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Matched Legal Cases: ['art 135', 'art 23', 'art 91', 'art 25', 'art 121', 'art 121', 'art 121', 'art 23', 'art 121', 'art 121', 'art 135', 'art 135', 'art 135', 'art 135', 'art 135', 'art 135', 'art 135', 'art 135', 'art 135', 'art 121', 'art 121', 'art 25', 'art 25', 'art 25', 'art 91', 'art 121', 'art.9', 'art.000']

AC5325 4b Runway Lengths | Runway | Airport
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Date: 7/1/2005 Initiated by: AAS-100 AC No: 150/5325-4B Change:
Subject: RUNWAY LENGTH REQUIREMENTS FOR AIRPORT DESIGN
1. PURPOSE. This Advisory Circular (AC) provides guidelines for airport designers and planners to determine recommended runway lengths for new runways or extensions to existing runways. 2. CANCELLATION. This AC cancels AC 150/5325-4A.
3. APPLICATION. The standards and guidelines contained in this AC are recommended by the Federal Aviation Administration strictly for use in the design of civil airports. The guidelines, the airplane performance data curves and tables, and the referenced airplane manufacturer manuals are not to be used as a substitute for flight planning calculations as required by airplane operating rules. For airport projects receiving Federal funding, the use of this AC is mandatory.
CONTENTS Sections Chapter 1 101 102 103 104 105 106 107 Introduction Background Determining Recommended Runway Lengths Primary Runways Crosswind Runways Runway Length Based on Declared Distances Concept Computer Program Selected 14 Code of Federal Regulations Concerning Runway Length Requirements Page 1 1 1 3 3 4 4 4
Chapter 2 201 202 203 204 205 206 Chapter 3 301 302 303 304 305 306 Chapter 4 401 402 403 404 Chapter 5 501 502 503 504 505 506 507 508 509 Figures 2-1 2-2 3-1
Runway Lengths for Small Airplanes with Maximum Certificated Takeoff Weight of 12,500 Pounds (5,670 Kg) or Less Design Guidelines Design Approach Small Airplanes With Approach Speeds of Less than 30 Knots Small Airplanes With Approach Speeds of 30 Knots or More but Less than 50 Knots Small Airplanes With Approach Speeds of 50 Knots or More with Maximum Certificated Takeoff Weight of 12,500 Pounds (5,670 Kg) or Less Development of the Runway Length Curves
Runway Lengths for Airplanes within a Maximum Certificated Takeoff Weight of More than 12,500 Pounds (5,670 Kg) UpTo and Including 60,000 Pounds (27,200 Kg) 9 Design Guidelines 9 Design Approach 9 Percentage of Fleet and Useful Load Factor 9 Runway Length Adjustments 10 Precaution for Airports Located at High Altitudes 10 General Aviation Airports 11 Runway Lengths for Regional Jets and those Airplanes with a Maximum Certificated Takeoff Weight of More than 60,000 Pounds (27,200 Kg) 17 Design Guidelines 17 Design Approach 17 Procedures For Determining Recommended Runway Length 17 Examples 20 Design Rationale Introduction Airplanes Landing Flap Settings Airplane Operating Weights Airport Elevation Temperature Wind Runway Surface Conditions Maximum Differences of Runway Centerline Elevation 21 21 21 21 21 22 22 22 22 23
Small Airplanes with Fewer than 10 Passenger Seats (Excludes Pilot and Co-pilot) Small Airplanes Having 10 or More Passenger Seats (Excludes Pilot and Co-pilot) 75 Percent of Fleet at 60 or 90 Percent Useful Load
3-2 4-1 A3-1-1 A3-1-2 A3-2-1 A3-2-2 Tables 1-1 1-2 1-3 3-1 3-2 4-1 5-1 A3-1-1 A3-2-1 Appendices
100 Percent of Fleet at 60 or 90 Percent Useful Load Generic Payload-Range Chart Landing Runway Length for Boeing 737-900 (CFM56-7B27 Engines) Takeoff Runway Length for Boeing 737-900 (CFM56-7B27 Engines) Landing Runway Length for SAAB 340B (CT7-9B Engines) Takeoff Runway Length for SAAB 340B (CT7-9B Engines)
13 19 32 33 36 37
Airplane Weight Categorization for Runway Length Requirements Runway Length for Additional Primary Runways Runway Length for Crosswind Runway Airplanes that Make Up 75 Percent of the Fleet Remaining 25 Percent of Airplanes that Make Up 100 Percent of Fleet Relationship Between Airport Elevation and Standard Day Temperature Rationale Behind Recommendations for Calculating Recommended Runway Lengths Boeing 737-900 General Airplane Characteristics SAAB 340 Airplane Characteristics
3 4 4 14 15 18 24 31 35
Appendix 1 Websites for Manufacturers of Airplanes Over 60,000 Pounds (27,200 Kg) Appendix 2 Selected Federal Aviation Regulations Concerning Runway length requirements Appendix 3 Examples Using Airplane Planning Manuals
CHAPTER 1. Assumptions and Definitions. Independently. i. Assumptions relative to airplane characteristics are described within the applicable chapter of this AC. if any. (2) Critical Design Airplanes. DETERMINING RECOMMENDED RUNWAY LENGTHS. An airplane of more than 12. in turn. 102. locally imposed noise abatement restrictions or other prohibitions. INTRODUCTION
101. airport designers. airport authorities. zero wind. Although there is no regulatory definition for a regional jet (RJ). (5) Maximum Certificated Takeoff Weight (MTOW). The maximum certificated weight for the airplane at takeoff.500 pounds (5. (3) takeoff weight.670 kg) maximum certificated takeoff weight. presence of obstructions in the vicinity of the airport. runway surface condition (dry or wet). temperature. most notably airport elevation above mean sea level. An additional runway built to compensate primary runways that provide less than the recommended 95 percent wind coverage for the airplanes forecasted to use the airport.. it is recommended that the evaluation process assess and verify the airport’s ultimate development plan for realistic changes that could result in future operational limitations to customers. Under unusual circumstances. an RJ for this advisory circular is a commercial jet airplane that carries fewer than 100 passengers. the goal is to construct an available runway length for new runways or extensions to existing runways that is suitable for the forecasted critical design airplanes. takeoff and landing flap settings. In particular.e. certain ones have an operational impact on available runway lengths. An airplane of 12. airplane operating weights. and zero effective runway gradient. effective runway gradient. Small Airplane.
(1) Design Assumptions. wind velocity. adjustments may be made to the 500 total annual itinerant operations threshold after considering the circumstances of a particular airport. or airports situated in isolated or remote areas that have special needs. Airplanes today operate on a wide range of available runway lengths. Two examples are airports with demonstrated seasonal traffic variations. Airport authorities working with airport designers and planners should validate future runway demand by identifying the critical design airplanes. (8) Substantial Use Threshold. dry runway surfaces. (6) Regional Jets. (7) Crosswind Runway. Federally funded projects require that critical design airplanes have at least 500 or more annual itinerant operations at the airport (landings and takeoffs are considered as separate operations) for an individual airplane or a family grouping of airplanes. The listing of airplanes (or a single airplane) that results in the longest recommended runway length. The assumptions used by this AC are approaches and departures with no obstructions. Fortunately. The listed airplanes will be evaluated either individually or as a single family grouping to obtain a recommended runway length. That is. BACKGROUND. airport authorities working with their local lawmakers can establish zoning laws to prohibit the introduction of natural growth and man-made structural obstructions that penetrate existing or planned runway approach and departure surfaces. runways designed with longitudinal profiles equaling zero slope avoid required runway length adjustments. Various factors. and planners are able to mitigate some of these factors. a. Of these factors.500 pounds (5. Effective zoning laws avoid the displacement of runway thresholds or reduction of takeoff runway lengths thereby providing airplanes with sufficient clearances over obstructions during climb outs. (4) Large Airplane. For example. In summary. and.670 kg) or less maximum certificated
. the airplane’s weight at the start of the takeoff run. govern the suitability of those available runway lengths. for a given runway the usable length made available by the airport authority may not be entirely suitable for all types of airplane operations.
For example.) (2) Step #2.” For the purpose of this AC. Takeoff or landing operations of airplanes going from one airport to another airport that involves a trip of at least 20 miles. the first column separates the various airplanes into one of three weight categories.AC 150/5325-4B
(9) Itinerant Operation. For Federally funded projects. when instructed by the applicable chapter of this AC. Identify the airplanes that will require the longest runway lengths at maximum certificated takeoff weight (MTOW). the Boeing Company. airport elevation and temperature. Apply any necessary adjustment to the obtained runway length. Although a number of regional jets have an MTOW less than 60. and effective runway gradient. As seen from table 1-1. Small airplanes. defined as airplanes with MTOW of 12. Flight operations must be conducted per the applicable flight manual. or 4. the variously titled documents will be referred to as APM. MTOW is used because of the significant role played by airplane operating weights in determining runway lengths. The five steps and their rationale are as follows: (1) Step #1. b. and Bombardier respectively title their APMs as “Airplane Characteristics for Airport Planning. Appendix 1 lists the websites of the various airplane manufacturers to provide individuals a starting point to retrieve an APM or a point of contact for further consultation. (10) Effective Runway Gradient. Use table 1-1 and the airplanes identified in step #2 to determine the method that will be used for establishing the recommended runway length. the information derived from this five-step procedure is for airport design and is not to be used for flight operations. As previously stated. which depend on wing flap settings. to the runway length generated by step #4 to obtain a final recommended runway length.000 pounds (27.000 pounds (27. Identify the list of critical design airplanes that will make regular use of the proposed runway for an established planning period of at least five years. The recommended runway length in the latter case is a function of the most critical individual airplane’s takeoff and landing operating weights. Local operations are excluded. Chapter 5 provides the rationale for these length adjustments. Select the recommended runway length from among the various runway lengths generated by step #3 per the process identified in chapters 2. This AC uses a five-step procedure to determine recommended runway lengths for a selected list of critical design airplanes.200 kg). runway surface conditions (dry or wet). Procedure and Rationale for Determining Recommended Runway Lengths. Airbus. Regional jets are assigned to the same category as airplanes with a MTOW over 60. The airport designer should be aware that APMs go by a variety of names. The procedure assumes that there are no obstructions that would preclude the use of the full length of the runway. the recommended runway length is determined according to individual airplanes. APMs provide the takeoff and landing runway lengths that an airport designer will in turn apply to the associated guidelines set forth by this AC to obtain runway lengths.” and “Airport Planning Manuals. (3) Step #3. are further subdivided according to approach speeds and passenger seating as explained in chapter 2.500 pounds (5. When the MTOW of listed airplanes is over 60. The difference between the highest and lowest elevations of the runway centerline divided by the runway length. In the later case.200 kg). The second column identifies the applicable airport design approach (by airplane family group or by individual airplanes) as noted previously in step #2. The third column directs the airport designer to the appropriate chapter for design guidelines and whether to use the referenced tables contained in the AC or to obtain airplane manufacturers’ airport planning manuals (APM) for each individual airplane under evaluation. (5) Step #5. For instance. 3.” “Airplane Characteristics for Airport Planning. Table 1-1 categorizes potential design airplanes according to their MTOWs. Except for regional jets. 2
. as applicable. when the MTOW of listed airplanes is 60. the exception acknowledges the long range capability of the regional jets and the necessity to offer regional jet operators the flexibility to interchange regional jet models according to passenger demand without suffering operating weight restrictions. the definition of the term “substantial use” quantifies the term “regular use” (see paragraph 102a(8).000 pounds (27. an adjustment to the length may be necessary for runways with nonzero effective gradients. the recommended runway length is determined according to a family grouping of airplanes having similar performance characteristics and operating weights. (4) Step #4.200 kg). This will be used to determine the method for establishing the recommended runway length.200 kg) or less.000 pounds (27.670 kg) or less.
Procedurally. unless they are intended for smaller airplanes. for allowable crosswind components according to airplane design groups.000 pounds (27. 104. Procedurally.
. Additional primary runways for capacity justification are parallel to and equal in length to the existing primary runway. and (3) mitigate noise impacts associated with the existing primary runway. The table takes into account the separation of airplane classes into distinct airplane groups to achieve greater airport utilization. separating general aviation from nongeneral aviation customers. 103. and. users of an APM are to adhere to the design guidelines found in Chapter 4. Paragraph 205 Figure 2-2 Chapter 3. Refer to AC 150/5060-5. as a means to increase the airport’s efficiency.) The design objective for additional primary runways is shown in table 1-2. the criterion for substantial use applies to the airplane used as the design airplane needing the crosswind runway (see paragraph 102a(8). Airport Design.7/1/2005
Table 1-1. (2) accommodate forecasted growth that will exceed the current capacity capabilities of the existing primary runway. the criterion for substantial use applies (see paragraph 102a(8). The design objective to orient primary runways to capture 95 percent of the crosswind component perpendicular to the runway centerline for any airplane forecast to use the airport is not always achievable.) The design objective for the length of crosswind runways is shown in table 1-3. follow the guidelines found in subparagraph 102(b) for determining recommended runway lengths for crosswind runways. Note 2: All regional jets regardless of their MTOW are assigned to the 60.500 pounds (5. follow the guidelines found in subparagraph 102(b) for determining recommended runway lengths for primary runways. cases arise where certain airplanes with lower crosswind capabilities are unable to utilize the primary runway. Airplane Manufacturer Websites (Appendix 1)
Note 1: When the design airplane’s APM shows a longer runway length than what is shown in figure 3-2. Airport Capacity and Delay. a crosswind runway may be built. such as.200 kg) 60. 1 Figures 3-1 or 3-2 and Tables 3-1 or 3-2 Chapter 4. CROSSWIND RUNWAYS. for additional discussion on runway usage for capacity gains. Airplane Weight Categorization for Runway Length Requirements Airplane Weight Category Maximum Certificated Takeoff Weight (MTOW) 12. Another common practice is to assign individual primary runways to different airplane classes. Even when the 95-percentage crosswind coverage standard is achieved for the design airplane or airplane design group.000 pounds (27. a crosswind runway is recommended to achieve the design standard provided in AC 150/5300-13. Paragraph 205 Figure 2-1 Chapter 2. For Federally funded projects. In cases where this cannot be done. and.
PRIMARY RUNWAYS. apply table 1-2. use the airplane manufacturer’s APM.670 kg) Approach Speeds less than or less 30 knots Approach Speeds of at least 30 knots but less than 50 knots Approach With Speeds of Less than 10 50 knots or Passengers more With 10 or more Passengers Over 12. Airport authorities.670 kg) but less than 60. require two or more primary runways as a means of achieving specific airport operational objectives.000 pounds (27. The most common operational objectives are to (1) better manage the existing traffic volume that exceed the capacity capabilities of the existing primary runway.200 kg) or more or Regional Jets
Design Approach Family grouping of small airplanes Family grouping of small airplanes Family grouping of small airplanes Family grouping of small airplanes Family grouping of large airplanes Individual large airplane
Location of Design Guidelines Chapter 2. for additional crosswind runways. for additional primary runways. in certain cases. provided there is regular usage. apply table 1-3. For airplanes with lesser crosswind capabilities. For Federally funded projects. The design objective for the main primary runway is to provide a runway length for all airplanes that will regularly use it without causing operational weight restrictions. The majority of airports provide a single primary runway.500 pounds (5.200 kg) or more weight category. Paragraph 203 Chapter 2. Paragraph 204 Chapter 2. However.
. 107.faa. Note 2: Revenue flights.AC 150/5325-4B
Table 1-2. Airport Design for Microcomputers (AD42D. Runway Length for Additional Primary Runways Runway Service Type. For Federally funded programs. Noise Mitigation.EXE). COMPUTER PROGRAM. Postal Service (Bureau of Transportation Statistics. The computer program only provides estimates instead of actual length requirements. 106. there must be at least 500 annual itinerant operations and 100% of the class. Turboprop. The design software is available at http://www. Runway Length for Crosswind Runway Runway Service Runway Length for Crosswind Runway Equals 100 % of primary runway length when built for the same individual design airplane or airplane design group that uses the primary runway 100% of the recommended runway length determined for the lower crosswind capable airplanes using the primary runway 100% of the recommended runway length determined for the lower crosswind capable airplanes using the primary runway
Scheduled Such as Commercial Service Airports
Non-Scheduled Such as General Aviation Airports
Note 1: Transport service operated over routes pursuant to published flight schedules that are openly advertised with dates or times (or both) or otherwise made readily available to the general public or pursuant to mail contracts with the U. SELECTED 14 CODE OF FEDERAL REGULATIONS CONCERNING RUNWAY LENGTH REQUIREMENTS. DOT). for information related to declared distances. The application of the declared distances concept to overcome safety deficiencies is not intended for new runways.Commuter. appendix 14. General Aviation. Appendix 2 provides a list of selected 14 Code of Federal Regulations that address the airworthiness certification and operational requirements of airplanes associated with runway length.
105. Air Taxis Runway Length for Additional Primary Runway Equals 100 % of the primary runway
Recommended runway length for the less demanding airplane design group or individual design airplane
Table 1-3. RUNWAY LENGTH BASED ON DECLARED DISTANCES CONCEPT. Regional Jet Service Separating Airplane Classes . Department of Transportation (DOT)). User Capacity Justification. was developed for airport planners to facilitate in the planning of airport layouts.S. See AC 150/5300-13. New runways must meet design standards when constructed. such as AIP. and all non-revenue flights incident to such flights (Bureau of Transportation Statistics.gov/airports_airtraffic/airports/construction/. The airport design software cited in Appendix 11 of AC 150/5300-13. such as charter flights that are not operated in regular scheduled service.
proceed vertically to the applicable airport elevation curve. and the mean daily maximum temperature of the hottest month at the airport. owners of multi-engine airplanes may require that their pilots use the airplane’s accelerate-stop distance in determining the length of runway available for takeoff. that the airport designer must use the 100 percent of fleet chart of figure 2-1 instead of using figure 2-2.2 is necessary. For example.” namely. 95 and 100 percent of the fleet. number of passenger seats. (1) 95 Percent of Fleet.500 POUNDS (5. DESIGN APPROACH. a. The fleet used in the development of the figures consisted of small airplanes certificated in the United States. Their recommended runway length is 300 feet (92 meters) at mean sea level. according to approach speed. This category applies to airports that are primarily intended to serve medium size population communities with a diversity of usage and a greater potential for increased aviation activities. airport elevation above mean sea level. The design procedure for small airplanes requires the following information: the critical design airplanes under evaluation. The differences between the two percentage categories are based on the airport’s location and the amount of existing or planned aviation activities. The highest approach speed group is divided on the basis of passenger seats. The recommended runway length is 800 feet (244 meters) at mean sea level. DESIGN GUIDELINES. As shown. 204.03 x airport elevation above mean sea level to obtain the recommended runway length at that elevation.500 pounds (5. figure 2-2 does include small turbo-powered airplanes. RUNWAY LENGTHS FOR SMALL AIRPLANES WITH MAXIMUM CERTIFICATED TAKEOFF WEIGHT OF 12. Although both figures pertain mainly to small propeller driven airplanes. Also included in this category are those airports that are primarily intended to serve low-activity
. Figure 2-2 further alerts the airport designer that for airport elevations above 3. The design concept starts by grouping all small airplanes. 205. “95 percent of the fleet” or “100 percent of the fleet” categories. The airport designer should make the selection based on the following criteria. Figure 2-1 categorizes small airplanes with less than 10 passenger seats (excludes pilot and co-pilot) into two family groupings according to “percent of fleet. For purposes of design.1 or 2. For this airplane weight category. no further adjustment to the obtained length from the figures 2. determine the recommended runway length from airplane flight manuals for the airplanes to be accommodated by the airport in lieu of the runway length curves depicted in figures 2-1 or 2-2. both figures provide examples that start with the horizontal temperature axis then. Selecting Percentage of Fleet for Figure 2-1.3 x stall speed).670 KG) OR LESS
201.7/1/2005
CHAPTER 2. there is no operational requirement to take into account the effect of effective runway gradient for takeoff or landing performance. SMALL AIRPLANES WITH APPROACH SPEEDS OF 50 KNOTS OR MORE WITH MAXIMUM CERTIFICATED TAKEOFF WEIGHT OF 12. that is. “airplanes having fewer than 10 passenger seats” as compared to “airplanes having 10 or more passenger seats. Figure 2-2 categorizes all small airplanes with 10 or more passenger seats into one family grouping. approach speed in knots (1. figures 2-1 and 2-2 show only a single curve that takes into account the most demanding operations to obtain the recommended runway length. Figures 2-1 and 2-2 provide the recommended runway lengths based on the seating capacity and the mean daily maximum temperature of the hottest month of the year at the airport. Runway lengths above mean sea level should be increased at the rate of 0. as explained in paragraph 205. namely. For these airplanes.670 KG) OR LESS.08 x airport elevation above mean sea level to obtain the recommended runway length at that elevation. namely. Once obtained. 203. Airplanes with approach speeds of less than 30 knots are considered to be short takeoff and landing or ultra light airplanes. SMALL AIRPLANES WITH APPROACH SPEEDS OF LESS THAN 30 KNOTS. instead of applying the small airplane design concept. apply the guidance from the appropriate paragraph below to obtain the recommended runway length. the critical design airplanes. Runways located above mean sea level should be increased at the rate of 0.” The less than 10 passenger seats category is further based on two percentages of fleet. For example.500 POUNDS (5. this AC provides a design concept for airports that serve only airplanes with a maximum certificated takeoff weight of 12. 202. SMALL AIRPLANES WITH APPROACH SPEEDS OF 30 KNOTS OR MORE BUT LESS THAN 50 KNOTS.670 kg) or less.000 feet (914 m). followed by proceeding horizontally to the vertical axis to read the recommended runway length. Airport designers can.
75. and remote recreational areas.1587. This information is provided to assist the airplane operator in determining the runway length necessary to operate safely. Failure to consider this change during an initial development phase may lead to the additional expense of reconstructing or relocating facilities in the future. 206. Performance information from those manuals was selectively grouped and used to develop the runway length curves in figures 2-1 and 2-2. As previously mentioned.500 pounds (5. b. it is recommended that the airport designer assess and verify the airport’s ultimate development plan for realistic changes that. Operating Requirements: Commuter and On Demand Operations and Rules Governing Persons on Board such Aircraft. Maximum certificated takeoff and landing weights. However. The following conditions were used in developing the curves: Zero headwind component. Airworthiness Standards: Normal.AC 150/5325-4B
locations. 14 Code of Federal Regulations Part 135. landing. The requirement for this capability is highest among airplanes used for business and air taxi purposes. could result in future operational limitations to customers. Section 23. Other factors. The major parameters utilized for the development of theses curves were the takeoff and landing distances for figure 2-1 and the takeoff. also have a variable effect on runway length but are not accounted for in certification. Utility. such as relative humidity and effective runway gradient. Airport elevation and temperature were left variable (values need to be obtained).51. Future Airport Expansion Considerations. and Section 2. as defined in Section 23. prescribes airworthiness standards for the issuance of small airplane type certificates. and Acrobatic Category Airplanes. imposes the operational requirements on those airplanes having a seating configuration of 10 passenger seats or more to include the accelerate-stop distance parameter in computing the required takeoff runway length. 14 Code of Federal Regulations Part 23. Optimum flap setting for the shortest runway length (normal operation). if overlooked.
. small population communities. Landing. DEVELOPMENT OF THE RUNWAY LENGTH CURVES. This type of airport is primarily intended to serve communities located on the fringe of a metropolitan area or a relatively large population remote from a metropolitan area. (2) Requirements to operate the runway during periods of Instrument Meteorological Conditions (IMC). these other factors were accounted for in the runway length curves by increasing the takeoff or landing distance (whichever was longer) of the group’s most demanding airplane by 10 percent for the various combinations of elevation and temperature. The airport designer should at least assess and verify the impacts of: (1) Expansions to accommodate airplanes of more than 12. However. Their inclusion recognizes that these airports in many cases develop into airports with higher levels of aviation activities. Performance Information) is contained in the individual airplane flight manual. figure 2-2 includes the accelerate-stop distance parameter. and accelerate-stop distances for figure 2-2. Airports serving small airplanes remain fairly constant in terms of the types of small airplane using the airport and their associated operational requirements. Takeoff.670 kg). The performance information for each airplane (for example. (2) 100 Percent of Fleet.
200 feet (975 m)
Mean Daily Maximum Temperature of the Hottest Month of Year (Degrees F)
Airport Elevation (feet) 95 Percent of Fleet 100 Percent of Fleet
Recommended Runway Length:
For 95% = 2.7/1/2005
Figure 2-1. Small Airplanes with Fewer than 10 Passenger Seats (Excludes Pilot and Co-pilot)
Example: Temperature (mean day max hot month): 59o F (15o C) Airport Elevation: Mean Sea Level
Note: Dashed lines shown in the table are mid values of adjacent solid lines.700 feet (823 m) For 100% = 3.
400 feet (1. use the 100 percent of fleet grouping in figure 2-1.000 feet (328 m) Recommended Runway Length 4.
00 30 0 2 00 00 10 aL Se ev e l
3000 30 40 50 60 70 80 90 100 110 120
Mean Daily Maximum Temperature of the Hottest Month of the Year
.000 feet (915 m).AC 150/5325-4B
Figure 2-2.341 m)
Note: For airport elevations above 3. Small Airplanes Having 10 or More Passenger Seats (Excludes Pilot and Co-pilot)
Representative Airplanes
Runway Length Curves
Raytheon B80 Queen Air Raytheon E90 King Air Raytheon B99 Airliner Raytheon A100 King Air (Raytheon formerly Beech Aircraft) Britten-Norman Mark III-I Trilander Mitsubishi MU-2L Swearigen Merlin III-A Swearigen Merlin IV-A Swearigen Metro II
Temperature (mean day max hot month) 90o F (32o C) Airport Elevation (msl) 1.
For higher elevations. use the curves shown in either figures 3-1 or 3-2. then figure 3-2 should be used to determine the
. With that determination.200 KG)
301. to the resulting runway length to obtain the recommended runway length. DESIGN APPROACH. non-variable loading condition.000 pounds (27. consult the airplane manufacturer(s) for their recommendations. General Operating and Flight Rules. Airplanes listed in table 3-1 require less than 5. Table 3-1 provides the list of those airplanes that comprise the “75 percent of fleet” category and therefore can be accommodated by the runway lengths resulting from figure 3-1. To determine which of the two figures to apply. (2) Selecting Figures 3-1 or 3-2.7/1/2005
CHAPTER 3. the recommended runway length obtained for small airplanes from chapter 2 may be greater than those obtained by these figures. The airport designer must determine from which list the airplanes under evaluation are found. The final step is to apply any necessary length adjustments to the obtained length in accordance with paragraph 304 to determine the recommended runway length.500 pounds (5. and Part 91.439 m) above mean sea level. This figure is to be used for those airplanes operating with no more than a 60 percent useful load factor. an elevation at 2. the requirements for the small airplanes govern.670 KG) UP TO AND INCLUDING 60. if necessary. PERCENTAGE OF FLEET AND USEFUL LOAD FACTOR.. The recommended runway length for this weight category of airplanes is based on performance curves (figures 3-1 and 3-2) developed from FAA-approved airplane flight manuals in accordance with the provisions of 14 Code of Federal Regulations Part 25. Both figures 3-1 and 3-2 provide examples that start with the horizontal temperature axis. the critical design airplanes under evaluation with their respective useful loads. mean daily maximum temperature of the hottest month at the airport. then select either the “60 percent useful load” curves or the “90 percent useful load” curves on the basis of the haul lengths and service needs of the critical design airplanes. 303.524 m) runways at mean sea level and at the standard day temperature of 59° F (15° C) (see paragraph 403 and table 4-1 for an explanation of the concept. apply either figure 3-1 or figure 3-2 to obtain a single runway length for the entire group of airplanes under evaluation. Table 3-2. Finally.200 kg) maximum certificated takeoff weight (MTOW) in conjunction with other small airplanes of 12. Percentage of Fleet.500 POUNDS (5.”) The restriction is because each set assumed a specific.g. the “75 percent fleet at 60 percent useful load” curve provides a runway length sufficient to satisfy the operational requirements of approximately 75 percent of the fleet at 60 percent useful load.524 m) for the same conditions. provides the remaining airplanes beyond that of table 3-1 that comprise the “100 percent of fleet” category and therefore can be accommodated by the resulting runway lengths from figure 3-2.g. In this case. an 85 percent useful load between the set of curves “75 percent of the fleet at 60 percent useful load” and “75 percent of the fleet at 90 percent useful load..000 feet (1.000-foot (1. the curves of figures 3-1 and 3-2 apply to airport elevations up to 8.000 feet (1.670 kg) or less. apply any landing or takeoff length adjustments. RUNWAY LENGTHS FOR AIRPLANES WITHIN A MAXIMUM CERTIFICATED TAKEOFF WEIGHT OF MORE THAN 12. The design procedure for this airplane weight category requires the following information: airport elevation above mean sea level. Once obtained. 302.500 feet within the “75 percent of the fleet at 60 percent useful load” set of curves) but not valid between sets of curves (e.). Airworthiness Standards: Transport Category Airplanes.000 POUNDS (27. If the airport is planned for operations that will include only turbojet-powered airplanes weighing under 60. Interpolation is allowed only within a single set of curves (e. a. Finally. and finally proceed horizontally to the vertical axis to obtain the runway length.524 m) above mean sea level. The distinction between the tables is that airplanes listed in table 3-2 require at least 5. The curves in figure 3-1 and 3-2 are based on a grouping of only the turbojet-powered fleet (and business jets) according to performance capability as contained in the FAA-approved airplane manuals under an assumed loading condition. then proceed vertically to the airport elevation curve. If a relatively few airplanes under evaluation are listed in table 3-2. Use figure 3-1 when the airplanes under evaluation are not listed in table 3-2. For example. first use tables 3-1 and 3-2 to determine which one of the two “percentage of fleet” categories represents the critical design airplanes under evaluation. DESIGN GUIDELINES.
(1) Tables 3-1 and 3-2. Note: at elevations over 5.000 feet (2. Figures 3-1 and 3-2 contain a set of two curves based upon the percentage of the fleet and the percentage of useful load that can be accommodated by the runway lengths obtained from the curves.
baggage. Useful Load Factor.524 m) mean sea level. namely “60 percent useful load” and “90 percent useful load.000 feet (1. d. the allowable gross takeoff weight is often limited by ambient conditions of temperature and elevation to an operating weight that is less than their maximum structural gross weight. Wet and Slippery Runways (Applicable Only to Landing Operations of Turbojet-Powered Airplanes). whichever is less.500 feet (1. increase the obtained runway lengths from the figures to account for (1) takeoff operations when the effective runway gradient is other than zero and (2) landing operations of turbojet-powered airplanes under wet and slippery runway surface conditions.500 pounds (5.3 meters) of elevation difference between the high and low points of the runway centerline. the useful load then consists of passengers. As previously mentioned. removable passenger service equipment. In other words.133 meters). By regulation.670 kg) MTOW or less found in chapter 2 may be greater than those determined in this chapter for turbojet-powered airplanes. The runway lengths obtained from figures 3-1 and 3-2 are based on no wind.” Curves are not developed for operations at “100 percent useful load” because many of the airplanes used to develop the curves in figures 3-1 and 3-2 were operationally limited in the second segment of climb. Therefore. and usable fuel. In this case. These increases are not cumulative since the first length adjustment applies to takeoffs and the latter to landings. 305. b.000 feet (2. b. No adjustment is necessary by regulation for turboprop-powered airplanes. If no adjustments to this length are necessary as outlined above. By regulation.
. Effective Runway Gradient (Takeoff Only). and zero effective runway gradient. the recommended runway length for propeller driven airplanes of 12. The procedures for length adjustments are as follows: a. a dry runway surface. and unusable fuel.AC 150/5325-4B
runway length. PRECAUTION FOR AIRPORTS LOCATED AT HIGH ALTITUDES. A specific list of business jets were used to obtain an average operating empty weight. the larger resulting runway length becomes the recommended runway length. Because of the climb limitation.
(1) The term useful load factor of an airplane for this AC is considered to be the difference between the maximum allowable structural gross weight and the operating empty weight. Effective runway gradient is defined as the difference between the highest and lowest elevations of the runway centerline divided by the runway length. then this becomes the recommended runway length. RUNWAY LENGTH ADJUSTMENTS. the runway lengths for turbojet powered airplanes obtained from the “90 percent useful load” curves are also increased by 15 percent or up to 7.676 meters). APMs contain climb limitations when required. which in turn. 304. the runway length resulting from the “90 percent useful load” curves are considered by this AC to approximate the limit of beneficial returns for the runway. cargo. That is. Air Carrier Regional Jets. c. (2) Figures 3-1 and 3-2 provide only two useful load percentages. the runway length for turbojet-powered airplanes obtained from the “60 percent useful load” curves are increased by 15 percent or up to 5. crew. whichever is less. Privately Owned Business Jets. other crew supplies. Business jets that are privately owned are included in their respective 75 percent and 100 percent of fleet categories. was used to develop the curves. engine oil. The runway lengths obtained from figures 3-1 or 3-2 are increased at the rate of 10 feet (3 meters) for each foot (0. removable emergency equipment. A typical operating empty weight includes the airplane’s empty weight. the longer recommended runway length of the small airplane weight category must be provided. Therefore. the curves used in the figures were based on the average operating empty weights of numerous business jets. It is noted that although operating empty weight varies considerably with individual airplanes. the recommended runway lengths for regional jets for air carrier service are addressed in chapter 4. After both adjustments have been independently applied. At elevations above 5.
General aviation (GA) airports have witnessed an increase use of their primary runway by scheduled airline service and privately owned business jets. and privacy. That is. Over the years business jets have proved themselves to be a tremendous asset to corporations by satisfying their executive needs for flexibility in scheduling.500 pounds (5.
. GA airports that receive regular usage by large airplanes over 12. in addition to business jets. the extension of an existing runway can be justified at an existing GA airport that has a need to accommodate heavier airplanes on a frequent basis. speed. In response to these types of needs.7/1/2005
306. GENERAL AVIATION AIRPORTS.670 kg) MTOW. should provide a runway length comparable to non-GA airports.
Figure 3-1. 75 Percent of Fleet at 60 or 90 Percent Useful Load
100 Percent of Fleet at 60 or 90 Percent Useful Load
Mean Daily Maximum Temperature of Hottest Month of the Year in Degrees Fahrenheit 100 percent of feet at 60 percent useful load 100 percent of feet at 90 percent useful load
.7/1/2005
Manufacturer Aerospatiale Bae Beech Jet Beech Jet Beech Jet Bombardier Cessna Cessna Cessna Cessna Cessna Cessna Cessna Cessna Cessna Cessna Cessna Cessna
Model Sn-601 Corvette 125-700 400A Premier I 2000 Starship Challenger 300 500 Citation/501Citation Sp Citation I/II/III 525A Citation II (CJ-2) 550 Citation Bravo 550 Citation II 551 Citation II/Special 552 Citation 560 Citation Encore 560/560 XL Citation Excel 560 Citation V Ultra 650 Citation VII 680 Citation Sovereign
Manufacturer Dassault Dassault Dassault Dassault Israel Aircraft Industries (IAI) IAI Learjet Learjet Learjet Learjet Mitsubishi Raytheon Raytheon Hawker Raytheon Hawker Sabreliner Sabreliner Sabreliner Sabreliner
Model Falcon 10 Falcon 20 Falcon 50/50 EX Falcon 900/900B Jet Commander 1121 Westwind 1123/1124 20 Series 31/31A/31A ER 35/35A/36/36A 40/45 Mu-300 Diamond 390 Premier 400/400 XP 600 40/60 75A 80 T-39
.AC 150/5325-4B
. Remaining 25 Percent of Airplanes that Make Up 100 Percent of Fleet
Manufacturer Bae Bombardier Bombardier Bombardier Bombardier Cessna Cessna Cessna Dassault Dassault Israel Aircraft Industries (IAI) IAI Learjet Learjet Learjet Raytheon/Hawker Raytheon/Hawker Raytheon/Hawker Sabreliner
Note: Airplanes in tables 3-1 and 3-2 combine to comprise 100% of the fleet.
(2) Airport designers and planners should be aware that some APM charts provide curves for both FAR and JAR (or CS) regulations. United States Federal Aviation Regulations (FAR) and European Joint Aviation Regulations (JAR) or Certification Specifications (CS). or “FAR.e. the maximum certificated takeoff weight or takeoff operating weight for short-haul routes. 402.e. Apply any takeoff and landing length adjustments. The pilot must use the FAA-approved flight manuals to conduct flight operations. the recommended labeled-curves that airport designers must use are those that the authorizing aviation authority approved for the air carrier’s airplane fleet.” Therefore. Each airplane manufacturer’s APM provides performance information on takeoff and landing runway length requirements for different airplane operating weights. the airport designer must use the curves authorized by the foreign authority. the design procedure described below must be applied to the information/performance charts. Today the European Aviation Safety Agency (EASA) issues all CS. DESIGN APPROACH. 403. The Temperature Parameter in APM Takeoff Charts. and other parameters.. That is. the airport designer must use the curves labeled “FAR. select the longest resulting takeoff and landing runway lengths. or by contacting the airplane manufacturer and/or air carriers for the information. DESIGN GUIDELINES. The design procedure for this weight category requires the following information: the critical design airplanes under evaluation and their APMs. Determine both takeoff and landing runway length requirements as prescribed below. flap settings. However. The longest resulting runway length between the takeoff and landing runway lengths for the critical design airplanes under evaluation becomes the recommended runway length. airport elevation above mean sea level. Apply the procedures in this chapter to each APM to obtain separate takeoff and landing runway length requirements. Appendix 3 offers several examples that employ the design guidelines and procedures. It is noted that airplane manufacturers do not present the data in a standard format. there is sufficient consistency in the presentation of the information that allows their application in determining the recommended runway length as described in paragraph 403. a. Airplane Manufacturer Website. (1) Recently CS have replaced the European JARs that were previously issued by the Joint Aviation Authorities of Europe. one at SDT (59° F (15°
. a chart may contain dual curves labeled “FAR” and curves labeled “JAR.. a. maximum certificated landing weight.” In the case of foreign air carrier operators who receive approves by their respective foreign authority.7/1/2005
CHAPTER 4. APMs provide takeoff runway length data in terms of airport elevation and standard day temperatures (SDT). c. Both takeoff and landing runway length requirements must be determined with applicable length-adjustments in order to determine the recommended runway length. PROCEDURES FOR DETERMINING RECOMMENDED RUNWAY LENGTH. effective runway gradient. Regardless of the approach taken by the airport designer. Fortunately many airplane manufacturers provide at least two takeoff runway length requirement charts. APMs. b. such as EASA. Figure 4-1 shows how APMs correlate SDTs with airport elevations.” In turn. The parameter airport temperature is used only for takeoff length determinations by setting it equal to the “mean daily maximum temperature of the hottest month at the airport. and the mean daily maximum temperature of the hottest month at the airport.” In the case for air carrier operators under the authority of the United States. i. Appendix 1 provides the website addresses of the various airplane manufacturers to assist in obtaining APMs or for further consultation. It is noted that the charts used in this procedure are provided by the airplane manufacturers for information only and not for flight operations. The longest of the takeoff and landing runway length requirements for the critical design airplanes under evaluation becomes the recommended runway length. The recommended runway length obtained for this weight category of airplanes is based on using the performance charts published by airplane manufacturers. airport elevations. if necessary. then apply any length adjustments described in the following subparagraphs. i. Airport Planning Manual (APM). engine types.” “CS”.200 KG)
401. curves labeled “JAR.000 POUNDS (27. RUNWAY LENGTHS FOR REGIONAL JETS AND THOSE AIRPLANES WITH A MAXIMUM CERTIFICATED TAKEOFF WEIGHT OF MORE THAN 60. to the resulting lengths.
Standard Day Temperature 1 (SDT) °F °C 59. Table 4-1. sometimes labeled “pressure altitude. For the airplane model with.11 -0. SDT + 27° F (SDT + 15° C).” equals or is less than the provided SDT. The latter chart corresponds to 59° F + 27° F = 86° F (15° C + 15° C = 30° C.AC 150/5325-4B
C)) and one at SDT + some additional temperature. it is acceptable for airport designers to use a SDT chart if it is no more than 3° F (1. It is noted that some charts simultaneously show both the “dry runway” and “wet runway” curves. a SDT+ 27° F (STD + 15° C) chart could be used when airport temperatures are equal to or less than 89° F (3° F + 86° F) (30° C [15° C + 15° C]). See step (5) below for the turbo-jet powered airplanes when the chart only provides “dry runway” curves.219 1. “mean daily maximum temperature of the hottest month at the airport.7 37. and zero effective runway gradient.
.04 7.000 8.000 Meters 0 609 1.000 4. zero wind.06 3. Use the “wet runway” curve.0 51. for example.9 44. Do not exceed any indicated limitations on the chart. if provided. In order to augment this benefit.” Interpolation between curves is allowed. No landing length adjustment is necessary by regulation for non-zero effective runway gradients for any airplane type.000 6. (2) Enter the horizontal weight axis with the operating landing weight equal to the maximum certificated landing weight.5 15. Linear interpolation along the length axis is allowed.85
Note 1: Linear interpolations between airport elevations and between SDT values are permissible. Linear interpolation along the weight axis is allowed. (5) Increase the obtained landing length for “dry runway” condition by 15 percent for those cases noted in paragraph 508. the potential benefit for airport designers is quick and easy takeoff length determinations when the value of airport temperature. b. Landing Length Requirements. For example. (3) Proceed vertically to the airport elevation curve.828 2.6 30. Wet runway conditions are required only for turbojetpowered airplanes (see paragraph 508). If the chart does not indicate the wind or effective runway gradient conditions. If no SDT chart is available for the recorded airport temperature.00 11. Relationship Between Airport Elevation and Standard Day Temperature
Airport Elevation 1 Feet 0 2. assume they are equal to zero. the corresponding engine type under evaluation: (1) Locate the landing chart with the highest landing flap setting (if more than one flap setting is offer). consult the airplane manufacturer directly to obtain the takeoff length requirement under the same conditions outlined in this paragraph.7° C) lower than the recorded value for the “mean daily maximum temperature of the hottest month at the airport”.) Hence. (4) Proceed horizontally from the wet runway curve to the length axis to read the runway length.
The length of haul range will determine the operating takeoff weight for the design airplanes under evaluation.7/1/2005
c. provides average weight values for passengers and baggage for payload calculations for short-haul routes. the Payload Break point. maximum brake energy limit. In such cases. use the right side intersection as the Payload Break point. if provided. Takeoff Length Requirements. Interpolation between curves is allowed because the chart is used for airport design as compare to flight operations. corresponding engine type under evaluation: (1) Locate the takeoff chart with dry runway. For length of haul ranges that equal to or exceed the Payload Break point. MLW. determine whether or not to use MTOW. assume they are equal to zero.
RANGE (increasing)
MLW maximum design landing weight MTOW maximum design takeoff weight (some APMs label it Brake Release) MZFW maximum design zero fuel weight (some APMs label it Maximum Design Payload)
(3) Proceed vertically to the airport elevation curve without exceeding any indicated limitations. Long-haul routes should set the operating takeoff weight equal to the MTOW while short-haul routes should apply the actual operating takeoff weight. (2) Enter the horizontal weight axis with the operating takeoff weight equal to maximum certificated takeoff weight. Figure 4-1 illustrates a generic Payload-Range chart with Range and Payload axes. The Payload Break point as shown in figure 4-1 in conjunction with the Payload-Range charts provided by APMs for the design airplane(s). the airport designer must take into account the length of haul (range) that is flown by airplanes on a substantial use basis. It is also noted that some airport elevations curves show various flap settings along the curve. etc. For all the other cases. Figure 4-1 Generic Payload-Range Chart
PAYLOAD BREAK
MZFW MLW
Note 1: Some charts show a 4th boundary parameter. set the design operating takeoff weight equal to the actual operating takeoff weight. In such cases. For Federally funded projects. and the boundary parameters. For the latter case. and zero effective runway gradient conditions for the appropriate SDT chart (within the temperature range for the airport’s mean daily maximum temperature of the hottest month at the airport). that slopes downward. but this is not a conservative assumption. zero wind. the operating takeoff weight is set equal to the MTOW. such as. For the airplane model with. continue to use the same airport elevation curve. AC 120-27D. Aircraft Weight and Balance Control. tire speed limit.
. If the chart does not indicate the “zero wind” or “zero effective runway gradient” conditions.
Linear interpolation along the runway length axis is allowed.3m) of difference in runway centerline elevations between the high and low points of the runway centerline elevations. Appendix 3 provides example scenarios utilizing APM performance charts. In those cases the airport designer must increase the obtained length by 10 feet (3 m) per foot (0.
. The final recommended runway length is the longest resulting length after any adjustments for all the critical design airplanes that were under evaluation.AC 150/5325-4B
(4) Proceed horizontally from the airport elevation curve to the runway length axis to read the takeoff runway length. Final Recommended Runway Length. (5) Adjust the obtained takeoff runway length for non-zero effective runway gradients (see paragraph 509). 404. d. EXAMPLES.
The airplane’s maximum allowable landing weight is the lower of the following three conditions: (1) (2) (3) Maximum structural landing weight. The design criterion is to catalog the current or forecasted critical design airplane(s) that will use the runway and require the longest runway length.
b.670 kg) or less MTOW. Tire speed limited takeoff weight.500 pounds (5. AIRPLANES. Figures 2-1 and 2-2 along with the guidelines in chapter 2 provide recommended runway lengths by a single curve that incorporates both maximum allowable takeoff and landing weights. Takeoff weight limited by maximum landing weight. However. The recommended runway length is based on expected airplane operating weights during takeoff and landing operations. The airplane’s maximum allowable takeoff weight is the lower of the following: (1) (2) (3) (4) (5) (6) (7) c. DESIGN RATIONALE
501.7/1/2005
CHAPTER 5. Obstacle clearance limited takeoff weight. Table 5-1 summarizes the eight variable factors. The expected landing weight is the lower of the maximum allowable landing weights for the three conditions specified in subparagraph 504a and the takeoff weight is the lower of the maximum allowable takeoff weights for the seven conditions specified in subparagraph 504b. Climb limited landing weight. Chapter 4.
. Runway length-limited takeoff weight (insufficient available runway length). Runway length-limited landing weight (insufficient available runway length). For Federally funded projects the eight variable and other factors mentioned need to be applied in a manner to produce the shortest runway length. 502. 503. the airport designer has the option to determine the recommended runway length by obtaining data provided in airplane flight manuals and then equally applying the eight variable factors discussed in this chapter and all other factors mentioned in the respective chapters. Climb limited takeoff weight. This chapter explains the application of eight factors that affect runway lengths. AIRPLANE OPERATING WEIGHTS. 504. directs the airport designer to select the flap setting that generates the shortest runway length from among the certificated landing flap settings. Previous chapters describe how to use performance curves and tables to determine the recommended runway length. Brake energy limited takeoff weight. Maximum structural takeoff weight. Maximum Allowable Takeoff Weight.
Operating Weights for Design. Maximum Allowable Landing Weight. LANDING FLAP SETTINGS. which relies on the use of an APM. The design criterion is to select the landing flap setting that produces the shortest runway length. INTRODUCTION. The design criterion is based on the following:
(1) Small Airplanes 12. a. Figures in chapters 2 and 3 are based on this design criterion.
The latest data. Phone: (828) 271-4800. The design criterion is to use the mean daily maximum temperature of the hottest month at the airport. Application. RUNWAY SURFACE CONDITIONS. and (7). Airport designers using chapters 2 and 3 are to apply the actual temperature value to the provided figures. the obtained runway lengths from this AC for turbojet-powered airplanes are further increased by 15 percent. use the determined length of haul (range) and compare it to the Payload Break point of the Payload-Range chart in the APM (see paragraph 403(c) for an explanation.500 pound (5. Asheville. (6). The figures in chapters 2 and 3 are based on zero wind conditions. This is the official source for the mean maximum temperature for the hottest month. The design criterion is to address wet. AIRPORT ELEVATION. In this case. any difference would be slight. Chapter 3. short-haul routes. thus resulting in a runway that permits airplanes to operate at full payload service capabilities. Precipitation. (6). In many cases. This substitution is acceptable since the two are approximately equal and the probability of these conditions occurring simultaneously is relatively remote.e. Availability of Temperature Data. use maximum allowable takeoff weight. The design criterion is to substitute airport elevation above mean sea level for pressure altitude. set the operating takeoff weight equal to MTOW excluding limitations of subparagraph 504b(5).. This information can be obtained from the publication “Monthly Station Normals of Temperature. For ranges less than the Payload Break point. excluding limitations of subparagraph 504b(5). North Carolina 28801. The design criterion is based on the condition of zero wind velocity for both takeoff and landing operations for all airplane weight categories.
. WIND.81). a. Chapter 4. or website: http://www. 507. Federal Building.html (specify the state when ordering). For Federally funded projects. Therefore. to contact the airplane manufacturer directly for the applicable runway table. increase the landing dry lengths for turbojet-powered airplanes by 15 percent to increase the landing length. The curves used the lesser of the maximum allowable takeoff and landing weights as described above or the weight of the airplane with useful load.AC 150/5325-4B
Large Airplanes over 12. averaged over a period of thirty years. use the maximum allowable landing weight excluding limitations of subparagraph 504a(3). If an APM provides only the dry runway condition. Therefore.670 kg) MTOW. but not more than 5. then increase the obtained dry runway length by 15 percent. Thus. Many airplane manufacturers’ APMs for turbojetpowered airplanes provide both dry runway and wet runway landing curves. slippery runway surface conditions for only landing operations and only for turbojet-powered airplanes.noaa. may be obtained from the National Climatic Data Center.gov/oa/ncdc. Airport designers using an APM are to employ either the tables from the APM when the actual temperature falls within a prescribed temperature range or. This temperature is readily available and yields a realistic operational length. The design criteria follows the 14 Code of Federal Regulations requirement that dry runway landing distances for turbojet-powered airplanes must be increased 15 % when landing on wet or slippery runways.
i.676 meters). Using Airplane Planning Manuals (APMs). whichever is less. 505. the weight is set to the MTOW. 508. In nearly all cases. use the calculated operating takeoff weight for the given range. as instructed by chapter 3. and Heating and Cooling Degree-Days” (Climatography of the United States No. Users of APMs are instructed to select the zero wind curves. TEMPERATURE. The landing portion of the curves in figures 3-1 and 3-2 are based on dry runway conditions. The curves of figures 3-1 and 3-2 provide runway lengths based on the percentage of fleet and percent of useful load. i. 506.
(a) For landing. ii. and (7). when it falls outside the prescribed temperature range. b. the weight is set to the maximum structural landing weight.) For ranges greater than or equal to the Payload Break point.500 feet (1. fax: (828) 271-4876.ncdc. the airport designer must take into account the length of haul (range) that is flown by airplanes on a substantial use. (b) For takeoff.
A runway whose centerline elevation varies between runway ends produces uphill and downhill conditions.500 pounds (5. termed “effective runway gradient. This adjustment to the obtained runway length approximates the operational increase required to overcome the uphill effective runway gradient. Airport designers using APMs should also apply the same adjustment because APMs use zero effective runway gradients in their takeoff curves. the recommended runway length for takeoff derived from the curves of figures 3-1 and 3-2 or from the APMs must be increased by 10 feet per foot of difference in centerline elevations between the high and low points of the runway centerline elevations. which in turn. The design criterion is to address uphill longitudinal runway profiles for takeoff operations of large airplanes. cause certain airplane weight categories to require longer operational lengths.670 kg) maximum certified takeoff weight.670 kg) or less MTOW. For airplanes of 12.” for takeoff operations by using the maximum difference of runway centerline elevation. no operational requirement for an increase to the obtained runway length for landing is necessary to compensate for non-zero effective runway gradients. no operational requirement for an increase to the obtained runway length for takeoff is necessary to compensate for non-zero effective runway gradients.
. In the case for landing operations. For airplanes over 12. MAXIMUM DIFFERENCE OF RUNWAY CENTERLINE ELEVATION.7/1/2005
509.500 pounds (5. This AC addresses the uphill condition.
Table 5-1. airplane wet landing distance divided by 0.6.15
Airplane takeoff Runway Length for Landing distance
.6 then multiplied by 1. Rationale Behind Recommendations for Calculating Recommended Runway Lengths Family Groupings Consult Advisory Circular Figures 2-1 and 2-2 Airplane Type (Paragraph 502) Flap Setting (Paragraph 503) Based on number of seats 3-1 3-2 Airplane Performance Characteristics Non-Turbojet/Turbojet (Consult Airplane Manufacturer’s Airport Planning Manuals (APM) Chapter 4) Specific manual for each airplane Shortest runway length Located in airplane general characteristics
Variable Factors and Paragraph References
Based on percent of fleet
Shortest runway length Maximum takeoff weight Maximum landing weight Based on percent of useful load Based on percent of useful load
Takeoff Operating Weights (Paragraph 504) Landing Airport Elevation (Paragraph 505)
Located in airplane general characteristics
Indicated on AC curves
Indicated on APM curves
Takeoff Temperature (Paragraph 506) Landing
Indicated on AC curves Indicated on AC Independent of results curves Zero wind
Indicated on APM curve
Independent of results
Takeoff Wind (Paragraph 507) Landing
Runway Surface Conditions (Paragraph 508)
Independent of results Independent of results Independent of results
Wet (turbo) Dry (non-turbo)
Difference in Takeoff Centerline Elevation (Paragraph 509) Landing
Independent of results Larger of airplane takeoff distance or accelerated stop distance Airplane dry landing distance divided by 0. airplane dry landing distance divided by 0. Otherwise.6
Airplane takeoff Runway Length for Takeoff distance
Larger of airplane takeoff distance or accelerated stop distance If available.
jp www. WEBSITES FOR MANUFACTURERS OF AIRPLANES OVER 60.com www.000 POUNDS (27.com www.merlinaircraft.com www.7/1/2005
AC 150/5325-4B Appendix 1 APPENDIX 1.baesystems.com www.com www.generaldynamics.embraer.canadair.com www.com www.antonov.boeing.bombardier.com Saab Aircraft www.com www.200 KG)
Airplane Manufacturers Airbus
Website www.com No existing web page Mailing address: 45g Liningradsky Prospekt 125190 Moscow Phone: 7 (095) 157-3312 www.dassault-avaition.co.fairchilddornier.com
Antonov BAE Systems (military aircraft) Boeing Bombardier Bristol (British Aircraft Corporation) Canadair Dassault Aviation de Havilland (Hawker Siddley Group.lmco.com/airports www.com www.com www.baesystems.saabaircraft.khi.com www.com www. now British Aerospace) Embraer Fairchild Dornier Fokker General Dynamics (Gulfstream Aerospace Corporation) Grumman Gulfstream (General Dynamics Corporation) Hawker Siddeley Group (British Aerospace Corporation) Ilyushin
Kawasaki (military aircraft) Lockheed Martin (military aircraft) MAI McDonnell Douglas
www.northgrum.bombardier.boeing.fokker.com www.dhsupport.com/ (Registration required) www.airbusworld.gulfstream.
com www.ru
.bombardier.tupolev.AC 150/5325-4B Appendix 1
Airplane Manufacturers Short Brothers (Bombardier) Tupolev
flag. and supplemental operations Part 121: Operating requirements: Domestic. flag. flag. flag. flag. and supplemental operations Part 121: Operating requirements: Domestic.7/1/2005
AC 150/5325-4B Appendix 2 APPENDIX 2. utility. flag. and supplemental operations Part 121: Operating requirements: Domestic. SELECTED FEDERAL AVIATION REGULATIONS CONCERNING RUNWAY LENGTH REQUIREMENTS
Part Part 23: Airworthiness standards: Normal. acrobatic. and supplemental operations Part 121: Operating requirements: Domestic. and supplemental operations Part 121: Operating requirements: Domestic. and supplemental operations Part 135: Operating requirements: Commuter and on demand operations and rules governing persons on board such aircraft Part 135: Operating requirements: Commuter and on demand operations and rules governing persons on board such aircraft Part 135: Operating requirements: Commuter and on demand operations and rules governing persons on board such aircraft Part 135: Operating requirements: Commuter and on demand operations and rules governing persons on board such aircraft Part 135: Operating requirements: Commuter and on demand operations and rules governing persons on board such aircraft Part 135: Operating requirements: Commuter and on demand operations and rules governing persons on board such aircraft Part 135: Operating requirements: Commuter and on demand operations and rules governing persons on board such aircraft Part 135: Operating requirements: Commuter and on demand operations and rules governing persons on board such aircraft Part 135: Operating requirements: Commuter and on demand operations and rules governing persons on board such aircraft
Section Section 45: General Section 105: Takeoff Section 109: Accelerate-stop distance Section 113: Takeoff distance and takeoff run Section 605: Transport category civil airplane weight limitations Section 173: General Section 177: Airplanes: Reciprocating enginepowered: Takeoff limitations Section 189: Airplanes: Turbine engine powered: Takeoff limitations Section 195: Airplanes: Turbine engine powered: Landing limitations: Destination airports Section 197: Airplanes: Turbine engine powered: Landing limitations: Alternate airports Section 199: Non-transport category airplanes: Takeoff limitations Section 203: Non-transport category airplanes: Landing limitations: Destination airport Section 205: Non-transport category airplanes: Landing limitations: Alternate airport Section 367: Large transport category airplanes: Reciprocating engine powered: Takeoff limitations Section 375: Large transport category airplanes: Reciprocating engine powered: Landing limitations: Destination airports Section 377: Large transport category airplanes: Reciprocating engine powered: Landing limitations: Alternate airports Section 379: Large transport category airplanes: Turbine engine powered and Takeoff limitations Section 385: Large transport category airplanes: Turbine engine powered: Landing limitations: Destination airports Section 387: Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate airports Section 393: Large non-transport category airplanes: Landing limitations: Destination airports Section 395: Large non-transport category airplanes: Landing limitations: Alternate airports Section 398: Commuter category airplanes performance operating limitations
. flag. and supplemental operations Part 121: Operating requirements: Domestic. and supplemental operations Part 121: Operating requirements: Domestic. flag. and commuter category airplanes Part 25: Airworthiness standards: Transport category airplanes Part 25: Airworthiness standards: Transport category airplanes Part 25: Airworthiness standards: Transport category airplanes Part 91: General operating and flight rules Part 121: Operating requirements: Domestic.
AC 150/5325-4B Appendix 2
. EXAMPLES USING AIRPLANE PLANNING MANUALS
EXAMPLE SCENARIO #1. The steps used in the calculations are those provided in paragraph 403.600 feet. That is. Interpolation is allowed for both design parameters. BOEING 737-900 1-1. and 15-degrees. it results in the shortest landing runway length requirement. make necessary adjustments to those lengths. The example also assumes that the length of haul is of sufficient range so that the takeoff operating weight is set equal to the MTOW. CALCULATIONS. Interpolation is allowed for this design parameter. Figures A3-1-1 and A3-1-2 are used for the calculations.300 pounds Maximum design takeoff weight (non-Federally funded project. d. See figure A3-1-2. (2) Steps 2 and 3 – Enter the horizontal weight axis at 146.4° F (29. noting applicable conditions.000-foot wet value.600 feet. allows the airport designer to use published information in the airplane manufacturer’s airport planning manual (APM). It is noted that the charts are only for airport design purposes and not for flight operations. involving a Boeing 737-900. The airport designer will determine the separate length requirements for takeoff and landing.000 feet for the 1. Note: Round lengths of 30 feet and over to the next 100-foot interval. INFORMATION.7° C).200 pounds Maximum difference in runway centerline elevations 20 feet
1-3. Thus.000 feet Maximum design landing weight (see table A3-1-1) 146. and then select the longest length as the recommended runway length. b.600 feet. the airport’s mean daily maximum temperature for the hottest month falls within the permissible temperature range for the provided SDT + Temp chart.9° C) falls within this range. (5) The length requirement is 6. DATA. a. e.300 pounds and proceed vertically and interpolate between the airport elevations “wet” curves of sea level and 2. This example scenario. Airplane Boeing 737-900 (CFM56-7B27 Engines) Mean daily maximum temperature of hottest month at the airport 84° Fahrenheit (28. Wet curves are selected because the airplane is a turbo-jet powered airplane (see paragraph 508). Notice that this chart can be used for airports whose mean daily maximum temperature of the hottest month at the airport is equal to or less than 85. b. the landing length for design is 6. Landing Length Requirement (see figure A3-1-1).7/1/2005
AC 150/5325-4B Appendix 3 APPENDIX 3. 30-degrees. Takeoff Length Requirement (see figure A3-1-2). select this chart. is chosen since. (1) Step 1 – the Boeing 737-900 APM provides three landing charts for flap settings of 40degrees. The 40-degree flap setting landing chart. Since the given temperature for this example is 84° F (28. (3) Step 4 – Proceed horizontally to the length axis to read 6. c. f. (4) Step 5 – Do not adjust the obtained length since the “Wet Runway” curve was used. figure A3-1-1. see table A3-1-1) 174. (1) Step 1 – The Boeing 737-900 APM provides a takeoff chart at the standard day + 27°F (SDT + 15° C) temperature applicable to the various flap settings.9° C) Airport elevation 1. See paragraph 508 if only “dry” curves are provide. The calculation will use the following design conditions: a. 1-2.
1-4.200 pounds and proceed vertically and interpolate between the airport elevation curves of sea level and 2.000 feet
Select the longest length for airport design. Landing Design Weight Max. Max. 8.000-foot value.000 feet is the recommended runway length. interpolation is allowed. the takeoff length of 9.000 feet. Step 5 – Adjust for non-zero effective runway gradient (see paragraph 509). Step 4 – Proceed horizontally to the length axis to read 8. Because the application of the takeoff chart is for airport design and not for flight operations.AC 150/5325-4B Appendix 3 (2)
Steps 2 and 3 – Enter the horizontal weight axis at 174. Interpolation is allowed for both design parameters. Takeoff Design Weight Landing Length Takeoff Length 146.300 pounds 174. Note: Round lengths of 30 feet and over to the next 100-foot interval. Thus.000 feet for the 1. the takeoff length for design is 9. Interpolation is allowed for this design parameter.
.800 + 200 = 9. In this case.600 feet 9.800 + (20 x 10) = 8.200 pounds 6.000 feet.800 feet. a takeoff chart may contain under the “Notes” section the condition that linear interpolation between elevations is invalid.000 feet
The takeoff length requirement is 9.
ANSWER. Note: As observed in this example.
Boeing 737-900 General Airplane Characteristics (Reference document number: D6-58325-3)
AC 150/5325-4B Appendix 3 Table A3-1-1.
AC 150/5325-4B Appendix 3 Figure A3-1-1. Landing Runway Length for Boeing 737-900 (CFM56-7B27 Engines) (Not for Flight Operations) (Reference document number: D6-58325-3)
Takeoff Runway Length for Boeing 737-900 (CFM56-7B27 Engines) (Not for Flight Operations) (Reference document number: D6-58325-3)
AC 150/5325-4B Appendix 3 Figure A3-1-2.
450 feet. e. The 15-percent adjustment applies only to turbojet-powered airplanes (see paragraph 508). (5) The landing length requirement is 3. The example also assumes that the length of haul is of sufficient range so that the takeoff operating weight is set equal to the MTOW.3° C) falls within this range. INFORMATION. (2) Steps 2 and 3 – Enter the horizontal weight axis at 28. See figure A3-2-2. The 35-degree flap setting landing chart.000 pounds and proceed vertically to the airport elevation curve for sea level. is chosen since it results in the shorter landing runway length requirement. (1) Step 1 – the SAAB 340 APM provides two landing charts one for a flap setting of 25-degrees and one for a flap setting of 35-degrees.AC 150/5325-4B Appendix 3 EXAMPLE SCENARIO #2. d. b. c. select this chart. figure A3-2-1. Notice that this chart can be used for airports whose mean daily maximum temperature of the hottest month at the airport is equal to or less than 80°F (26. noting applicable conditions. DATA. the result is 4. The calculation will use the following design conditions: a. 2-2. b. Select the dash-curve labeled “FAR” and not the solid-curve labeled “JAR” (see subparagraph 402b).7° C).450 feet.500 feet. the landing length for design is 3.500 pounds Maximum difference in runway centerline elevation 20 feet
2-3. Since the given temperature for this example is 74° F (23. It is noted that the charts are only for informational design purposes and not for flight operations. The steps used in the calculations are those provided in paragraph 403.500 pounds and proceed vertically to the airport elevation curve for sea level.
. and then select the longest length as the recommended runway length.375 feet. Steps 2 and 3 – Enter the horizontal weight axis at 28. Note: Round lengths of 30 feet and over to the next 100-foot interval. CALCULATIONS. (3) Step 4 – Proceed horizontally to the length axis to read 3. This example scenario. Thus. Landing Length Requirement (see figure A3-2-1). see table A3-2-1) 28. Takeoff Length Requirement (see figure A3-2-2). Figures A3-2-1 and A3-2-2 are used for the calculations. involving a SAAB Fairchild 340B. The airport designer will determine the separate length requirements for takeoff and landing. make necessary adjustments to those lengths. SAAB FAIRCHILD 340B
2-1. Interpolation is allowed for both design parameters. a. (1) Step 1 – the SAAB 340 APM provides a takeoff chart at the standard day + 18°F (10° C) temperature for flap setting of 15-degrees. allows the airport designer to use published information in the airplane manufacturer’s airport planning manual (APM) instead of the figures provided in chapter 3 of this AC. Step 4 – Proceed horizontally to the length axis. f. Select the dash curve labeled “FAR” and not the solid curve labeled “JAR” (see subparagraph 402b).3° C) Airport elevation Sea level Maximum design landing weight (see table A3-2-1) 28. (4) Step 5 – Do not adjust the obtained length for wet landing operations for the SAAB 340B since it is not a turbojet-powered airplane.000 pounds Maximum design takeoff weight (non-Federally funded project. Airplane Saab 340B (CT7-9B Engines) Mean daily maximum temperature of hottest month at the airport 74° Fahrenheit (23.
600 feet. Landing Design Weight Max.000 pounds 28.500 pounds 3.600 feet is the recommended runway length. In this case.575 feet (5) The takeoff length requirement is 4. Thus.600 feet
Select the longest length for airport design.375 + (20 x 10) = 4. Takeoff Design Weight Landing Length Takeoff Length 28. the takeoff length of 4.
ANSWER. Max. Note: Round lengths of 30 feet and over to the next 100-foot interval.375 + 200 = 4. Table A3-2-1.575 feet.
2-4. 4.500 feet 4. SAAB 340 Airplane Characteristics (Reference number SAAB 340 ACAP 000)
AC 150/5325-4B Appendix 3 (4) Step 5 – Adjust for non-zero effective runway gradient (see paragraph 509). the takeoff length for design is 4.
AC 150/5325-4B Appendix 3
Figure A3-2-1. Landing Runway Length for SAAB 340B (CT7-9B Engines) (Not for Flight Operations) (Reference number SAAB 340 ACAP 000)
Takeoff Runway Length for SAAB 340B (CT7-9B Engines) (Not for Flight Operations) (Reference number SAAB 340 ACAP 000)
Figure A3-2-2.
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