Draft 150 5300 13a PDF
Draft 150 5300 13a PDF
Draft 150 5300 13a PDF
U.S. Department
of Transportation Circular
Federal Aviation
Administration
This AC contains the Federal Aviation Administration's (FAA) standards and recommendations
for airport design.
The FAA recommends the guidelines and specifications in this AC for materials and methods
used in the construction of airports. In general, use of this AC is not mandatory. However, use of
this AC is mandatory for all projects funded with Federal grant monies through the Airport
Improvement Program (AIP) and with revenue from the Passenger Facility Charge (PFC)
Program. See Grant Assurance No. 34, Policies, Standards, and Specifications, and PFC
Assurance No. 9, Standards and Specifications. For information about grant assurances, see
http://www.faa.gov/airports/aip/grant_assurances/.
Related documents to this AC are indicated in paragraph 108. A few, but not all, of the
significant related documents are:
i. Title 14 Code of Federal Regulations (CFR) Part 77, Safe, Efficient Use, and
Preservation of the Navigable Airspace
This AC was substantially revised to fully incorporate all previous Changes to AC 150/5300-13,
as well as new standards and technical requirements. This document was reformatted to simplify
and clarify the FAA’s airport design standards and improve readability. Therefore, change bars
were not used to signify what has changed from the previous document. Users should review the
entire document to familiarize themselves with the new format. Additional principal changes
include:
e. An introduction of the Taxiway Design Group (TDG) concept for fillet design
h. The consolidation of numerous design tables into one interactive Runway Design
Requirements Matrix (Table 3–4)
i. Hyperlinks (allowing the reader to access documents located on the internet and
to maneuver within this document) are provided throughout this document and are
identified with underlined text. When navigating within this document, return to
the previously viewed page by pressing the “ALT” and “¬” keys simultaneously.
Throughout this AC, customary English units will be used followed with “soft” (rounded)
conversion to metric units. The English units govern.
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Michael J. O’Donnell
Director of Airport Safety and Standards
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TABLE OF CONTENTS
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LIST OF FIGURES
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LIST OF TABLES
Table 2–1. Increases in Airport Design Standards Associated with an Upgrade in the First
Component (Aircraft Approach Category) of the Airport Reference Code (ARC) and the
Runway Design Code (RDC).............................................................................................32
Table 2–2. Changes in Airport Design Standards to Provide for Lower Approach Visibility
Minimums. .........................................................................................................................33
Table 2–3. Aircraft Characteristics and Design Components.......................................................34
Table 2–4. Allowable Crosswind per RDC ..................................................................................35
Table 3–1. Approach/Departure Standards Table .........................................................................50
Table 3–2. Standards for PA and Approach Procedure with Vertical Guidance (APV) Lower
than 250 HATh ................................................................................................................108
Table 3–3. Standards for Non-precision Approaches (NPAs) and APV with => 250 ft. HATh 109
Table 3–4. Runway Design Standards Matrix ............................................................................112
Table 3–5. Runway to Taxiway Separation Based on TDG .......................................................113
Table 3–6. Crop Buffers .............................................................................................................115
Table 4–1. Design Standards Based on Airplane Design Group (ADG) ....................................124
Table 4–2. Design Standards Based on TDG .............................................................................125
Table 4–3. Intersection Details for TDG 1 .................................................................................127
Table 4–4. Intersection Details for TDG 2 .................................................................................128
Table 4–5. Intersection Details for TDGs 3 & 4 .........................................................................128
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Chapter 1. INTRODUCTION
101. PURPOSE.
a. General. Section 103 of the Federal Aviation Act of 1958 states in part, “In the
exercise and performance of his power and duties under this Act, the Secretary of
Transportation shall consider the following, among other things, as being in the public interest:
(a) The regulation of air commerce in such manner as to best promote its development and
safety and fulfill the requirements of defense; (b) The promotion, encouragement, and
development of civil aeronautics . . . ,” This public charge, in effect, requires the development
and maintenance of a national system of safe, delay-free, and cost-effective airports. The use of
the standards and recommendations contained in this publication in the design of airports
supports this public charge. In addition, U.S. Code Title 49, Chapter 471, Airport Development,
states that it is the policy of the United States that the safe operation of the airport and airway
system is the highest aviation priority. The policy emphasizes, in part, airport construction and
improvement projects that:
(3) Comply with federal environmental standards (see also Order 5050.4,
National Environmental Policy Act (NEPA) Implementing Instructions for Airport Projects).
The use of the standards and recommendations contained in this advisory circular (AC) support
this policy.
These standards and recommendations, however, do not limit or regulate the operations of
aircraft.
b. New Airports. These standards represent the most effective national approach
for meeting the long-term aviation demand in a manner that is consistent with national policy.
Safety cannot be compromised. The airport design standards in this AC are intended to identify
the critical design elements needed to maintain safety and efficiency according to national
policy.
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with a federally funded project, the FAA may consider alternative means of ensuring an
acceptable level of safety. For further information regarding a modification of standards, refer
to Order 5300.1, Modification to Agency Airport Design, Construction, and Equipment
Standards.
(2) Airports that have scheduled air carrier operations with more than nine
passenger seats or unscheduled air carrier operations with more than 30 passenger seats are
regulated by Title 14 Code of Federal Regulations (CFR) Part 139, Certification of Airports.
Compliance with this AC may be used to demonstrate compliance with some requirements of
Part 139.
e. Design Standards. For the purposes of this AC, the selection of the design
aircraft, or group of aircraft characteristics, used to design or update an airport facility is
independent of:
(2) Funding source used to establish, improve, or update the facility to meet
anticipated needs
For additional information on the eligibility for federal funding, please refer to Order 5100.38,
Airport Improvement Program Handbook.
102. DEFINITIONS.
The definitions in this paragraph are relevant to airport design standards. Definitions marked
with an asterisk (*) can also be found in the Aeronautical Information Manual (AIM).
Air Traffic Control Facilities (ATC-F): Electronic equipment and buildings aiding air traffic
control (ATC) – for communications, surveillance of aircraft including weather detection and
advisory systems.
Aircraft. For this AC, an aircraft refers to all types of fixed-wing airplanes. Tilt-rotors and
helicopters are not included.
Aircraft Approach Category*. As specified in 14 CFR Section 97.3, “Symbols and terms used in
procedures:” A grouping of aircraft based on an approach speed of 1.3 times their stall speed in
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their landing configuration at the certificated maximum flap setting and maximum landing
weight at standard atmospheric conditions. The categories are as follows:
Category B: Approach speed 91 knots or more but less than 121 knots.
Category C: Approach speed 121 knots or more but less than 141 knots.
Category D: Approach speed 141 knots or more but less than 166 knots.
Airplane Design Group (ADG). A classification of aircraft based on wingspan and tail height.
When the aircraft wingspan and tail height fall in different groups, the higher group is used. The
groups are as follows:
Airplane *. An engine-driven, fixed-wing aircraft that is heavier than air, and is supported in
flight by the dynamic reaction of the air against its wings.
Airport Elevation*. The highest point on an airport's usable runways expressed in feet above
mean sea level (MSL).
Airport Layout Plan (ALP). A set of scale drawings of current and future airport facilities that
provides a graphic representation of the long-term development plan for the airport and
demonstrates the preservation and continuity of safety, utility, and efficiency of the airport to the
satisfaction of the FAA.
Airport. For this AC, an area of land that is used or intended to be used for the landing and
takeoff of aircraft, and includes its buildings and facilities, if any.
Airport Reference Code (ARC). An airport designation that signifies the airport’s highest
Runway Design Code (RDC). The ARC is used for planning only. Faster and/or larger aircraft
may be able to operate safely on the airport.
Airport Reference Point (ARP)*. The approximate geometric center of all usable runways at the
airport.
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Aligned Taxiway. A taxiway with its centerline aligned with a runway centerline. (Not
permitted – see paragraph 415.)
Approach Procedure with Vertical Guidance (APV). An Instrument Approach Procedure (IAP)
providing both vertical and lateral electronic guidance.
Assembly Area. A public place such as a church, school, hospital, office building, shopping
center, public road or transit, or other uses with similar concentrations of persons.
Blast Fence. A barrier used to divert or dissipate jet blast or propeller wash.
Building Restriction Line (BRL). A line that identifies suitable and unsuitable locations for
buildings on airports.
Bypass Taxiway. A taxiway used to reduce aircraft queuing demand by taxiing an aircraft
around other aircraft for takeoff.
Circling Approach.* A maneuver initiated by the pilot to align the aircraft with a runway for
landing when a straight-in landing from an instrument approach is not possible or is not
desirable.
Clearway: 1 A defined rectangular area beyond the end of a runway cleared or suitable for use in
lieu of runway to satisfy takeoff distance requirements (see also “Take Off Distance Available”).
For turbine engine powered airplanes certificated after August 29, 1959, an area beyond
the runway, not less than 500 feet (152 m) wide, centrally located about the extended
centerline of the runway, and under the control of the airport authorities. The clearway is
expressed in terms of a clearway plane, extending from the end of the runway with an
upward slope not exceeding 1.25 percent, above which no object or any terrain protrudes.
However, threshold lights may protrude above the plane if their height above the end of
the runway is 26 inches (66 cm) or less and if they are located to each side of the runway.
For turbine engine powered airplanes certificated after September 30, 1958, but before
August 30, 1959, an area beyond the takeoff runway extending no less than 300 feet
(91 m) on either side of the extended centerline of the runway, at an elevation no higher
than the elevation of the end of the runway, clear of all fixed obstacles, and under the
control of the airport authorities.
Compass Calibration Pad. An airport facility used for calibrating an aircraft compass.
Crossover Taxiway. A taxiway connecting two parallel taxiways (also referred to as a transverse
taxiway).
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14 CFR Part 1, Definitions and Abbreviations.
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Decision Height (DH)*. For landing aircraft, the height above the runway at which a decision
must be made during an instrument approach to either continue the approach or execute a missed
approach. DH is also referred to as DA.
Declared Distances. The distances the airport owner declares available for the aircraft's takeoff
run, takeoff distance, accelerate-stop distance, and landing distance requirements. These
distances are published in the FAA Airport/Facility Directory (A/FD), the Aeronautical
Information Publication for international airports, and FAA Form 5010, Airport Master Record.
The distances are:
Takeoff Run Available (TORA)* - the runway length declared available and suitable for
the ground run of an aircraft taking off;
Takeoff Distance Available (TODA)* - the TORA plus the length of any remaining
runway or clearway beyond the far end of the TORA;
Accelerate-Stop Distance Available (ASDA)* – the runway plus stopway length declared
available and suitable for the acceleration and deceleration of an aircraft aborting a
takeoff; and
Landing Distance Available (LDA)* - the runway length declared available and suitable
for landing an aircraft.
Design Aircraft. An aircraft with characteristics that determine the application of airport design
standards for a specific runway and associated taxiway, taxilane and apron. This aircraft can be
a specific aircraft model or a composite of several aircraft using, expected, or intended to use the
airport. (Also called “critical aircraft” or “critical design aircraft.”)
Displaced Threshold*. A threshold that is located at a point on the runway other than the
designated beginning of the runway.
End-Around Taxiway (EAT). A taxiway crossing the extended centerline of a runway, that does
not require specific clearance from ATC to cross the extended centerline of the runway.
Acute-Angled Exit Taxiway. A taxiway forming an angle less than 90 degrees from the
runway centerline.
High Speed Exit Taxiway. An acute-angled exit taxiway forming a 30 degree angle with
the runway centerline, designed to allow an aircraft to exit a runway without having to
decelerate to typical taxi speed.
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Table 6–1 gives fixed-by-function designations for various NAVAIDs as they relate to the
Runway Safety Area (RSA) and Runway Object Free Area (ROFA). Some NAVAIDs that are
not fixed-by-function in regard to the RSA or ROFA may be fixed-by-function in regard to the
Runway Protection Zone (RPZ).
Equipment shelters, junction boxes, transformers, and other appurtenances that support a
fixed-by-function NAVAID are not fixed-by-function in regard to the RSA or ROFA
unless operational requirements require them to be located near the NAVAID.
Some NAVAIDs, such as localizers (LOCs), can provide beneficial performance even
when they are not located at their optimal location. These NAVAIDS are not fixed-by-
function in regard to the RSA or ROFA.
Frangible. Retains its structural integrity and stiffness up to a designated maximum load, but on
impact from a greater load, breaks, distorts, or yields in such a manner as to present the
minimum hazard to aircraft. In the airport environment, the goal is to not impede the motion of,
or radically alter the path of, an aircraft while minimizing the overall potential for damage during
an incident. See AC 150/5220-23, Frangible Connections.
General Aviation. All non-scheduled flights other than military conducted by non-commercial
aircraft. General aviation covers local recreational flying to business transport that are not
operating under the FAA regulations for commercial air carriers.
Glidepath Angle (GPA). The GPA is the angle of the final approach descent path relative to the
approach surface baseline.
Glideslope (GS). Equipment in an Instrument Landing System (ILS) that provides vertical
guidance to landing aircraft.
Hazard to Air Navigation. An existing or proposed object that the FAA, as a result of an
aeronautical study, determines will have a substantial adverse effect upon the safe and efficient
use of navigable airspace by aircraft, operation of air navigation facilities, or existing or potential
airport capacity. See Order JO 7400.2, Procedures for Handling Airspace Matters, for more
information.
Height Above Threshold (HATh). The height of DA/DH above the landing threshold.
Instrument Approach Procedure (IAP)*. A series of predetermined maneuvers for the orderly
transfer of an aircraft under instrument flight conditions from the beginning of the initial
approach to a landing or to a point from which a landing may be made visually. It is prescribed
and approved for a specific airport by competent authority.
Island. An unused paved or grassy area between taxiways, between runways, or between a
taxiway and a runway. Paved islands are clearly marked as unusable, either by painting or the
use of artificial turf. See paragraph 421.
Joint-Use Airport. An airport owned by the United States that leases a portion of the airport for
the operation of a public use airport specified under Part 139.
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Large Aircraft. An aircraft with a maximum certificated takeoff weight of more than 12,500
pounds (5670 kg).
Low Impact Resistant (LIR) Supports. Supports designed to resist operational and environmental
static loads and fail when subjected to a shock load such as that from a colliding aircraft.
Modifications to Standards. Any change to FAA standards, other than dimensional standards for
RSAs, applicable to an airport design, construction, or equipment procurement project that
results in lower costs, greater efficiency, or is necessary to accommodate an unusual local
condition on a specific project, when adopted on a case-by-case basis. See Order 5300.1.
Movement Area. The runways, taxiways, and other areas of an airport that are used for taxiing or
hover taxiing, air taxiing, takeoff, and landing of aircraft, exclusive of loading aprons and aircraft
parking areas (reference Part 139).
Navigation Aid (NAVAID): Electronic and visual air navigation aids, lights, signs, and associated
supporting equipment.
Object. Includes, but is not limited to, above ground structures, NAVAIDs, people, equipment,
vehicles, natural growth, terrain, and parked or taxiing aircraft.
Object Free Area (OFA). An area centered on the ground on a runway, taxiway, or taxilane
centerline provided to enhance the safety of aircraft operations by remaining clear of objects,
except for objects that need to be located in the OFA for air navigation or aircraft ground
maneuvering purposes.
Obstacle Clearance Surface (OCS). An evaluation surface that defines the minimum required
obstruction clearance for approach or departure procedures.
Obstacle Free Zone (OFZ). The OFZ is the three-dimensional airspace along the runway and
extended runway centerline that is required to be clear of obstacles for protection for aircraft
landing or taking off from the runway and for missed approaches.
Obstruction to Air Navigation*. An object of greater height than any of the heights or surfaces
presented in Subpart C of Title 14 CFR Part 77, Standards for Determining Obstructions to Air
Navigation or Navigational Aids or Facilities.
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Dual Parallel Taxiways. Two taxiways that run side-by-side, parallel to the runway.
Full Parallel Taxiway. A parallel taxiway running the full length of the runway.
Partial Parallel Taxiway. A parallel taxiway running less than full length of the runway.
Precision Approach. For the purposes of this document, any IAP providing course and vertical
path to a DH of less than 250, including those requiring special authorization. Table 3–2
describes IAPs.
Runway (RW)*. A defined rectangular surface on an airport prepared or suitable for the landing
or takeoff of aircraft.
Runway Blast Pad. A surface adjacent to the ends of runways provided to reduce the erosive
effect of jet blast and propeller wash. A blast pad is not a stopway.
Runway Design Code (RDC). When an airport has more than one runway, and at least one
runway is intended to serve a fleet of aircraft different from another runway, each runway is
designated by an RDC that is analogous to the ARC. The RDC signifies the design standards to
which the runway is (to be) built. See paragraph 105.c for more information on the application
of RDC to design requirements.
Runway Incursion. Any occurrence at an airport involving the incorrect presence of an aircraft,
vehicle or person on the protected area of a surface designated for the landing and takeoff of
aircraft.
Runway Protection Zone (RPZ). An area at ground level off the runway end to enhance the
safety and protection of people and property on the ground.
Runway Reference Code (RRC). A code signifying the current operational capabilities of a
runway. See paragraph 318 for more information on the RRC.
Runway Safety Area (RSA). A defined surface surrounding the runway prepared or suitable for
reducing the risk of damage to aircraft in the event of an undershoot, overshoot, or excursion
from the runway.
Shoulder. An area adjacent to the defined edge of paved runways, taxiways, or aprons providing
a transition between the pavement and the adjacent surface; support for aircraft and emergency
vehicles deviating from the full-strength pavement; enhanced drainage; and blast protection.
Small Aircraft. An aircraft with a maximum certificated takeoff weight of 12,500 pounds (5670
kg) or less.
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Stopway. 2 An area beyond the takeoff runway, no less wide than the runway and centered upon
the extended centerline of the runway, able to support the airplane during an aborted takeoff,
without causing structural damage to the airplane, and designated by the airport authorities for
use in decelerating the airplane during an aborted takeoff. A blast pad is not a stopway.
Taxilane. A taxiway designed for low speed (approximately 15 mph) and precise taxiing.
Taxilanes are usually, but not always, located outside the movement area, providing access from
taxiways (usually an apron taxiway) to aircraft parking positions and other terminal areas.
Taxiway. A defined path established for the taxiing of aircraft from one part of an airport to
another.
Taxiway Design Group (TDG). A grouping of airplanes based on overall main gear width
(MGW) and cockpit to main gear (CMG) distance. TDGs are shown graphically in Figure 4-1.
Taxiway Safety Area. A defined surface alongside the taxiway prepared or suitable for reducing
the risk of damage to an aircraft deviating from the taxiway.
Threshold*. The beginning of that portion of the runway available for landing. In some
instances, the landing threshold may be displaced.
Threshold Crossing Height (TCH). For the purposes of this AC, the TCH is the theoretical
height above the runway threshold at which the aircraft’s GS antenna would be if the aircraft
maintains the trajectory established by the ILS GS, or the height of the pilot’s eye above the
runway threshold based on a visual guidance system.
a. Federal.
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14 CFR Part 1, Definitions and Abbreviations.
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(a) The standards in this AC are recommended for all civil airports.
(b) Proponents must comply with Title 14 CFR Part 157, Notice of
Construction, Alteration, Activation, and Deactivation of Airports. See paragraph 104.
b. State.
(1) Regulations and Assistance. Many State aviation agencies require prior
approval and, in some instances, a license for the establishment and operation of an airport.
Some States administer a financial assistance program similar to the Federal program.
Proponents should contact their respective State aviation agencies for information on licensing
and assistance programs. See http://www.faa.gov/airports/resources/state_aviation/.
(2) Design Standards. Although FAA can accept state standards for
construction materials and methods under certain conditions (reference AC 150/5100-13,
Development of State Standards for Non-Primary Airports), the use of state dimensional
standards that differ from the standards in this AC are NOT acceptable for federally obligated or
certificated airports.
c. Local. Most communities have zoning ordinances, building codes, and fire
regulations which may affect airport development. Some have codes or ordinances regulating
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environmental issues such as noise and air quality. Others may have specific procedures for
establishing an airport. All communities should have sufficient zoning and land-use controls in
place to protect the investment in the airport. With respect to hazard removal/mitigation and
compatible land use, communities should take appropriate action to:
(1) ensure that such airspace as is required to protect instrument and visual
operations to the airport (including established minimum flight altitudes) is adequately cleared
and protected by removing, lowering, relocating, marking, or lighting or otherwise mitigating
existing airport hazards and by preventing the existence of future airport hazards (see AC
150/5190-4, A Model Zoning Ordinance to Limit Height of Objects Around Airports), and
(2) restrict the use of land, including the establishment of zoning laws, near
the airport to activities and purposes compatible with normal airport operations, including
landing and takeoff of aircraft.
Part 77 requires proponents of construction or alteration on or near airports to notify the FAA,
allowing the FAA to evaluate the potential impact on air navigation.
(3) Plans on File. Future airport development plans and feasibility studies on
file with the FAA may influence the determination resulting from Part 77 studies. Having their
plans on file with the FAA is the only way airport owners can ensure full consideration of airport
development.
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(b) Submitting “plan on file” data. “Plan on file” data can, in general,
be submitted in any form that is convenient for the airport owner provided complete and
sufficient information on the development is provided. An update to the ALP is generally the
best method to transmit plan on file information. Submit this information to the local FAA
Airports Region or ADO that serves your geographic area. The location of Airports Region and
ADO offices is available on the FAA website: www.faa.gov/airports, or the OE/AAA website:
https://oeaaa.faa.gov/oeaaa.
(1) Part 157 requires notice to the FAA by anyone who intends to:
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(g) change status from Instrument Flight Rule (IFR) to Visual Flight
Rules (VFR) or VFR to IFR.
(4) Refer to Part 157, Order JO 7400.2 and AC 150/5200-35, Submitting the
Airport Master Record in Order to Activate a New Airport, for additional guidance.
d. Penalty for failure to provide notice under Parts 77 and 157. Persons who
knowingly and willingly fail to give such notice are subject to civil penalty of not more than
$1,000 under Title 49 U.S.C. Section 46301, Civil Penalties.
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105. PLANNING.
General information is provided below, however airport planning is beyond the scope of this AC.
See AC 150/5020-1, Noise Control and Compatibility Planning for Airports, AC 150/5060-5,
Airport Capacity and Delay, AC 150/5070-6, Airport Master Plans, and AC 150/5070-7, The
Airport System Planning Process.
a. General. Airport design standards provide basic guidelines for a safe, efficient,
and economic airport system. The standards in this AC cover the wide range of size and
performance characteristics of aircraft that are anticipated to use an airport. These standards
also cover various elements of airport infrastructure and their functions. Airport designers and
planners need to carefully choose the basic aircraft characteristics for which the airport will be
designed. Airport designs based only on existing aircraft can severely limit the ability to
expand the airport to meet future requirements for larger, more demanding aircraft. Airport
designs that are based on large aircraft never likely to be served by the airport are not
economical. Building to the standards in this AC ensures that aircraft in a particular category
can operate at the airport without restrictions or location-specific encumbrances that could
impact safe and efficient operations.
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below, represent the aircraft that are intended to be accommodated by the airport. In the case of
an airport with multiple runways, a design aircraft is selected for each runway. The first
consideration of the airport planner should be the safe operation of aircraft likely to use the
airport. Any operation of an aircraft that exceeds design criteria of the airport may result in
either an unsafe operation or a lesser safety margin unless ATC Standard Operating Procedures
(SOPs) are in place for those operations. However, it is not the usual practice to base the airport
design on an aircraft that uses the airport infrequently, and it is appropriate to develop ATC
SOPs to accommodate faster and/or larger aircraft that use the airport occasionally.
c. RDC. The aircraft approach category and ADG are combined to form the RDC
of a particular runway. The RDC provides the information needed to determine certain design
standards that apply. The first component, depicted by a letter, is the Aircraft Approach
Category and relates to aircraft approach speed (operational characteristics). The second
component, depicted by a Roman numeral, is the ADG and relates to either the aircraft
wingspan or tail height (physical characteristics), whichever is most restrictive. Generally,
runway standards are related to aircraft approach speed, aircraft wingspan, and designated or
planned approach visibility minimums. Runway to taxiway and taxiway/taxilane to
taxiway/taxilane separation standards are related to ADG and TDG. For example, an airport’s
air carrier runway can have an RDC of C-IV and the same airport’s smaller runway used for
general aviation activity can have an RDC of B-II. (Other aspects of runway design, such as
length and pavement strength, require additional information.) See Chapter 3 for guidance on
runway design and separation requirements. See Chapter 4 for guidance on taxiway design.
e. Planning Process. It is important that airport planners look to both the present
and potential aviation needs and demand associated with the airport. Consider planning for
runways and taxiways locations that will meet future separation requirements even if the width,
strength, and length must increase later. Such decisions should be supported by appropriate
planning and should be shown on the approved ALP. Coordination with the FAA and users of
the airport will assist in determining the immediate and long range characteristics that will best
satisfy the needs of the community and travelling public. This involves determining the
following:
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(5) The environmental and compatible land use considerations associated with
topography, residential development, schools, churches, hospitals, sites of public assembly, and
the like.
g. Land Acquisition and Airspace Protection. Off airport development will have
a negative impact on current and future airport operations when it creates obstacles to the safe
and efficient use of the airspace surrounding the airport. Early land acquisition will provide for
future airport development needs and long term viability of the airport. Consider the ultimate
airport configuration including the number and orientation of runways and proper separation for
parallel taxiways and the terminal building complex. Because land acquisition to protect all
possible airspace intrusions is not feasible, airports should pursue local zoning, easements, or
other means to mitigate potential incompatible land uses and potential obstacle conflicts. AC
150/5190-4 presents guidance for controlling the height of objects around airports. At a
minimum, land acquisition should include:
(1) OFAs,
(3) Adequate areas surrounding the runway(s) to protect the runway clearing
surfaces identified by paragraph 306.
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revises a standard, airport owners should, to the extent practicable, incorporate the changes in
the ALP before all new development.
a. Airport Data Needs. Airport planning, design, and evaluation activities require
information that accurately describes the location and condition of airport facilities as well as
off-airport structures and features. This information is derived from geospatial data that are
collected during the planning, design, and construction phase of airport development.
Geospatial data describe objects in a three-dimensional geographic reference system that relates
physical objects with the surrounding airspace. It is crucial for airports to accurately collect and
report safety-critical data to the FAA in a timely manner. AC 150/5300-18, General Guidance
and Specifications for Submission of Aeronautical Surveys to NGS: Field Data Collection and
Geographic Information System (GIS) Standards, provides standards for identifying, collecting,
and reporting safety critical data. FAA uses these data, in part, to:
(1) Protect existing runway approaches from proposed development that could
create a hazard to air navigation,
(2) Provide for the design and development of new IAPs to the lowest
visibility minimums possible,
(3) Provide accurate information for planning studies that assess the impact of
airport noise, and
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Draft AC 150/5300-13A 5/01/2012
c. Airport Master Record. The FAA maintains airport master records that are
used to publish safety and operational information in the FAA A/FD. This information is
usually collected during periodic FAA-sponsored inspections of the airport. These inspections
collect information on runway length, runway condition, runway strength, navigational
facilities, and controlling obstructions as well as other important data. Inspections are
conducted in connection with Part 139 certification inspections for commercial service airports
and Airport Master Record inspection for all other airports. Airport operators should become
aware of the inspection schedules for their airports and ensure that the inspectors are provided
with the latest changes to insure that FAA publications are current and accurate.
The following is a list of documents referenced in this AC and additional related information.
Most Advisory Circulars, Orders, and Regulations can be found online at www.faa.gov. All
references to ACs, Orders, and Federal Regulations are to be the most recent versions.
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a. Advisory Circulars.
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Draft AC 150/5300-13A 5/01/2012
(40) AC 150/5340-30, Design and Installation Details for Airport Visual Aids,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/1019550.
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b. Orders.
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Draft AC 150/5300-13A 5/01/2012
(3) Order 5090.3, Field Formulation of the National Plan of Integrated Airport
Systems (NPIAS),
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/12754.
(4) Order 5100.37, Land Acquisition and Relocation Assistance for Airport
Projects,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/14837.
(9) Order 5200.11, FAA Airports (ARP) Safety Management System (SMS),
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/323070.
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(14) Order 6560.20, Siting Criteria for Automated Weather Observing Systems
(AWOS),
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/9380.
(15) Order 6560.21, Siting Guidelines for Low Level Windshear Alert System
(LLWAS) Remote Facilities,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/9383.
(23) Order 6850.10, Runway End Identifier Lighting (REIL) System Standard
Drawings,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/9784.
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(30) Order 8260.3, United States Standard for Terminal Instrument Procedures
(TERPS),
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/11698.
c. Federal Regulations.
(2) 14 CFR Part 23, Airworthiness Standards: Normal, Utility, Acrobatic, and
Commuter Category Airplanes, http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:1.0.1.3.
10&idno=14.
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(4) 14 CFR Part 77, Safe, Efficient Use, and Preservation of the Navigable
Airspace, http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:2.0.1.2.
9&idno=14.
(8) 14 CFR Part 129, Operations: Foreign Air Carriers and Foreign Operators
of U.S.-Registered Aircraft Engaged in Common Carriage,
http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:3.0.1.1.
9&idno=14.
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(16) 49 CFR Part 24, Uniform Relocation Assistance and Real Property
Acquisition for Federal and Federally-Assisted Programs,
http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:1.0.1.1.
18&idno=49.
(19) 49 CFR Part 1544, Aircraft Operator Security: Air Carriers and
Commercial Operators, http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
11&idno=49.
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(23) 49 CFR Part 1550, Aircraft Security under General Operating and Flight
Rules, http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
15&idno=49.
(27) 49 CFR Part 1562, Operations in the Washington, DC, Metropolitan Area,
http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
18&idno=49.
d. Forms.
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e. Other.
(3) Grant Assurance No. 34, Policies, Standards, and Specifications, and PFC
Assurance No. 9, Standards and Specifications.
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201. GENERAL.
Airport design first requires selecting the RDC(s), then the most demanding meteorological
conditions for desired/planned level of service for each runway, and then applying the airport
design criteria associated with the RDC and the designated or planned approach visibility
minimums. Table 2–1 and Table 2–2 depict the change in design standards associated with
changes in the design group, approach speed, or visibility minimums.
b. For airports with two or more runways, it is often desirable to design all airport
elements to meet the requirements of the most demanding RDC and TDG. However, it may be
more practical and economical to design some airport elements, e.g., a secondary runway and its
associated taxiway, to standards associated with a lesser demanding RDC and TDG. A typical
example would be an air carrier airport that has a separate general aviation or commuter runway
or a crosswind runway only needed for small aircraft.
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Draft AC 150/5300-13A 5/01/2012
Table 2–1. Increases in Airport Design Standards Associated with an Upgrade in the First
Component (Aircraft Approach Category) of the Airport Reference Code (ARC) and the
Runway Design Code (RDC).
ARC/RDC
Changes in airport design standards.
upgrade
A-I* to B-I* No change in airport design standards.
Increase in crosswind component. Refer to paragraph 204.a and Table 2–4.
Increase in runway separation standards. Refer to Table 3–4 and Table 3–5.
Increase in RPZ dimensions. Refer to Table 3–4 and paragraph 310.f.
Increase in OFZ dimensions. Refer to paragraph 308.
B-I* to C-I
Increase in runway design standards. Refer to Table 3–4.
Increase in surface gradient standards. Refer to paragraph 313, Figure 4-25,
paragraph 418, and paragraph 508.
Increase in threshold siting standards. Refer to paragraph 303.
A-I to B-I No change in airport design standards.
Increase in crosswind component. Refer to paragraph 204.a. and Table 2–4.
Increase in runway separation standards. Refer to Table 3–4 and Table 3–5.
Increase in RPZ dimensions. Refer to Table 3–4 and paragraph 310.f.
B-I to C-1
Increase in runway design standards. Refer to Table 3–4.
Increase in surface gradient standards. Refer to paragraphs 313, Figure 4-25,
paragraph 418, and paragraph 508.
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Table 2–2. Changes in Airport Design Standards to Provide for Lower Approach Visibility
Minimums.
Visibility
Changes in airport design standards
minimums*
Visual
to
No change in airport design standards.
Not lower than
1-Mile
Not lower than
1-Mile Parallel Taxiway
to Increase in RPZ dimensions. Refer to Table 3–4.
Not lower than Increase in threshold siting standards. Refer to paragraph 303.
3/4-Mile
For aircraft approach categories A & B runways:
Increase in runway separation standards. Refer to Table 3–4 and
Table 3–5.
Increase in RPZ dimensions. Refer to Table 3–4.
Not lower than Increase in OFZ dimensions. Refer to paragraph 308.
3/4-Mile Increase in runway design standards. Refer to Table 3–4.
to Increase in threshold siting standards. Refer to paragraph 303.
Not lower than For aircraft approach categories C, D, & E runways:
CAT I Increase in runway separation standards for ADG-I & ADG-II runways.
Refer to Table 3–4 and Table 3–5.
Increase in RPZ dimensions. Refer to Table 3–4.
Increase in OFZ dimensions. Refer to paragraph 308.
Increase in threshold siting standards. Refer to paragraph 303.
Not lower than
CAT I Increase in OFZ dimensions for runways serving large aircraft. Refer to
to paragraph 308.
Lower than Increase in threshold siting standards. Refer to paragraph 303.
CAT I
* In addition to the changes in airport design standards as noted, providing for lower approach
visibility minimums may result in an increase in the number of objects identified as obstructions
to air navigation in accordance with 14 CFR Part 77. This may require object removal or
marking and lighting. Refer to paragraph 306.
The design aircraft enables airport planners and engineers to design the airport in such a way as
to satisfy the operational requirements of such aircraft and meet national standards for separation
and geometric design (safety issues). The “design” aircraft may be a single aircraft or a
composite of several different aircraft composed of the most demanding characteristics of each
(see paragraph 105.b.). Examples of such characteristics and the design components affected
follow:
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Draft AC 150/5300-13A 5/01/2012
The overall airfield design should be developed with the intent of preventing runway incursions.
Specifically, this can be addressed in the design of the taxiway system using such concepts as
limiting indirect access and avoiding high energy intersections. Taxiway design and runway
incursion prevention are discussed in Chapter 4.
a. Purpose and Need. For federally funded airport projects, design standards in
this AC represent the key components of the airport that are needed to fulfill the federal mission
and policy as stipulated by U.S. Code Title 49, Chapter 471, Airport Development. Chapter 471
requires balancing a variety of interests associated with the airports, including:
· Safe operations
· Delay reduction
· Economic viability
· Noise reduction
· Environmental protection
These standards work to balance these interests. For normal environmental processes, these
standards establish the fundamental purpose and need for airport development.
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Runway location and orientation are paramount to airport safety, efficiency, economics, and
environmental impact. The weight and degree of concern given to each of the following factors
depend, in part, on: the RDC; the meteorological conditions; the surrounding environment;
topography; and the volume of air traffic expected at the airport. To minimize adverse wind
conditions, overcome environmental impacts, or accommodate operational demands, an
additional runway may be necessary.
a. Wind. Wind data analysis for airport planning and design is discussed in
Appendix 2. The wind data analysis considers the wind speed and direction as related to the
existing and forecasted operations during visual and instrument meteorological conditions. It
may also consider wind by time of day. A crosswind runway is recommended when the
primary runway orientation provides less than 95 percent wind coverage. The 95 percent wind
coverage is computed on the basis of the crosswind not exceeding the allowable value, as listed
in Table 2–4, per RDC.
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Draft AC 150/5300-13A 5/01/2012
Runways provide maximum utility when they can be used in less than ideal weather conditions.
For runways, weather conditions translate to visibility in terms of the distance to see and identify
prominent unlighted objects by day and prominent lighted objects by night. In order to land
during periods of limited visibility, pilots must be able to see the runway or associated lighting at
a certain distance from and height above the runway. If the runway environment cannot be
identified at the minimum visibility point on the approach, FAA regulations do not authorize
pilots to land.
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5/01/2012 Draft AC 150/5300-13A
support IFR approach operations to visibilities of 1 statute mile (1.6 km) or greater. NAVAIDs
providing lateral only guidance for instrument approaches are VOR, NDB, area navigation
(RNAV) (GPS) LNAV, localizer performance, (LP), LOC. These runways are generally at least
3,200 feet (975 m) long, with a minimum width based on RDC, are lighted using LIRL or
medium intensity runway lights (MIRL), and have non-precision runway markings as defined in
AC 150/5340-1.
(1) Runways without Full Parallel Taxiways. Any point five feet (1.5 m)
above the runway centerline must be mutually visible with any other point five feet (1.5 m)
above the runway centerline.
(2) Runways with a Full Parallel Taxiway. Any point five feet (1.5 m) above
the runway centerline must be mutually visible with any other point five feet (1.5 m) above the
runway centerline that is located at a distance that is less than one half the length of the runway.
c. Visibility Standards between Intersecting Runways. Any point five feet (1.5
m) above runway centerline and in the runway visibility zone (Figure 2-1) must be mutually
visible with any other point five feet (1.5 m) above the centerline of the crossing runway and
inside the runway visibility zone. The runway visibility zone is defined as an area formed by
imaginary lines connecting the two runways' visibility points. Locate the runway visibility
points as follows:
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Draft AC 150/5300-13A 5/01/2012
(1) The end of the runway if runway end is located within 750 feet (229 m) of
the crossing runway centerline or extension.
(2) A point 750 feet (229 m) from the runway intersection (or extension) if the
end of the runway is located within 1,500 feet (457 m) of the crossing runway centerline or
extension.
(3) A point one-half of the distance from the intersecting runway centerline
(or extension), if the end of the runway is located at least 1,500 feet (457 m) from the crossing
runway centerline or extension.
d x b
1/2 D 750'
D B
1/2 C
RUNWAY VISIBILITY
ZONE
C c
WHEN THEN
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pavement; and other operational surfaces controlled by ATC. A clear LOS to taxilane
centerlines is desirable. Operational surfaces not having a clear unobstructed LOS from the
ATCT are designated by ATC as non-movement areas through a local agreement with the
airport owner.
The ARP is the geometric center of all usable runways at the airport. The FAA uses the ARP to
establish the official horizontal geographic location for the airport. The ARP is normally not
monumented or physically marked on the ground. The location of the ARP is computed using
runway length and is typically presented for both the existing and ultimate runway lengths
proposed for development. This allows the FAA to adequately protect the existing and ultimate
airspace surrounding the airport. These computations do not use closed or abandoned areas. The
FAA-approved ALP shows the ultimate development. If there is no ALP, the ultimate runway
lengths are the existing runways plus those which have airspace approval, less closed or
abandoned areas. Once the ARP is computed, the only time that a recomputation is needed is
when the proposed ultimate development is changed. Refer to AC 150/5300-18 for specific
calculation requirements and further guidance.
210. HELIPORTS/HELIPADS.
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The objective of storm drainage design is to provide for safe passage of vehicles or operation of
the facility during the design storm event. Design considerations are discussed in more detail
below. Refer to AC 150/5320-5 for further guidance on the design of storm drainage systems.
(1) Provide for surface drainage by the rapid removal of storm water from the
airfield pavement including the drainage of the pavement base or subbase by a subdrain system.
(3) Provide levels of storm water conveyance that protect airfield pavements
and embankments from damage during large storm water events. Additionally any
improvements required for airport operations such as utilities and NAVAIDs should be similarly
protected.
(4) Provide for a safe level of operation for both airside and landside ground
vehicles.
(6) Address storm water quality issues in accordance with individual National
Pollution Discharge Elimination System (NPDES) permit requirements. Such issues can include
storm water quality when discharging to offsite receiving waters, collection and treatment of
runoff contaminated with de-icing fluids, and the collection of “first flush” contaminants from
apron areas.
(7) Account for future airport expansion and grading requirements. The
development of an Airport Storm Water Master plan is vital to designing a cost effective storm
water collection system that functions in accordance to design guidelines.
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5/01/2012 Draft AC 150/5300-13A
(8) Follow airfield design requirements for safety areas and OFAs.
The focus of airport security is to identify and reduce existing or potential risks, threats, targets
and vulnerabilities to the facility. Appropriate protective measures vary dependent on the level
of threat and the class of operator and airport. There is no universal standard at this time. The
Transportation Security Administration document, Recommended Security Guidelines for
Airport Planning and Construction, provides more specific information. A copy of this document
can be obtained from the Airport Consultants Council, Airports Council International, or
American Association of Airport Executives.
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Draft AC 150/5300-13A 5/01/2012
b. FAA Regulations.
(1) Certificated Airports. Airports Certificated under 14 CFR Part 139 must
provide the following:
(2) Military/U.S. Government-Operated Airports. The FAA does not have the
statutory authority to regulate airports operated by the U.S. Government agencies, including
airports operated by the U.S. Department of Defense (DOD). 14 CFR Part 139 clarifies that the
rule does not apply to these airports (see section 139.1(c)(2)). However, in some instances, Part
139 requirements will apply to a civilian entity that has responsibility for a portion of an airport
operated by the U.S. Government.
(3) Airports with Civilian and Military Operations. Airports where civilian
and military operations commingle are known as either “joint-use airports” or “shared-use
airports.” Under 14 CFR Part 139, civilian air carrier operations of either a joint-use or a shared-
use airport must comply with Part 139 (see section 139.1(b) and section 139.5).
(3) Part 1544, Aircraft Operator Security: Air Carriers and Commercial
Operators
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(7) Part 1550, Aircraft Security Under General Operating and Flight Rules
a. BRL. A BRL is the line beyond which airport buildings must not be located,
limiting building proximity to aircraft movement areas. A BRL should be placed on an ALP for
identifying suitable building area locations on airports. The BRL should encompass the RPZs,
the OFZs, the OFAs, the runway visibility zone (see paragraph 207.c), NAVAID critical areas,
areas required for TERPs, and ATCT clear LOS. The location of the BRL is dependent upon
the selected allowable structure height. A typical allowable structure height is 35 feet (10.5 m).
The closer development is allowed to the Aircraft Operations Area (AOA), the more impact it
will have on future expansion capabilities of the airport.
b. Airport Aprons. Refer to Chapter 5 for the design standards for airport aprons
and related activities for parking and storage of aircraft on an apron. The tables cited in Table
3–4 present separation criteria applicable to aprons. For further passenger apron design criteria
refer to AC 150/5360-13 and AC 150/5070-6.
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301. INTRODUCTION.
This chapter presents the design standards for runways and runway associated elements such as
shoulders, blast pads, RSAs, OFZs, OFAs, clearways, and stopways. In addition, this chapter
presents design standards and recommendations for runway end siting requirements, object
clearing, approach procedure development, and rescue and fire fighting access. Refer to the
Runway Design Matrix (Table 3–4) for specific dimensional design criteria per RDC.
(1) Environmental issues, such as bird migration and noise (see paragraph
103.a(5) above).
(6) Air traffic demands including arrivals, departures and aircraft mix at peak
volume. See AC 150/5060-5.
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Draft AC 150/5300-13A 5/01/2012
This paragraph defines criteria and procedures for establishing and protecting runway departure
ends and landing thresholds.
a. Introduction.
(1) Runway Ends. The runway ends are the physical ends of the rectangular
surface that constitutes a runway. The end of the runway is normally the beginning of the
takeoff roll and the end of the landing roll out. (See Figure 3-1).
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5/01/2012 Draft AC 150/5300-13A
27
9
DISPLACED LANDING
THRESHOLD
27
9
LANDING THESHOLD
(THIS THRESHOLD
IS NOT DISPLACED)
NOTES:
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Draft AC 150/5300-13A 5/01/2012
(2) Landing Threshold. The landing threshold is ideally located at the end of
the runway. The landing threshold is located to provide proper clearance for landing aircraft
over existing obstacles while on approach to landing. Landing thresholds that are not located at
the beginning of the takeoff run are called displaced landing thresholds. Landing thresholds can
be displaced to provide:
(3) Departure End of the Runway (DER). The DER normally marks the end
of the full-strength runway pavement available and suitable for departure. The DER defines the
beginning point of the 40:1 and 62.5:1 departure surfaces, when applicable. The DER is located
to provide proper clearance for obstacles in the departure surface.
(4) Establishing and Protecting Runway Ends. Runway ends are established
whenever an existing runway is extended or modified or whenever a new runway is constructed.
When establishing runway ends:
(a) All approach surfaces associated with the landing threshold should
be clear of obstacles, and
(b) The 40:1 instrument departure surface associated with the ends of
designated departure runways must be clear of obstacles. The FAA recommends the 40:1
departure surface be clear at all other departure ends.
b. Approach Surfaces.
(1) General. Approach surfaces are designed to protect the use of the runway
in both visual and instrument meteorological conditions near the airport. The approach surface
typically has a trapezoidal shape that extends away from the runway along the centerline and at a
specific slope, expressed in horizontal feet by vertical feet. For example, a 20:1 slope rises one
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5/01/2012 Draft AC 150/5300-13A
foot (305 mm) vertically for every 20 feet (6 m) horizontally. The specific size, slope and
starting point of the trapezoid depends upon the visibility minimums and the type of procedure
associated with the runway end. See Figure 3-2, paragraph 207, and Table 3–1. If necessary to
avoid obstacles, the approach surface may be offset as shown in Figure 3-3.
THRESHOLD
D E
2C
2B
OBJECT
A
THRESHOLD
SURFACE
OBJECT
A
DISPLACED THRESHOLD
D E
2C
2B
A
FIXED OBJECT
RUNWAY END
DISPLACED THRESHOLD
SURFACE
FIXED OBJECT
A RUNWAY END
DISPLACEMENT REQUIRED
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c. Departure Surfaces.
(1) General. Departure surfaces, when clear, allow pilots to follow standard
departure procedures. Except for runways that have a designated clearway, the departure surface
is a trapezoid shape that begins at the DER and extends along the extended runway centerline
and with a slope of 1 foot (0.5 m) vertically for every 40 feet (12 m) horizontally (40:1). For
runways that have a clearway, the departure surface begins at the far end of the clearway at the
elevation of the clearway at that point. Figure 3-4 provides more information of the size, shape
and orientation of the departure surface.
(2) Departure End Establishment. The standard location for the DER places
the departure surface in such a way that there are no obstacle penetrations of the 40:1 surface.
This arrangement provides the most flexibility for efficient flight path routing and capacity
needs. Except when applying declared distances where the TODA may end other than at the
runway end, the DER is the physical end of the runway available for departures. When declared
distances are used, the DER is located at the end point of the TODA. See paragraph 304 for
information on the application of declared distances.
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Draft AC 150/5300-13A 5/01/2012
(1) The landing threshold is normally located at the beginning of the full-
strength runway pavement or runway surface. However, displacement of the landing threshold
may be required when an object that obstructs the airspace required for landing aircraft is beyond
the airport owner's power to remove, relocate, or lower. Thresholds may also be displaced for
environmental considerations, such as noise abatement, or to provide additional RSA and ROFA
lengths. Displacement of a threshold reduces the length of runway available for landings. The
portion of the runway behind a displaced threshold may be available for takeoffs and, depending
on the reason for displacement, may be available for takeoffs and landings from the opposite
direction. Refer to paragraph 304 for additional information.
52
D
5/01/2012
A
NAVAID
C
5
3
B CL
1
+10°
LEGEND:
APPROACH PLANE
NOTES: D
FINAL APPROACH
COARSE
1. REFER TO TABLE A3-1 FOR ALL APPLICABLE DIMENSIONAL
STANDARDS AND SLOPES.
B. POINT 1 IS LOCATED AT DISTANCE "A" FROM THE RUNWAY THRESHOLD AND DISTANCE
1/2 "B" FROM THE RUNWAY CENTERLINE IN THE DIRECTION OF THE OFFSET ( ).
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Draft AC 150/5300-13A
54
SURFACE STARTS
AT END OF CLEARWAY
IF ONE IS IN PLACE
15° 3,233 FT
[985 M]
Draft AC 150/5300-13A
1,000 FT
[305 M]
500 FT
[152 M] 15°
3,233 FT
[985 M]
STARTS AT
DEPARTURE END
OF RUNWAY (DER)
IF THERE IS NO
CLEARWAY
10,200 FT [3,109 M]
STARTS AT
DEPARTURE END
OF RUNWAY (DER) (40:1) SEE
T ER PS
IF THERE IS NO (40:1) NOTE
CLEARWAY T ER PS
CLEARWAY
STARTS AT THE ELEVATION OF THE CLEARWAY SURFACE
SLOPE
80:1 OR 1.25% (IF ONE EXISTS)
10,200 FT [3,109 M]
OIS SURFACE
STARTS AT END
OF CLEARWAY
IF ONE IS IN PLACE
600 FT 300 FT
[183 M] [91 M]
6,000 FT
15° [1,829 M]
CL
OBSTACLE IDENTIFICATION
15° 6,000 FT
SURFACE (OIS) [1,829 M]
300 FT 62.5:1
[91 M]
STARTS AT
DEPARTURE END 50,000 FT [15,240 M]
OF RUNWAY (DER)
IF THERE IS NO
CLEARWAY
STARTS AT )
62.5:1
DEPARTURE END OIS (
)
OF RUNWAY (DER) 62.5:1
OIS (
IF THERE IS NO
CLEARWAY
CLEARWAY
SLOPE STARTS AT THE ELEVATION OF THE CLEARWAY SURFACE
80:1 OR 1.25% (IF ONE EXISTS)
50,000 FT [15,240 M]
Figure 3-5. One Engine Inoperative (OEI) Obstacle Identification Surface (OIS) (62.5:1)
55
Draft AC 150/5300-13A
Draft AC 150/5300-13A 5/01/2012
(1) RSA, ROFA standards. The length “R” is specified in Table 3–4 as the
required length of the RSA and ROFA beyond the runway departure end. The length “P” is
specified in Table 3–4 as the required length of the RSA and ROFA prior to the landing
threshold. A full dimension RSA and full dimension ROFA extend the length of the runway plus
2 × R when there is no stopway. Where a stopway exists, R is measured from the far end of the
stopway based upon the takeoff direction, and the RSA and ROFA extend the full length of the
runway plus the length of the stopway(s) plus 2 × R.
(2) Existing or proposed RSA and ROFA beyond the runway ends. The RSA
length “S” is the existing or proposed RSA beyond the runway ends. The ROFA length “T” is
the existing or proposed ROFA beyond the runway ends.
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5/01/2012 Draft AC 150/5300-13A
(3) RPZ Lengths. The standard RPZ length “L” is the length specified in
Table 3–4 for both the Approach RPZ, which ends 200 ft (61 m) from the threshold based upon
the landing direction, and the Departure RPZ, which begins 200 ft (61 m) from the runway end
based upon the direction of takeoff. See Figure 3-32, Figure 3-33, and Figure 3-34.
(a) Takeoff run — the distance to accelerate from brake release to lift-
off, plus safety factors.
(b) Takeoff distance must not exceed the length of runway plus
clearway.
57
58
(3)
Draft AC 150/5300-13A
115% OF
LIFT-OFF
1
DISTANCE
TAKEOFF DISTANCE
(115% DISTANCE
TO 35 FT [10.5 M])
LIFT-OFF
DISTANCE
DISTANCE TO
35 FT [10.5 M]
35 FT [10.5 M]
ABOVE CLEARWAY
CLEARWAY CANNOT
BE MORE THAN
HALF THIS DISTANCE
CLEARWAY
ACCELERATE
TO V 1
ACCELERATE-STOP
DISTANCE
ENGINE FAILURE
AT V 1
LIFT-OFF
DISTANCE
DECELERATE
"TAKEOFF DISTANCE"
TO STOP
(DISTANCE TO 35 FT [10.5 M])
STOPWAY
CLEARWAY CANNOT
BE MORE THAN
HALF THIS DISTANCE
35 FT
[10.5 M]
ABOVE CLEARWAY
CLEARWAY
59
Draft AC 150/5300-13A
60
50 FT [15 M]
ABOVE THRESHOLD
Draft AC 150/5300-13A
LANDING DISTANCE
DISTANCE TO STOP
POINT MUST BE 60%
OF LANDING DISTANCE
d. For Takeoff.
(1) Start of takeoff ends of runway: The start of takeoff for ASDA, TORA
and TODA will always be collocated. Neither, the threshold locations, the RPZs, nor the RSA
and ROFA behind the start of takeoff, are considered in establishing the start of takeoff. The
start of takeoff is most often at the beginning of the runway, but may also be located farther up
the runway (see Figure 3-9).
OPERATIONAL DIRECTION
27
9
(2) TORA — the length of runway declared available and suitable for
satisfying takeoff run requirements. The start of takeoff, the departure RPZ, and limitations
resulting from a reduced TODA are to be considered in determining the TORA. When the full
runway beyond the start of takeoff is available for the takeoff run, the departure end of the
TORA is located at the end of the runway (see Figure 3-10). The TORA may be reduced such
that it ends prior to the runway end to obtain additional RSA and ROFA, to resolve incompatible
land uses in the departure RPZ, and to mitigate environmental effects. The departure RPZ
begins 200 ft (61 m) from the end of the TORA and extends out a distance L (see Figure 3-11).
Since TORA can never be longer than the TODA, whenever the TODA is shortened to less than
the runway length, the TORA is limited to the length of the TODA. Additionally, if a clearway
exists and it begins prior to the runway end, the TORA ends at the beginning of the clearway
(see Figure 3-12).
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Draft AC 150/5300-13A 5/01/2012
OPERATIONAL DIRECTION
END OF TORA,
TODA, LDA
AND ASDA
27
RSA POFA
Figure 3-10. Normal Location of Departure End of TORA, TODA, LDA and ASDA
OPERATIONAL DIRECTION
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5/01/2012 Draft AC 150/5300-13A
OPERATIONAL DIRECTION
DEPARTURE RPZ
END OF TORA
27
200' [61 M]
END OF TODA
END OF TORA
Figure 3-12. Departure End of TORA and TODA Based on Penetration to Departure
Surface
(3) TODA — the TORA plus the length of any remaining runway or clearway
beyond the departure end of the TORA available for satisfying takeoff distance requirements.
The start of takeoff, departure surface requirements, and any clearway are considered in
determining the TODA. When only the full runway beyond the start of takeoff is available for
takeoff distance, the departure end of the TODA is located at the end of the runway (see Figure
3-10). The TODA may be prevented from extending to the runway end due to departure surface
clearance requirements (see Figure 3-12). The TODA may also extend beyond the runway end
through the use of a clearway (see Figure 3-13 and Figure 3-14). The usable TODA length is
controlled by obstacles present in the departure area and aircraft performance. As such, the
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Draft AC 150/5300-13A 5/01/2012
usable TODA length is determined by the aircraft operator before each takeoff and requires
knowledge of each controlling obstacle in the departure area. Extending the usable TODA
length requires the removal of objects limiting the usable TODA length.
OPERATIONAL DIRECTION
END OF TODA
CLEARWAY
END OF TORA
END OF TODA
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5/01/2012 Draft AC 150/5300-13A
OPERATIONAL DIRECTION
27
END OF TORA DER
END OF TODA
END OF TODA
DER
CLEARWAY
END OF TORA
(4) Clearway. A clearway is located at the departure end of the TORA. Any
portion of the runway extending into the clearway is unavailable and\or unsuitable for takeoff
run and takeoff distance computations. A clearway increases the allowable airplane operating
takeoff weight without increasing runway length. See paragraph 102.
(5) ASDA — the length of runway plus stopway declared available and
suitable for satisfying accelerate-stop distance requirements. The start of takeoff, the RSA and
ROFA beyond the ASDA are considered in determining the ASDA. When only the full runway
beyond the start of takeoff is available for completing a rejected takeoff, the stop end of the
ASDA is located at the end of the runway, with the standard RSA and ROFA length R beyond
the runway end (see Figure 3-10). When the standard RSA length R beyond the end of the
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Draft AC 150/5300-13A 5/01/2012
runway is not obtainable, additional RSA may be obtained beyond the ASDA by reducing the
ASDA (see Figure 3-15). Where it has been decided that declared distances will also be used to
provide ROFA not obtainable beyond the runway end and T is less than S, additional ROFA may
be obtained by further reducing the ASDA (see Figure 3-16). When a runway includes a
stopway, the RSA and ROFA extend R beyond the stopway (see Figure 3-17). The portion of
runway beyond the ASDA is unavailable and/or unsuitable for ASDA computations. See the
definition of a stopway in paragraph 102.
OPERATIONAL DIRECTION
RSA
27
OFA
R -S, T S, T
NOTE: LDA AND ASDA REDUCED TO PROVIDE STANDARD RSA BEYOND LDA AND ASDA
Figure 3-15. Stop End of Landing Distance Available (LDA) and ASDA Located to
Provide Standard Runway Safety Area (RSA)/ Runway Object Free Area (ROFA)
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5/01/2012 Draft AC 150/5300-13A
OPERATIONAL DIRECTION
27 RSA
R-T T
Figure 3-16. Stop End of LDA and ASDA Located to Provide Standard ROFA
OPERATIONAL DIRECTION
RSA
27
OFA
STOPWAY R, S AND T
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Draft AC 150/5300-13A 5/01/2012
e. For Landing.
(1) LDA — the length of runway declared available and suitable for satisfying
landing distance requirements. The threshold siting criteria, the approach RPZ, the RSA and
ROFA prior to the landing threshold and beyond the LDA are considerations in establishing this
distance.
(a) The beginning of the LDA. The LDA begins at the threshold,
which may be displaced. When there are multiple reasons to displace a threshold, each
displacement requirement is calculated. The longest displacement is selected. All other criteria
are then reevaluated from the calculated threshold location to ensure that they are not violated,
such as new obstacle penetrations due to the splay of the approach surface that is associated with
the new threshold. The threshold may be displaced to obtain additional RSA and ROFA, to
mitigate incompatible land uses in the RPZ, to meet approach surface requirements, and to
mitigate environmental effects (see Figure 3-18, Figure 3-19, Figure 3-20, and Figure 3-21).
OPERATIONAL DIRECTION
OFA
THRESHOLD SITING A
SURFACE APPROACH RPZ SEE TABLE 3-1
S AND T = P
NOTE: S AND T ARE GREATER THAN OR EQUAL TO P, THE STANDARD RSA PRIOR TO THE THRESHOLD
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5/01/2012 Draft AC 150/5300-13A
OPERATIONAL DIRECTION
9
0 OR 200' (FIXED)
SEE TABLE 3-1
Figure 3-19. Start of LDA at Displaced Threshold Based on Threshold Siting Surface
(TSS)
OPERATIONAL DIRECTION
APPROACH RPZ
THRESHOLD SITING SURFACE, OFA AND RSA NOT SHOWN FOR CLARITY
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Draft AC 150/5300-13A 5/01/2012
S AND T
RSA
9
OFA
(b) The end of the LDA. When the LDA extends to the end of the
runway, the full dimension RSA and ROFA extend beyond the runway end by length R. When
the full dimension RSA/ROFA length R beyond the runway end is not obtainable, additional
RSA and/or ROFA may be obtained beyond the end of the LDA by reducing the LDA. EMAS
may also be used to meet RSA standards in conjunction with declared distances. The portion of
runway beyond the LDA is unavailable for LDA computations (see Figure 3-15 and Figure
3-16).
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5/01/2012 Draft AC 150/5300-13A
the runway end. Where a limitation is removed, check to determine that are no other limiting
condition before extending a respective distance. For obligated airports, provide the
information to the responsible FAA Airports office and show the declared distances on the
approved ALP.
b. Runway Width. Table 3–4 presents runway width standards based on aircraft
approach category and approach visibility minimums.
For further discussion regarding jet blast, refer to Appendix 3. Figure 3-22 depicts runway
shoulders.
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Draft AC 150/5300-13A 5/01/2012
A
BLAST PAD
A
PLAN
RUNWAY CL
STRUCTURAL
SHOULDER SHOULDER
PAVEMENT
SECTION A-A
d. Runway Blast Pads. Blast pads are always paved. Paved runway blast pads
provide blast erosion protection beyond runway ends during jet aircraft operations. Table 3–4
contains the standard length and width for blast pads for takeoff operations requiring blast
erosion control. Refer to Appendix 3 for further discussion. Figure 3-22, above, depicts
runway blast pads. For blast pads, follow the same longitudinal and transverse grades as the
respective grades of the associated safety area. Blast pads are not stopways.
e. Non-Intersecting Runways. Runway separation must take into account the full
dimensional requirements of the safety areas of the runway and taxiway systems on the airport.
If possible, safety areas should not overlap, since work in the overlapping area would affect
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5/01/2012 Draft AC 150/5300-13A
both runways. In addition, operations on one runway may violate the critical area of a
NAVAID on the other runway. This condition should exist only at existing constrained airports
where non-overlapping safety areas are impracticable. Configurations where runway thresholds
are close together should be avoided, as they can be confusing to pilots, resulting in wrong-
runway takeoffs. If the RSA of one runway overlaps onto the full strength pavement of a second
runway or taxiway, the chance of runway/taxiway incursion incident is increased. Additionally,
there is the possibility of confusing marking and lighting schemes to identify the limits of the
safety area that overlaps onto runway or taxiway pavement. The angle between the extended
runway centerlines should not be less than 30 degrees.
f. Intersecting Runways. The pilot must have clear and understandable pavement
markings for landing. When two runways intersect, it may be necessary to adjust pavement
markings as specified in AC 150/5340-1. If possible, however, runway intersections should be
designed to avoid the need to adjust aiming point markings and/or remove touchdown zone
markings. It is possible to locate the intersection between two precision instrument runways at
an angle of as little as 33 degrees while maintaining standard markings. See Figure 3-23.
73
74
RUNWAY 9L
SEE DETAIL A
Draft AC 150/5300-13A
RUNWAY 9R
SEE RUNWAY 1L
NOTE 2
RUNWAY 5L
SEE NOTE 1
SEE NOTE 1
DETAIL A DETAIL B
SEE
NOTE 2
NOTES:
1. MARKINGS ARE FOR ILLUSTRATION PURPOSES ONLY, SEE AC 150/5340-1, STANDARDS FOR AIRPORT MARKINGS FOR DETAILS.
2. MINIMUM DISTANCE IS REQUIRED RUNWAY CENTERLINE TO TAXIWAY CENTERLINE SEPARATION PLUS 1/2 TAXIWAY WIDTH.
Safe and efficient landing and takeoff operations at an airport require that certain areas on and
near the airport be clear of objects or restricted to objects with a certain function, composition,
and/or height. These clearing standards and criteria are established to create a safer environment
for the aircraft operating on or near the airport. The airport operator is not required to prevent or
clear penetrations to the 14 CFR Part 77, Subpart C, imaginary surfaces when the FAA
determines these penetrations are not hazards. However, any existing or proposed object,
whether man-made or of natural growth that penetrates these surfaces is classified as an
“obstruction” and is presumed to be a hazard to air navigation. These obstructions are subject to
an FAA aeronautical study, after which the FAA issues a determination stating whether the
obstruction is in fact considered a hazard.
b. RSA. RSAs require clearing of objects, except for objects that need to be
located in the RSA because of their function as specified in paragraph 307.
d. Runway End Establishment. The runway end establishment OCSs are defined
in paragraph 303 and Table 3–1. Clear penetrations or locate the runway end such that there are
no penetrations.
g. Lighting and Marking. The adverse effects on some obstructions that are not
feasible to clear may be mitigated by lighting and marking. However, operational restrictions or
higher minimums may be required, or it may not be possible to establish an IAP.
a. RSA Development.
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Draft AC 150/5300-13A 5/01/2012
to the aircraft or injury to their occupants. Later, the designation of the area was changed to
"runway safety area" to reflect its functional role. The RSA enhances the safety of aircraft which
undershoot, overrun, or veer off the runway, and it provides greater accessibility for fire fighting
and rescue equipment during such incidents. Figure 3-24 below depicts the approximate
percentage of aircraft undershooting and overrunning the runway which stay within a specified
distance from the runway end. The current RSA standards are based on 90% of overruns being
contained within the RSA. The RSA is depicted in Figure 3-22 and its dimensions are given in
Table 3–4.
100
90
PERCENT NOT GOING BEYOND
80
70
60
50
40
30
20
10
0
0 200 400 600 800 1000 1200 1400 1600
100 300 500 700 900 1100 1300 1500
DISTANCE FROM RUNWAY END (FEET)
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5/01/2012 Draft AC 150/5300-13A
b. Design Standards. The RSA is centered on the runway centerline. Table 3–4
presents RSA dimensional standards. Figure 3-22 depicts the RSA. EMAS, as discussed in
paragraph 307.g, is an alternative that should be considered to mitigate overruns at airports
when a full-dimension RSA is not practicable due to natural obstacles, local development,
and/or environmental constraints. EMAS may also be used to maximize runway length. The
RSA must be:
(1) cleared and graded and have no potentially hazardous ruts, humps,
depressions, or other surface variations;
(4) free of objects, except for objects that need to be located in the RSA
because of their function. Objects higher than 3 inches (76 mm) above grade must be
constructed, to the extent practicable, on LIR supports (frangible mounted structures) of the
lowest practical height with the frangible point no higher than 3 inches (76 mm) above grade.
Other objects, such as manholes, should be constructed at grade and capable of supporting the
loads noted above. In no case should their height exceed 3 inches (76 mm) above grade. See
AC 150/5220-23.
e. Allowance for NAVAIDs. The RSA is intended to enhance the margin of safety
for landing or departing aircraft. Accordingly, the design of an RSA must account for
NAVAIDs that might impact the effectiveness of the RSA:
(1) RSA grades sometimes require approach lights and LOCs to be mounted
on non-frangible towers that could create a hazard for aircraft and result in degraded LOC
performance. Therefore, consider any practicable RSA construction to a less demanding grade
than the standard grade to avoid the need for non-frangible structures.
(2) ILS facilities (GSs and LOCs) are not usually required to be located inside
the RSA. However, they do require a graded area around the antenna. (See Chapter 6 for more
information on the siting of ILS facilities.) RSA construction that ends abruptly in a precipitous
77
Draft AC 150/5300-13A 5/01/2012
drop-off can result in design proposals where the facility is located inside the RSA. Therefore,
construct any practicable earthwork beyond the standard RSA dimensions necessary to
accommodate ILS facilities when they are installed.
f. RSA Grades. For longitudinal and transverse grades, see paragraph 313.d.
Keeping negative grades to the minimum practicable contributes to the effectiveness of the
RSA.
(2) A “standard EMAS” installation will stop the design aircraft exiting the
runway at 70 knots within an area that also provides the required protection for undershoots as
specified in Table 3–4. AC 150/5220-22 provides guidance on planning, design, installation and
maintenance of EMAS in RSAs.
(3) Refer to Order 5200.8 for the evaluation process and Order 5200.9 to
determine the best practical and financially feasible alternative.
The OFZ clearing standard precludes aircraft and other object penetrations, except for frangible
NAVAIDs that need to be located in the OFZ because of their function. The Runway OFZ
(ROFZ) and, when applicable, the POFZ, the inner-approach OFZ, and the inner-transitional
OFZ compose the OFZ. The OFZ is a design surface but is also an operational surface and must
be kept clear during operations. Its shape is dependent on the approach minimums for the
runway end and the aircraft on approach, and thus, the OFZ for a particular operation may not be
the same shape as that used for design purposes. As such, the modification to standards process
does not apply to the OFZ. Procedures to protect the OFZ during operations by
aircraft/operations more demanding than used for the design of the runway are beyond the scope
of this AC. The need for such special procedures can be avoided by using the most demanding
anticipated operations in selecting the OFZ used for runway design. Figure 3-25, Figure 3-26,
Figure 3-27, Figure 3-28, and Figure 3-29 show the OFZ.
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5/01/2012 Draft AC 150/5300-13A
(a) 300 feet (91 m) for runways with lower than 3/4 statute mile (1.2
km) approach visibility minimums.
(b) 250 feet (76 m) for operations on other runways by small aircraft
with approach speeds of 50 knots or more.
(c) 120 feet (37 m) for operations on other runways by small aircraft
with approach speeds of less than 50 knots.
(a) For CAT I runways, the inner-transitional OFZ begins at the edges
of the ROFZ and inner-approach OFZ, then rises vertically for a height "H,” and then slopes 6
(horizontal) to 1 (vertical) out to a height of 150 feet (46 m) above the established airport
elevation.
(ii) In SI units,
(b) For CAT II/III runways, the inner-transitional OFZ begins at the
edges of the ROFZ and inner-approach OFZ, then rises vertically for a height "H,” then slopes 5
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Draft AC 150/5300-13A 5/01/2012
(horizontal) to 1 (vertical) out to a distance "Y" from runway centerline, and then slopes 6
(horizontal) to 1 (vertical) out to a height of 150 feet (46 m) above the established airport
elevation.
(ii) In SI units,
(1) The surface is in effect only when all of the following operational
conditions are met:
(b) The reported ceiling is below 250 feet (76 m) or visibility is less
than ¾ statute mile (1.2 km) (or RVR is below 4000 feet (1219 m)).
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5/01/2012 Draft AC 150/5300-13A
INNER-APPROACH
OFZ
PLAN
50:1
SECTION A-A
Figure 3-25. OFZ for Visual Runways and Runways With Not Lower Than ¾ Statute Mile
(1.2 km) Approach Visibility Minimums
A A
INNER-APPROACH
OFZ
INNER-TRANSITIONAL OFZ
PLAN
INNER-TRANSITIONAL OFZ
50:1
SECTION A-A
Figure 3-26. OFZ for Operations on Runways By Small Aircraft With Lower Than ¾
Statute Mile (1.2 km) Approach Visibility Minimums
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Draft AC 150/5300-13A 5/01/2012
A A
INNER-APPROACH
OFZ
INNER-TRANSITIONAL OFZ
PLAN
INNER-TRANSITIONAL OFZ
50:1
SECTION A-A
Figure 3-27. OFZ for Operations on Runways By Large Aircraft With Lower Than ¾-
Statute Mile (1.2 km) Approach Visibility Minimums
INNER-TRANSITIONAL OFZ
PLAN
DISPLACED THRESHOLD
INNER-TRANSITIONAL OFZ
50:1
SECTION A-A
Figure 3-28. OFZ for Operations on Runways By Large Aircraft With Lower Than ¾-
Statute Mile (1.2 km) Approach Visibility Minimums and Displaced Threshold
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5/01/2012 Draft AC 150/5300-13A
RUNWAY OFZ
HORIZONTAL SURFACE
SEE PARAGRAPH 308 150 FT [46 M] ABOVE
AIRPORT ELEVATION
RUNWAY OFZ
RUNWAYS SERVING LARGE AIRPLANES WITH CATEGORY II AND III APPROACH MINIMUMS
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Draft AC 150/5300-13A 5/01/2012
SEE NOTE 1
TAXIWAY CL
400 FT
[122 M]
HOLD LINE
EXTENDED
RUNWAY CL
RUNWAY THRESHOLD
400 FT
POFZ LIMITS [122 M]
POFZ
200 FT
[61 M]
NOTES:
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5/01/2012 Draft AC 150/5300-13A
TAXIWAY CL
400 FT
[122 M]
SEE NOTE 1
HOLD LINE
EXTENDED
RUNWAY CL
DISPLACED THRESHOLD
400 FT
[122 M]
POFZ LIMITS
POFZ
200 FT
[61 M]
NOTES:
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Draft AC 150/5300-13A 5/01/2012
The ROFA is centered about the runway centerline. The ROFA clearing standard requires
clearing the ROFA of objects protruding above the nearest point of the RSA. Except where
precluded by other clearing standards, it is acceptable to place objects that need to be located in
the ROFA for air navigation or aircraft ground maneuvering purposes and to taxi and hold
aircraft in the OFA. To the extent practicable, objects in the ROFA should meet the same
frangibility requirements as the RSA. Objects non-essential for air navigation or aircraft ground
maneuvering purposes must not be placed in the ROFA. This includes parked aircraft and
agricultural operations. Table 3–4 specifies the standard dimensions of the ROFA. See Figure
3-32.
The RPZ's function is to enhance the protection of people and property on the ground. This is
best achieved through airport owner control over RPZs. Control is preferably exercised through
the acquisition of sufficient property interest in the RPZ and includes clearing RPZ areas (and
maintaining them clear) of incompatible objects and activities.
a. RPZ Background.
(1) Approach protection zones were originally established to define land areas
underneath aircraft approach paths in which control by the airport operator was highly desirable
to prevent the creation of air navigation hazards. Subsequently, a 1952 report by the President’s
Airport Commission (chaired by James Doolittle), entitled “The Airport and Its Neighbors,”
recommended the establishment of clear areas beyond runway ends. Provision of these clear
areas was not only to preclude obstructions potentially hazardous to aircraft, but also to control
building construction as a protection from nuisance and hazard to people on the ground. The
Department of Commerce concurred with the recommendation on the basis that this area was
“primarily for the purpose of safety and convenience to people on the ground.” The FAA
adopted “Clear Zones” with dimensional standards to implement the Doolittle Commission's
recommendation. Guidelines were developed recommending that clear zones be kept free of
structures and any development that would create a place of public assembly.
(2) In conjunction with the introduction of the RPZ as a replacement term for
Clear Zone, the RPZ was divided into “extended object free” and “controlled activity” areas.
The RPZ function is to enhance the protection of people and property on the ground. Where
practical, airport owners should own the property under the runway approach and departure areas
to at least the limits of the RPZ. It is desirable to clear the entire RPZ of all above-ground
objects. Where this is impractical, airport owners, as a minimum, should maintain the RPZ clear
of all facilities supporting incompatible activities. Incompatible activities include, but are not
limited to, those which lead to an assembly of people.
b. Standards.
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5/01/2012 Draft AC 150/5300-13A
(a) Central Portion of the RPZ. The central portion of the RPZ
extends from the beginning to the end of the RPZ, centered on the runway centerline. Its width
is equal to the width of the runway OFA (see Figure 3-32). Table 3–4 contains the dimensional
standards for the OFA and RPZ.
c. Location and Size. The RPZ may begin at a location other than 200 feet (61 m)
beyond the end of the runway. When an RPZ begins at a location other than 200 feet (61 m)
beyond the end of runway, two RPZs are required, i.e., a departure RPZ and an approach RPZ.
The two RPZs normally overlap (refer to Figure 3-33 and Figure 3-34).
(1) Approach RPZ. The approach RPZ extends from a point 200 feet (61 m)
from the runway threshold, for a distance as shown in Table 3–4.
(2) Departure RPZ. The departure RPZ begins 200 feet (61 m) beyond the
runway end or, if the TORA and the runway end are not the same, 200 feet (61 m) beyond the far
end of the TORA. The departure RPZ dimensional standards are equal to or less than the
approach RPZ dimensional standards (refer to Table 3–4).
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Draft AC 150/5300-13A 5/01/2012
W2
CENTRAL
PORTION OF
THE RPZ
CONTROLLED
ACTIVITY AREA
OF THE RPZ
W1
RUNWAY OBJECT
FREE AREA
200 FT [ 61 M]
RUNWAY
RUNWAY SAFETY
AREA
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5/01/2012 Draft AC 150/5300-13A
RUNWAY 10
APPROACH RPZ
END OF DEPARTURE RPZ,
RUNWAY 28
RUNWAY 28
DEPARTURE RPZ
CL
L EXTENDED
RUNWAY
END OF BEGINNING OF
APPROACH RPZ, DEPARTURE RPZ,
RUNWAY10 200 FT RUNWAY 28
[61 M]
END OF TORA, BEGINNING
RUNWAY 28 OF LDA,
RUNWAY 10
NO DISPLACED THRESHOLD
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Draft AC 150/5300-13A 5/01/2012
CL
L EXTENDED RUNWAY 10
RUNWAY APPROACH RPZ
L
RUNWAY 28
DEPARTURE RPZ
200 FT
[61 M]
Figure 3-34. Approach and Departure RPZs where the TORA is less than the TODA
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5/01/2012 Draft AC 150/5300-13A
d. For RPZ land, the following land uses are permissible without further evaluation:
(1) Farming that meets the minimum buffers as shown in Table 3–6.
(4) Airport service roads, as long as they are not public roads and are directly
controlled by the airport operator.
(5) Underground facilities, as long as they meet other design criteria, such as
RSA requirements, as applicable.
(6) Unstaffed NAVAIDs and facilities, such as equipment for airport facilities
that are considered fixed-by-function in regard to the RPZ.
f. Evaluation and approval of other land uses in the RPZ. The FAA Office of
Airports must evaluate and approve any proposed land use located within the limits of land
controlled by the airport owner of an existing or future RPZ that is not specifically allowed in
paragraph 310.d. The FAA’s Evaluation and Approval of RPZ Land Use Guidelines (currently
being developed) outlines the procedures for the FAA’s Office of Airports review of proposed
land uses in the RPZ. This document also provides direction on the evaluation of existing land
uses in an RPZ and methods and procedures available to communities to protect the RPZ and
prevent the congregation of people and property on the ground.
The clearway (see Figure 3-35) is an area extending beyond the runway end available for
completion of the takeoff operation of turbine-powered aircraft. A clearway increases the
allowable aircraft operating takeoff weight without increasing runway length. The use of a
clearway for takeoff computations requires compliance with the clearway definition of 14 CFR
Part 1. This definition can also be found in paragraph 102.
a. Dimensions. The clearway must be at least 500 feet (152 m) wide centered on
the runway centerline.
b. Clearway Plane Slope. The clearway plane slopes upward with a slope not
greater than 1.25 percent (80:1).
c. Clearing. No object or terrain may protrude through the clearway plane except
for threshold lights no higher than 26 inches (66 cm) and located off the runway sides. The area
over which the clearway lies need not be suitable for stopping aircraft in the event of an aborted
takeoff.
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Draft AC 150/5300-13A 5/01/2012
d. Control. A clearway must be under the airport owner’s control, although not
necessarily by direct ownership. The purpose of such control is to ensure that no fixed or
movable object penetrates the clearway plane during a takeoff operation.
e. Notification. When a clearway is provided, the clearway length and the declared
distances, as specified in paragraph 304.a, must be provided in the A/FD (and in the
Aeronautical Information Publication for international airports) for each operational direction.
When a clearway is provided at an airport with an FAA-approved ALP, it must be designated
on the ALP.
f. Clearway Location. The clearway is located at the far end of TORA. The
portion of runway extending into the clearway is unavailable and/or unsuitable for takeoff run
and takeoff distance computations.
A A
RUNWAY / CLEARWAY CL
³ 500 FT
[152 M]
DEPARTURE END
OF RUNWAY
PLAN
80
1
BUILDING
SECTION A-A
A stopway is an area beyond the takeoff runway centered on the extended runway centerline and
designated by the airport owner for use in decelerating an aircraft during an aborted takeoff. It
must be at least as wide as the runway and able to support an aircraft during an aborted takeoff
without causing structural damage to the aircraft. Refer to AC 150/5320-6 for pavement strength
requirements for a stopway. Their limited use and high construction cost, when compared to a
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5/01/2012 Draft AC 150/5300-13A
full-strength runway that is usable in both directions, makes their construction less cost effective.
(See Figure 3-36.) When a stopway is provided, the stopway length and the declared distances,
as specified in paragraph 304.f, must be provided in the A/FD (and in the Aeronautical
Information Publication for international airports) for each operational direction. The use of a
stopway for takeoff computations requires that the stopway complies with the definition of
14 CFR Part 1. This definition can be found in paragraph 102. When a stopway is provided at
an airport with an FAA-approved ALP, it must be designated on the approved ALP.
STOPWAY
NOTE: SEE AC 150/5340-1, STANDARDS FOR AIRPORT MARKINGS, FOR STOPWAY MARKINGS.
(3) Vertical curves for longitudinal grade changes are parabolic. The length
of the vertical curve is a minimum of 300 feet (91 m) for each 1.0 percent of change. A vertical
curve is not necessary when the grade change is less than 0.40 percent.
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(5) Figure 3-38 presents maximum and minimum transverse grades for
runways and stopways. Keep transverse grades to a minimum and consistent with local drainage
requirements. The ideal configuration is a center crown with equal, constant transverse grades
on either side. However, an off-center crown, different grades on either side, and changes in
transverse grade of no more than 0.5 percent more than 25 feet (7.6 m) from the runway
centerline are permissible.
(7) Consider potential runway extensions and/or the future upgrade of the
runway to a more stringent aircraft approach category when selecting the longitudinal and
transverse grade of the runway. If such extensions and/or upgrades are shown on the ALP,
design grades according to the ultimate plan.
(3) Vertical curves for longitudinal grade changes are parabolic. The length
of the vertical curve is a minimum of 1,000 feet (305 m) for each 1.0 percent of change.
(5) Figure 3-40 presents maximum and minimum transverse grades for
runways and stopways. Keep transverse grades to a minimum and consistent with local drainage
requirements. The ideal configuration is a center crown with equal, constant transverse grades
on either side. However, an off-center crown, different grades on either side, and changes in
transverse grade of no more than 0.5 percent more than 25 feet (7.6 m) from the runway
centerline are permissible.
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5/01/2012 Draft AC 150/5300-13A
runway (e.g., higher speed, higher traffic volume, etc.) in a runway-runway situation. Give
precedence to the runway in a runway-taxiway situation.
(7) Consider potential runway extensions when selecting the longitudinal and
transverse grade of the runway. If such extensions are shown on the ALP, design grades
according to the ultimate plan.
(1) The surface gradient requirements for the primary or higher category
runway take precedence over the lower category runway(s).
(2) If the lower category runway(s) cannot meet gradient standards because of
the gradient requirements of the higher category runway, the airport owner must request an
aeronautical study that will consider all options for the intersecting runways to meet the
aeronautical needs of the airport. Recommendations and necessary gradient modifications will
be implemented according to the findings of the aeronautical study.
95
96
RUNWAY VERTICAL PROFILE AT CENTERLINE
Draft AC 150/5300-13A
P.V.C. P.V.T.
VERTICAL
CURVE
LENGTH %
2.00
% TO ±
A 0.00
TO ±2.00% 0.00 % TO ±2
0.00 % .00 %
B
VERTICAL
CURVE
LENGTH
P.V.C. P.V.T.
NOTES:
1. LENGTH OF VERTICAL CURVES WILL NOT BE LESS THAN 300 FT [91 M] FOR EACH 1% GRADE CHANGE, EXCEPT
THAT NO VERTICAL CURVE WILL BE REQUIRED WHEN GRADE CHANGE IS LESS THAN 0.4%.
3. MAXIMUM DISTANCE BETWEEN POINTS OF VERTICAL INTERSECTION SHOULD BE 250 FT [76 M] x SUM OF
ABSOLUTE GRADE CHANGES.
Figure 3-37. Longitudinal Grade Limitations for Aircraft Approach Categories A & B
5/01/2012
5/01/2012
SHOULDER SHOULDER
4:1 FILL
SLOPE
NOTES:
1. A 1.5 IN [38 mm] PAVEMENT EDGE DROP MUST BE USED BETWEEN PAVED AND UNPAVED SURFACES.
2. MAINTAIN A 5.00 % GRADE FOR 10 FEET OF UNPAVED SURFACE ADJACENT TO THE PAVED SURFACE.
Figure 3-38. Transverse Grade Limitations for Aircraft Approach Categories A & B
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98
END OF RUNWAY END OF RUNWAY
Draft AC 150/5300-13A
200 FT 200 FT
END 1/4 OF RUNWAY END 1/4 OF RUNWAY
[61 M] [61 M]
NOTES:
1. MINIMUM DISTANCE BETWEEN CHANGE IN GRADE = 1,000 FT [305 M] x SUM OF GRADE CHANGES (IN %).
2. MINIMUM LENGTH OF VERTICAL CURVES = 1,000 FT [305 M] x GRADE CHANGE (IN %).
3. THE MINIMUM VERTICAL CURVE LENGTH IS EQUAL TO 1,000 FT [305 M] x GRADE CHANGE.
4. THE MINIMUM DISTANCE BETWEEN POINTS OF VERTICAL INTERSECTION MUST BE 1,000 FT [305 M] x SUM OF THE ABSOLUTE GRADE CHANGES.
Figure 3-39. Longitudinal Grade Limitations for Aircraft Approach Categories C D, & E
5/01/2012
5/01/2012
SHOULDER SHOULDER
4:1 FILL
SLOPE
NOTES:
1. A 1.5 IN [38 mm] PAVEMENT EDGE DROP MUST BE USED BETWEEN PAVED AND UNPAVED SURFACES.
2. MAINTAIN A 5.00 % GRADE FOR 10 FEET OF UNPAVED SURFACE ADJACENT TO THE PAVED SURFACE.
Figure 3-40. Transverse Grade Limitations for Aircraft Approach Categories C D, & E
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Draft AC 150/5300-13A 5/01/2012
d. RSA Grades. The longitudinal and transverse gradient standards for RSAs are
as follows and are illustrated in Figure 3-37, Figure 3-38, Figure 3-39, Figure 3-40 and Figure
3-41.
(2) Figure 3-38 and Figure 3-40 show the maximum and minimum transverse
grades for paved shoulders and for the RSA along the runway up to 200 feet (61 m) beyond the
runway end. In all cases, keep transverse grades to a minimum, consistent with local drainage
requirements.
(3) Figure 3-41 illustrates the criteria for the transverse grade beginning 200
feet (61 m) beyond the runway end.
(4) Elevation of the concrete bases for NAVAIDs located in the RSA must not
be higher than 3 inches (76 mm) above the finished grade. Other grading requirements for
NAVAIDs located in the RSA are, in most cases, more stringent than those stated above. See
Chapter 6.
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APPROA
CH SURF
CH SUR FACE
ACE APPROA
NO PENETRATION OF APPROACH
MAXIMUM ± 5.00 % SURFACE PERMITTED
PERMITTED
MAXIMUM GRADE CHANGE
± 2.00 % PER 100 FT [30 M]
USE VERTICAL CURVE
LONGITUDINAL GRADE
FILL
FILL
MAXIMUM ± 5.00 % CL
EXTENDED SURFACE SMOOTHNESS REQUIRED
RUNWAY
TRANSVERSE GRADE
Figure 3-41. RSA Grade Limitations Beyond 200 feet (61 m) from the Runway End
Turf runways are a low cost alternative to paved runways. Turf runways can be used in many
locations where traffic volume is low and aircraft wheel loading is light, such as small aircraft
with low approach and takeoff speeds. Turf runways are preferred by some pilots, especially
those flying tail draggers, gliders, agriculture sprayers, and aircraft with tundra tires. Turf
runways are normally not compatible with instrument procedures without Flight Standards
approval.
a. Runway Length. Due to the nature of turf runways, landing, takeoff, and
accelerate-stop distances are longer than for paved runways. For landing and accelerate-stop,
the distance is longer due to less friction available for braking action. For takeoff, the uneven
ground surface and higher rolling resistance increases takeoff distances as compared to paved
surfaces. It is recommended that distances for aircraft (landing, takeoff, and accelerate-stop) be
increased by a factor of 1.2.
b. Runway Width. The minimum runway width is 60 feet (18.5 m), which is the
same as paved runways. In practice, however, runways are usually much wider. As RSAs are
the same for turf runways and paved runways, it is recommended that the entire RSA be kept
mowed and maintained for landing purposes. Mowing the grass to a maximum height of 6
inches (152 mm) will meet RSA requirements. If the ground is properly graded and maintained
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Draft AC 150/5300-13A 5/01/2012
without humps or ruts, and it meets the criteria for a RSA, then it should be usable as a landing
surface for the entire width and length.
c. Grading. Turf runways must be kept well drained or they will not be able
support an aircraft in wet conditions. It is recommended that turf runways be graded to provide
at least a 2.0 percent slope away from the center of the runway for a minimum distance of 40
feet (12 m) on either side of the centerline of the landing strip and a 5.0 percent slope from that
point to the edge of the RSA to provide rapid drainage. In order to provide adequate drainage
yet still provide a low construction cost, it is recommended that drainage swales be constructed
with a maximum of a 3.0 percent slope parallel to the runway and outside of the RSA. Such
swales can then be mowed with standard mowing equipment while eliminating drainage pipe
and structures.
e. Vertical Curves. Grade changes should not exceed 3.0 percent and the length of
the vertical curve must equal at least 300 feet (91 m) for each 1.0 percent change.
g. Landing Strip Boundary Markers. Low mass cones, frangible reflectors, and
LIRLs may all be used to mark the landing strip boundary. Tires, barrels, and other high mass
non-frangible items should not be used for this purpose. The maximum distance between such
objects should not be more than 400 feet (122 m). The preferred interval is (200 feet (61 m).
Boundary markers must be located outside of the RSA.
i. Types of Turf. Soil and climate determine the selection of grasses that may be
grown. Grasses used for airport turf should have a deep, matted root system that produces a
dense, smooth surface cover with a minimum of top growth. Grasses that are long-lived,
durable, strong creepers and recover quickly from dormancy or abuse should be selected in
preference to the quick growing but short lived, shallow-rooted, weak sod species. Wherever
practical, seeding should be timed so that a period of at least six weeks of favorable growing
conditions follows the time of germination before frost or drought occurs. AC 150/5370-10
provides additional information on turf establishment.
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(1) The marking requirements for the dominant or higher category runway
will take precedence over the lower, or lesser, category runway(s).
(2) If the lesser (lower) category runway(s) cannot meet the marking
standards because of requirements of the higher category runway, the airport owner must request
an aeronautical study that will consider all marking options for the intersecting runways.
Recommendations and marking modifications will be implemented according to the findings of
the aeronautical study.
(1) Standard. For simultaneous landings and takeoffs using VFR, the
minimum separation between centerlines of parallel runways is 700 feet (213 m).
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Draft AC 150/5300-13A 5/01/2012
is recommended. Placing the terminal area between the parallel runways minimizes taxi
operations across active runways and increases operational efficiency of the airport. Terminal
area space needs may dictate greater separations than required for simultaneous IFR operations.
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5/01/2012 Draft AC 150/5300-13A
500 feet (152 m) of threshold stagger to a minimum separation of 1,000 feet (305 m). For ADGs
V and VI runways, a separation of at least 1,200 feet (366 m) is recommended. See Figure 3-35
for a description of “near” and “far” thresholds.
NEAR THRESHOLD
2,300 FT [701 M]
(2,500 FT [762 M] IS DECREASED
1,000 FT [305 M] BY 100 FT [30.5 M] FOR
EACH 500 FT [152 M]
OF THRESHOLD STAGGER)
FAR THRESHOLD
NEAR THRESHOLD
2,700 FT [823 M]
(2,500 FT [762 M] IS INCREASED
1,000 FT [305 M] BY 100 FT [30.5 M] FOR
EACH 500 FT [152 M] OF
THRESHOLD STAGGER)
FAR THRESHOLD
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(2) This paragraph reflects the requirements specified by Order 8260.3 when
planning for IAPs capable of achieving normal landing minimums. This order also references
other FAA requirements, such as a safety analysis to determine the need for approach lighting
and other visual enhancements to mitigate the effects of a difficult approach environment. This
is a consideration regardless of whether a reduction in approach minimums is desired.
(3) The tables provided in this paragraph are for planning purposes only and
should be used in conjunction with the rest of the document. All pertinent requirements within
this AC and other FAA documents, as well as local siting conditions, ultimately will determine
the lowest minimums obtainable.
c. Action. The airport landing surface must meet the standards specified in Table
3–2 and Table 3–3 for each specified runway, direction and have adequate airspace to support
the IAP. When requesting an instrument procedure, the airport operator must specify the
runway direction, the desired approach minimums, whether circling approach procedures are
desired, and the survey needed to support the procedure. For all obligated NPIAS airports, the
sponsor must also provide a copy of the FAA-approved ALP showing the instrument
procedure(s) requested. An ALP is also recommended for all other airports.
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5/01/2012 Draft AC 150/5300-13A
(2) When the runway has or is planned to have an approach that has vertical
guidance, use the Vertically Guided Airport Airspace Analysis Survey criteria in AC 150/5300-
18.
(3) When the runway has or is planned to have an approach without vertical
guidance, use the Non-Vertically Guided Airport Airspace Analysis Survey criteria in AC
150/5300-18.
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Table 3–2. Standards for PA and Approach Procedure with Vertical Guidance (APV)
Lower than 250 HATh
Visibility Minimums1 < 3/4 statute mile < 1-statute mile
NOTES:
1. Visibility minimums are subject to application of Order 8260.3 (“TERPS”), and associated orders or this table,
whichever are higher.
2. The HATh indicated is for planning purposes only. Actual obtainable HATh is determined by TERPS.
3. The GQS is applicable to approach procedures providing vertical path guidance.
4. If the final surface is penetrated, HAT and visibility will be increased as required by TERPS.
5. An ALP is only required for airports in the NPIAS; it is recommended for all others.
6. Runway edge lighting is required for night minimums. High intensity lights are required for RVR-based
minimums.
7. A full-length parallel taxiway meeting separation requirements. See Table 3–4 and Table 3–5.
8. To achieve lower visibility minimums based on credit for lighting, an approach light system is required.
9. Circling procedures to a secondary runway from the primary approach will not be authorized when the
secondary runway does not meet threshold siting (reference paragraph 303), OFZ (reference paragraph 308)
criteria, and TERPS Chapter 3, Section 3.
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The RRC describes the current operational capabilities of a runway. Certain critical standards, as
detailed in Table 3–2 and Table 3–3, determine which aircraft can land on a runway under
particular meteorological conditions. The Aircraft Approach Category, ADG, and visibility
minimums are combined to form the RRC. Visibility minimums are expressed as Runway Visual
Range (RVR) values of 1200, 2400, and 4000 (corresponding to CAT II, ½ mile, and ¾ mile,
respectively), or as “NPA” for non-precision and visual runways.
ARFF access roads are normally needed to provide unimpeded two-way access for rescue and
fire fighting equipment to potential accident areas. Connecting these access roads, to the extent
practical, with the operational surfaces and other roads will facilitate ARFF operations.
b. All Weather Capability. ARFF access roads are all weather roads designed to
support rescue and fire fighting equipment traveling at normal response speeds. Establish the
widths of the access roads considering the type(s) of rescue and fire fighting equipment
available and planned at the airport. To prevent vehicle tires from tracking foreign object debris
(FOD) onto runways and taxiways, the first 300 feet (91 m) adjacent to a paved operational
surface should be paved. Where an access road crosses a safety area, use the safety area
standards for smoothness and grading control. For other design and construction features, use
local highway specifications.
c. Road Usage. ARFF access roads are special purpose roads that supplement but
do not duplicate or replace sections of a multi-purpose road system. Restricting their use to
rescue and fire fighting access equipment precludes their being a hazard to air navigation.
Jet blast can cause erosion along runway shoulders. Special considerations are needed for
shoulders, blast pads, and in some cases blast fences. Refer to Appendix 3 for information on the
effects and treatment of jet blast.
a. Runway design and separation standards are presented in Table 3–4. The
dimensional standards, and corresponding letters, for a typical airport layout are shown in
Figure 3-43. The separation distances may need to be increased with airport elevation to meet
the ROFZ standards.
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(1) Runway to holdline separation is derived from landing and takeoff flight
path profiles and the physical characteristics of aircraft. Additional holdlines may be required to
prevent aircraft from interfering with the ILS LOC and GS operations.
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NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC): A – IV
(select RDC from pull-down menu at right) Visibility Minimums
Visual Not Lower Not Lower Lower than 3/4
ITEM DIM1 than 1 mile than 3/4 mile mile
(1.6 km) (1.2 km) (1.2 km)
Runway Design
Runway Length A Refer to paragraphs 302 and 305
Runway Width B 150' (46 m) 150' (46 m) 150' (46 m) 150' (46 m)
Shoulder Width 25' (7.5 m) 25' (7.5 m) 25' (7.5 m) 25' (7.5 m)
Blast Pad Width 200' (61 m) 200' (61 m) 200' (61 m) 200' (61 m)
Blast Pad Length 200' (61 m) 200' (61 m) 200' (61 m) 200' (61 m)
Wind Crosswind Component 20 20 20 20
Runway Protection
Runway Safety Area (RSA)
Length beyond departure end R 1000' (305 m) 1000' (305 m) 1000' (305 m) 1000' (305 m)
Length prior to threshold P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width C 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 1000' (305 m) 1000' (305 m) 1000' (305 m) 1000' (305 m)
Length prior to threshold P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width Q 800' (244 m) 800' (244 m) 800' (244 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A 200' (61 m)
Width N/A N/A N/A 800' (244 m)
Approach Runway Protection Zone (RPZ)
Length L 1000' (305 m) 1000' (305 m) 1700' (518 m) 2500' (762 m)
Inner Width W1 500' (152 m) 500' (152 m) 1000' (305 m) 1000' (305 m)
Outer Width W2 700' (213 m) 700' (308 m) 1510' (460 m) 1750' (533 m)
Acres 13.770 13.770 48.978 78.914
Departure Runway Protection Zone (RPZ)
Length L 1000' (305 m) 1000' (305 m) 1000' (305 m) 1000' (305 m)
Inner Width W1 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Outer Width W2 700' (213 m) 700' (213 m) 700' (213 m) 700' (213 m)
Acres 13.770 13.770 13.770 13.770
Runway Separation
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding position 250' (76 m) 250' (76 m) 250' (76 m) 250' (76 m)
Parallel Taxiway/Taxilane centerline D 400' (122 m) 400' (122 m) 400' (122 m) 400' (122 m)
Aircraft parking area G 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Helicopter touchdown pad Refer AC 150/5390-2
to to AC
Refer 150/5390-2
NOTE: Check the online version for the latest updates. Appendix 1 contains non-interactive tables
for all RDCs.
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NOTES:
1. Letters correspond to the dimensions in Figure 3-43.
2. The taxiway/taxilane centerline separation standards are for sea level. At higher elevations, an
increase to these separation distances may be required to keep taxiing and holding aircraft clear of
the OFZ (refer to paragraph 308).
3. For ADG V, the standard runway centerline to parallel taxiway centerline separation distance is
400 feet (122 m) for airports at or below an elevation of 1,345 feet (410 m); 450 feet (137 m) for
airports between elevations of 1,345 feet (410 m) and 6,560 feet (1999 m); and 500 feet (152 m)
for airports above an elevation of 6,560 feet (1999 m).
4. For aircraft approach categories A/B, approaches with visibility less than ½-statute miles (0.8
km), runway centerline to taxiway/taxilane centerline separation increases to 400 feet (122 m).
5. For ADG V, approaches with visibility less than ½-statute mile (0.8 km), the separation distance
increases to 500 feet (152 m) plus required OFZ elevation adjustment.
6. For ADG VI, approaches with visibility less than ¾ statute mile (0.8 km), the separation distance
increases to 500 feet (152 m) plus elevation adjustment. For approaches with visibility less than
½-statute mile (0.8 km), the separation distance increases to 550 feet (168 m) plus required OFZ
elevation adjustment.
7. For ADG III, this distance is increased 1 foot (0.5 m) for each 100 feet (30 m) above 5,100 feet
(1554 m) above sea level.
8. For ADG IV-VI, this distance is increased 1 foot (0.5 m) for each 100 feet (30 m) above sea level.
9. For all ADGs that are aircraft approach categories D and E, this distance is increased 1 foot (0.5
m) for each 100 feet (30 m) above sea level.
10. The RSA length beyond the runway end begins at the runway end when a stopway is not
provided. When a stopway is provided, the length begins at the stopway end.
11. The RSA length beyond the runway end may be reduced to that required to install an Engineered
Materials Arresting System designed to stop the design aircraft exiting the runway end at 70
knots.
12. This value only applies if that runway end is equipped with electronic or visual vertical guidance.
If visual guidance is not provided, use the value for "length beyond departure end."
13. For RDC C/D/E – III runways serving aircraft with maximum certificated takeoff weight greater
than 150,000 pounds (68,040 kg), the standard runway width is 150 feet (46 m), the shoulder width
is 25 feet (7.5 m), and the runway blast pad width is 200 feet (61 m).
14. RDC C/D/E – V and VI normally require stabilized or paved shoulder surfaces.
15. For RDC C-I and C-II, a RSA width of 400 feet (122 m) is permissible.
16. For Airplane Design Group III designed for airplanes with maximum certificated takeoff weight of
150,000 pounds (68,100 kg) or less, the standard runway width is 100 feet (31 m), the shoulder
width is 20 feet (7 m), and the runway blast pad width is 140 feet (43 m).
TDG
1 2 3 4 5 6 7
113
114
P - APPROACH
A - RUNWAY LENGTH
R - DEPARTURE
D
Draft AC 150/5300-13A
Q C RUNWAY CENTERLINE
W G
E
K
J
L
AREA RESERVED FOR H
AIRPORT DEVELOPMENT
RUNWAY
PROTECTION ZONE
W-0
V U RUNWAY CENTERLINE
B
200 FT [61 M] A - RUNWAY LENGTH
NOTES:
1. DIMENSION LETTERS ARE KEYED TO TABLE 3-5, 4-2 AND 4-3.
2. SHADED AREA SURROUNDING TAXIWAYS DELINEATES THE LIMITS OF THE TAXIWAY SAFETY AREA.
5/01/2012
5/01/2012 Draft AC 150/5300-13A
1. Approach Category depends on the approach speed of the aircraft, and ADG is based on wingspan or tail height,
and as shown in paragraph 102.
2. If the runway is designed for small airplanes (12,500 lb. (5670 kg) and under) in Design Group I, this dimension
may be reduced to 125 feet (38 m); however, this dimension should be increased where necessary to
accommodate visual NAVAIDs that may be installed. For example, farming operations should not be allowed
within 25 feet (7.5 m) of a PAPI light box.
3. These dimensions reflect the Threshold Siting Surface (TSS). The TSS cannot be penetrated by any object.
Under these conditions, the TSS is more restrictive than the OFA, and the dimensions shown here are to prevent
penetration of the TSS by crops and farm machinery.
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401. GENERAL.
This chapter presents the design standards for taxiways and taxilanes. It provides guidance on
recommended taxiway and taxilane layouts to enhance safety by avoiding runway incursions.
Taxiway turns and intersections are designed to enable safe and efficient taxiing by airplanes
while minimizing excess pavement. Existing taxiway geometry should be improved whenever
feasible, with emphasis on “hot spots,” which are taxiway intersections that are known to be
confusing to pilots. Each airport is unique, and often it will not be possible to meet all the
recommendations in this chapter. However, strive to meet them whenever possible, and should
consider that removal of existing pavement may be necessary to correct confusing layouts.
Some standards are considered critical, and when applying to projects for which this AC is
mandatory these standards are noted herein by the use of words such as “must.”
a. TDGs. Previous guidance on taxiway design was based only on ADGs. ADGs
are based on wingspan and tail height, but not the dimensions of the aircraft undercarriage. The
design of pavement fillets must consider such undercarriage dimensions. Thus, the following
guidance establishes TDGs, based on the overall MGW and distance from the CMG. See
Figure 4-1.
160
140
COCKPIT TO MAIN GEAR (FEET)
120
TDG-6
TDG-7
100
TDG-5
80
60
TDG-3
40
20
TDG-1 TDG-2 TDG-4
0
0 10 20 30 40 50 60
MAIN GEAR WIDTH (FEET)
LEGEND:
TAXIWAY DESIGN GROUP 1 TAXIWAY DESIGN GROUP 4 TAXIWAY DESIGN GROUP 6
TAXIWAY DESIGN GROUP 2 TAXIWAY DESIGN GROUP 5 TAXIWAY DESIGN GROUP 7
TAXIWAY DESIGN GROUP 3
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b. Design Method.
(1) Taxi Method. Taxiways are designed for “cockpit over centerline” taxiing
with pavement being sufficiently wide to allow a certain amount of wander. The allowance for
wander is provided by the "taxiway edge safety margin," which is measured from the outside of
the landing gear to the pavement edge. Adequate pavement fillets should be provided on turns to
ensure the prescribed taxiway edge safety margin is maintained when the pilot guides the aircraft
around turns while the cockpit follows the centerline. On curved sections, the nose gear will
often be the critical gear. “Judgmental oversteering,” where the pilot must intentionally steer the
cockpit outside the marked centerline, while allowing aircraft to operate on existing taxiways
designed for smaller aircraft, should not be used as a design technique intended to reduce paving
costs. When constructing new taxiways, upgrade existing intersections to eliminate judgmental
oversteering whenever feasible. This will allow pilots to use a consistent taxi method throughout
the airport.
(2) Steering Angle. Taxiways should be designed such that the nose gear
steering angle is no more than 50 degrees, the generally accepted value to prevent excessive tire
scrubbing. This will not always be possible, however, such as in the case of the construction of a
crossover taxiway between existing parallel taxiways.
(5) Runway Incursions. As noted in paragraph 203, the airport designer must
keep basic concepts in mind to reduce the probability of runway incursions through proper
airport geometry. This is particularly important when designing a taxiway system. Some of
these basic concepts that apply to taxiway design are detailed below. Examples of confusing
intersections to be avoided are shown in Figure 4-3 and Figure 4-4. These and other existing
nonstandard conditions should be corrected as soon as practicable.
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D
SEE NOTE
(c) Limit runway crossings. The airport designer can reduce the
opportunity for human error by reducing the need for runway crossings. The benefits of such
design are twofold – through a simple reduction in the number of occurrences, and through a
reduction in air traffic controller workload.
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Draft AC 150/5300-13A 5/01/2012
used as runway entrance or crossing points. A right angle turn at the end of a parallel taxiway is
a clear indication of approaching a runway.
(h) Hot spots. Confusing intersections near runways are more likely to
contribute to runway incursions. These intersections must be redesigned when the associated
runway is subject to reconstruction or rehabilitation. Other hot spots should be corrected as soon
as practicable.
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5/01/2012 Draft AC 150/5300-13A
TAXIWAY G
RU
NW
TAXIWAY
RUNWAY
AY
M
APRON
TAXIWAY
L
TAXIWAY A
TA
XI
W
AY
J
TA
XI
TAXIWAY P
W
AY
K
TAXIWAY R
APRON
(a) Taxiway crossing high-speed exit and (b) Extra-wide throated taxiway leading from the
Wide throated runway entrance apron directly to parallel taxiways and runways
B
RUNWAY
AY
W
TA XI
XIW RU TA
AY NW
P AY AY
TA IW
X
XIW TA B
J
AY
AY
N
W
AY
XI
TAXIWAY K
TA
W
N
U
R
TAXIWAY J5
J
AY
TAX
W
IWA
XI
YJ
TA
R
U
N
W
AY
BOARDING
AREA D
TAXIWAY
J1
L1
AY
J
W
AY
XI
W
TA
AY
XI
P
TA
N
TA
NW
AY
AY
XI
XIW
W
RU
XIW
AY
APRON
TA
APRON
L
TA
(c) Taxiway intersection exceeds "3-node" concept (d) Taxiway intersecting multiple runways
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Draft AC 150/5300-13A 5/01/2012
RUNWAY
TAXIWAY D-2
TAXIWAY D-1
9
RU
NW
AY
TAXIWAY D TAXIWAY D
TA
XI
W
AY
H
APRON TA
XIW
TAXIWAY HF
N AY
RUNWAY
C
AY
XIW
AY
TAX
NW
TA
TAXIWAY WP
IWA
RU
TAXIWAY HF
YN
TA
XIW
P AY
R
36 TAXIWAY WQ
AXIW
AY P
R
T
AY
NW
TAXIWAY WR TAXIWAY A
RU
(f) Two or more taxiway entrances (g) "Y" Shaped taxiway crossing a runway
lacking "No Taxi" islands
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5/01/2012 Draft AC 150/5300-13A
A basic airport consists of a runway with a full length parallel taxiway, an apron, and taxiways
connecting the runway, parallel taxiway, and apron. To accommodate high density traffic,
airport planners should consider multiple access points to runways through the use of multiple
parallel taxiways. For example, to facilitate ATC handling when using directional flow releases,
e.g., south departure, west departure, etc., aircraft may be selectively queued on dual (or even
triple) parallel taxiways. A dual parallel taxiway (Figure 4-5) need not extend the full length of
runway.
CL TAXIWAY
CL TAXIWAY
CL RUNWAY
CL TAXIWAY
CL TAXIWAY
CL RUNWAY
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Draft AC 150/5300-13A 5/01/2012
DIM
ADG
(See
ITEM
Figure
I II III IV V VI
3-43)
TAXIWAY PROTECTION
49 ft 79 ft 118 ft 171 ft 214 ft 262 ft
TSA E
(15 m) (24 m) (36 m) (52 m) (65 m) (80 m)
89 ft 131 ft 186 ft 259 ft 320 ft 386 ft
Taxiway OFA
(27 m) (40 m) (57 m) (79 m) (98 m) (118 m)
79 ft 115 ft 162 ft 225 ft 276 ft 334 ft
Taxilane OFA
(24 m) (35 m) (49 m) (69 m) (84 m) (102 m)
TAXIWAY SEPARATION
Taxiway Centerline to Parallel 69 ft 105 ft 158 ft 215 ft 267 ft 324 ft
1 J
Taxiway/Taxilane Centerline (21 m) (32 m) (48 m) (66 m) (81 m) (99 m)
Taxiway Centerline to Fixed or 44.5 ft 65.5 ft 97 ft 129.5 ft 160 ft 193 ft
K
Movable Object (14 m) (20 m) (30 m) (39 m) (49 m) (59 m)
Taxilane Centerline to Parallel 64 ft 97 ft 146 ft 195 ft 245 ft 298 ft
1
Taxilane Centerline (20 m) (30 m) (45 m) (59 m) (75 m) (91 m)
Taxilane Centerline to Fixed or 39.5 ft 57.5 ft 84 ft 112.5 ft 138 ft 167 ft
Movable Object (12 m) (18 m) (26 m) (34 m) (42 m) (51 m)
WINGTIP CLEARANCE
20 ft 26 ft 35 ft 44 ft 53 ft 62 ft
Taxiway Wingtip Clearance
(6 m) (8 m) (10.5 m) (13 m) (16 m) (19 m)
15 ft 18 ft 23 ft 27 ft 31 ft 36 ft
Taxilane Wingtip Clearance
(5 m) (5 m) (7 m) (8 m) (9 m) (11 m)
NOTE:
1. These values are based on wingtip clearances. If 180 degree turns between parallel taxiways are needed, use
this dimension or the dimension specified in Table 4–2, whichever is larger.
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5/01/2012 Draft AC 150/5300-13A
DIM
TDG
(See
ITEM
Figure
1 2 3 4 5 6 7
4-6
25 ft 35 ft 50 ft 50 ft 75 ft 75 ft 82 ft
Taxiway Width W
(7.5 m) (10.5 m) (15 m) (15 m) (23 m) (23 m) (25 m)
5 ft 7.5 ft 10 ft 10 ft 15 ft 15 ft 15 ft
Taxiway Edge Safety Margin M
(1.5 m) (2 m) (3 m) (3 m) (5 m) (5 m) (5 m)
10 ft 10 ft 20 ft 20 ft 25 ft 35 ft 40 ft
Taxiway Shoulder Width
(3 m) (3 m) (6 m) (6 m) (7.5m) (10.5 m) (12 m)
Taxiway/Taxilane Centerline
69 ft 69 ft 160 ft 160 ft 240 ft 350 ft 350 ft
to Parallel Taxiway/Taxilane
1 (21 m) (21 m) (49 m) (49 m) (73 m) (107 m) (107 m)
Centerline
See Table 4–3, Table 4–4, Table 4–5, Table 4–6,
TAXIWAY FILLET DIMENSIONS
Table 4–7, and Table 4–8
NOTE:
1. Use this dimension or the dimension specified in Table 4–1, whichever is larger, when 180 degree turns are
required.
Pavement width requirements for taxiing airplanes are based TDG, which in turn is based on the
dimensions of the airplane’s undercarriage, that is, the overall MGW and the distance from the
CMG. The minimum width for straight segments and the width of pavement fillets on turns
ensure that the required taxiway edge safety margin is maintained for all maneuvers. Pavement
width requirements for each TDG are summarized in Table 4–3 through Table 4–8 for standard
taxiway intersection angles. Use standard taxiway intersection angles when possible. Non-
standard intersection angles will require specific design.
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Draft AC 150/5300-13A 5/01/2012
TAXIWAY EDGE
SAFETY MARGIN
(M)
TAXIWAY
PAVEMENT MAIN GEAR
WIDTH CL WIDTH (MGW)
(W)
TAXIWAY EDGE
SAFETY MARGIN
COCKPIT TO (M)
MAIN GEAR
(CMG)
NOTES:
1. MAIN GEAR WIDTH AS DEFINED IN THIS AC IS THE DISTANCE BETWEEN OUTSIDE OF TIRES
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5/01/2012 Draft AC 150/5300-13A
R-FILLET
R-CL
R-OUTER
W-0
W-1 W-2
L-3 L-1
L-2
TDG 1
Intersection Angle 30 45 60 90 120 135 150 180
W-0 12.5 12.5 12.5 12.5 12.5 12.5 12.5 12.5
W-1 15 16 17 20 22 22 23 17
W-2 N/A N/A N/A N/A N/A N/A N/A N/A
W-3 N/A N/A N/A N/A N/A N/A N/A 35
L-1 4 7 10 20 37 54 87 32
L-2 15 20 25 30 30 30 30 25
L-3 N/A N/A N/A N/A N/A N/A N/A N/A
R-Fillet 0 0 0 0 0 0 0 18
R-CL 25 25 25 25 25 25 25 35
R-Outer 70 50 45 40 38 38 38 N/A
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Draft AC 150/5300-13A 5/01/2012
TDG 2
Intersection Angle 30 45 60 90 120 135 150 180
W-0 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5
W-1 20 22 23 25 25 25 25 25
W-2 N/A N/A N/A N/A N/A N/A N/A N/A
W-3 N/A N/A N/A N/A N/A N/A N/A 54
L-1 5 9 13 25 58 82 128 35
L-2 25 35 35 40 35 35 35 35
L-3 N/A N/A N/A N/A N/A N/A N/A N/A
R-Fillet 0 0 0 0 10 10 10 10
R-CL 35 35 35 30 35 35 35 35
R-Outer 65 60 55 48 52 5223 52 N/A
TDGs 3 & 4
Intersection Angle 30 45 60 90 120 135 150 180
W-0 25 25 25 25 25 25 25 25
W-1 30 30 30 30 30 35 35 35
W-2 35 40 45 50 50 51 55 62
W-3 N/A N/A N/A N/A N/A N/A N/A 96
L-1 9 17 26 50 122 173 283 60
L-2 50 55 70 80 80 50 55 60
L-3 90 100 100 100 90 120 125 130
R-Fillet 0 0 0 0 25 25 25 20
R-CL 75 75 75 60 75 75 80 80
R-Outer TDG-3 200 155 135 98 105 103 107 N/A
R-Outer TDG-4 130 100 100 87 100 100 105 N/A
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5/01/2012 Draft AC 150/5300-13A
TDG 5
Intersection Angle 30 45 60 90 120 135 150 180
W-0 37.5 37.5 37.5 37.5 37.5 37.5 37.5 37.5
W-1 40 45 45 45 50 50 45 50
W-2 52 60 65 65 72 73 73 88
W-3 N/A N/A N/A N/A N/A N/A N/A 150
L-1 14 25 37 103 191 276 440 96
L-2 120 90 95 90 70 70 100 90
L-3 100 165 180 180 210 215 180 185
R-Fillet 0 0 0 50 50 50 50 35
R-CL 110 110 110 95 115 120 120 120
R-Outer 380 250 200 165 160 160 160 N/A
TDG 6
Intersection Angle 30 45 60 90 120 135 150 180
W-0 37.5 37.5 37.5 37.5 37.5 37.5 37.5 37.5
W-1 45 45 50 55 55 55 60 60
W-2 60 71 82 87 100 108 115 105
W-3 N/A N/A N/A N/A N/A N/A N/A 187
L-1 16 30 47 124 241 358 584 142
L-2 130 170 165 130 145 150 135 120
L-3 280 285 315 365 370 375 400 395
R-Fillet 0 0 0 50 50 50 50 75
R-CL 150 150 150 130 155 165 170 175
R-Outer 400 300 265 200 207 210 212 N/A
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Draft AC 150/5300-13A 5/01/2012
TDG 7
Intersection Angle 30 45 60 90 120 135 150 180
W-0 41 41 41 41 41 41 41 41
W-1 50 50 55 55 60 60 55 60
W-2 65 75 85 77 95 104 107 105
W-3 N/A N/A N/A N/A N/A N/A N/A 184
L-1 17 31 49 151 246 372 594 141
L-2 110 155 135 110 110 145 165 120
L-3 360 355 390 410 450 480 410 450
R-Fillet 0 0 0 95 60 60 60 75
R-CL 150 150 150 130 155 165 170 175
R-Outer 400 300 270 205 210 215 215 N/A
b. Three Node Concept. Good airport design practices keep taxiway intersections
simple by reducing the number of taxiways intersecting at a single location. Complex
intersections increase the possibility of pilot error. The “3 node concept” means that a pilot is
presented with no more than 3 choices at an intersection – ideally, left, right and straight ahead.
In addition, the extra pavement required often precludes proper positioning of signs.
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5/01/2012 Draft AC 150/5300-13A
TERMINAL APRON
CL TAXIWAY
CL RUNWAY
TERMINAL APRON
CL TAXIWAY
CL RUNWAY
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Draft AC 150/5300-13A 5/01/2012
Crossover taxiways between parallel taxiways increase flexibility. While the minimum distance
between parallel taxiways is based on ADG (see Table 4–1), this dimension must often be
increased based on TDG (see Table 4–2) if crossover taxiways are to be used for 180 degree
turns (e.g. landing aircraft will reverse direction to taxi to the ramp). This is due to the need to
avoid nose gear steering angles of more than 50 degrees. See Figure 4-10 and Table 4–3 through
Table 4–8, for dimensions of crossover taxiways used for 180 degree turns. The design of the
taxiway system should minimize the need for 180 degree turns, as these require a wide expanse
of pavement that makes signing less effective. It may be possible to accommodate 180 degree
turns between existing parallel taxiways with lesser separation by increasing fillets and requiring
higher nose gear steering angles. Avoid aligning crossover taxiways with entrance or exit
taxiways, except at high speed exits where such a configuration is necessary to facilitate taxiing
on the outer parallel opposite the landing direction.
W-3
W-0
R-FILLET R-CL
W-2
W-0 W-1
ATC personnel at busy airports encounter occasional bottlenecks when moving aircraft ready for
departure to the desired takeoff runway. Bottlenecks result when a preceding aircraft is not
ready for takeoff and blocks the access taxiway. Bypass taxiways provide flexibility in runway
use by permitting ground maneuvering of steady streams of departing aircraft. An analysis of
existing and projected traffic should be performed to indicate if a bypass taxiway will enhance
traffic flow. Bypass taxiways are located at or near the runway end. They are parallel to the
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5/01/2012 Draft AC 150/5300-13A
main entrance taxiway serving the runway, as shown in Figure 4-11, or used in combination with
the dual parallel taxiways, as depicted in Figure 4-5. While the island between the entrance
taxiway and the bypass taxiway may be paved, it must be marked to clearly identify the area as
closed to aircraft. Constructability and maintenance concerns may make the use of artificial turf
for this application economical.
CL TAXIWAY
NO TAXIWAY
ISLAND
CL RUNWAY
a. Right Angle. Right-angle intersections are the standard for all runway/taxiway
intersections, except where there is a need for high-speed exit taxiways and for taxiways parallel
to crossing runways. Right-angle taxiways provide the best visual perspective to a pilot
approaching an intersection with the runway to observe aircraft in both the left and right
directions. They also provide the optimum orientation of the runway holding position signs so
they are visible to pilots. FAA studies indicate the risk of a runway incursion increases
exponentially on angled (less than or greater than 90 degrees) taxiways used for crossing the
runway.
b. Acute Angle. Acute angles should not be larger than 45 degrees from the
runway centerline. A 30-degree taxiway layout should be reserved for high speed exit taxiways.
The use of multiple intersecting taxiways with acute angles creates pilot confusion and
improper positioning of taxiway signage.
c. Taxiways must never coincide with the intersection of two runways. Taxiway
configurations with multiple taxiway and runway intersections in a single area create large
expanses of pavement making it difficult to provide proper signage, marking and lighting.
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Draft AC 150/5300-13A 5/01/2012
These expansive pavement areas and numerous markings for taxiway (yellow) and runway
(white) centerline and edge markings lead to pilot disorientation.
a. Dual Use. Each runway end must be served by an entrance taxiway, which also
serves as the final exit taxiway. Connect entrance taxiways to the runway end at a right angle.
Right-angle taxiways provide the best visual perspective to a pilot approaching an intersection
with the runway to observe aircraft in both the left and right directions, on the runway and on
approach. This is critical at airports without control towers, but still highly desirable at airports
with control towers. The right-angle also provides for the optimum orientation of the runway
holding position signs so they are visible to the taxiing aircraft. See Figure 4-12.
CL TAXIWAY
CL RUNWAY
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5/01/2012 Draft AC 150/5300-13A
Exit taxiways should permit free flow to the parallel taxiway or at least to a point where the
aircraft is completely clear of the hold line.
a. Exit Angle. Runway exit taxiways are classified as “right angle” or “acute
angle.” When the design peak hour traffic is less than 30 operations (landings and takeoffs), a
properly located right-angled exit taxiway will achieve an efficient flow of traffic. A decision
to provide a right-angled exit taxiway or acute-angled exit taxiway rests upon an analysis of the
existing and contemplated traffic. Advantages of a right angle exit taxiway are that it can be
used for landings in both directions and as a runway crossing point. Avoid designs that
encourage pilots to turn more than 90 degrees to exit the runway, as this abrupt angle requires
the pilot to slow down considerably on the runway to negotiate the turn, resulting in additional
runway occupancy time. Avoid designs that encourage use of an acute angle exit taxiway as a
runway entrance or runway crossing point, as this does not provide a pilot with the best view of
the runway in both directions.
c. Separation. The type of exit taxiway influences runway and taxiway separation.
Table 3–4 provides runway/taxiway separations that are satisfactory for right angle exit
taxiways. Use Table 3–5 for an efficient high speed exit taxiway that includes a curve for
operations where the aircraft must taxi in the direction opposite from landing.
d. Configuration.
(1) Right Angle Exits. Figure 4-13 illustrates the configuration for a right
angle exit taxiway. Fillets for right angle exit taxiways can be designed by overlaying a standard
taxiway intersection on the runway/taxiway intersection, as shown.
(2) High Speed Exits. Figure 4-14, Figure 4-15, and Figure 4-16 illustrate
standard high-speed exit taxiways with a 30-degree angle of intersection. The radius of the exit
from the runway should always be 1500 feet (457 m), as a pilot would not be able to discern the
difference between a smaller radius and that of a standard high-speed exit, possibly resulting in
excessive speed in the turn. If a back turn is necessary when the runway to taxiway separation is
less than shown in Table 3–5, it is necessary to use a radius that will require a nose gear steering
angle of more than 50 degrees for longer aircraft and to increase pavement fillets. (See
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Draft AC 150/5300-13A 5/01/2012
paragraph 417 for guidance on fillet design.) Figure 4-17 shows an exit design that will require a
nose gear steering angle of up to 70 degrees for the longest aircraft. Note that in all cases the
fillet for the reverse turn is designed considering that the exit taxiway is “one way.” When
runway capacity needs justify the additional cost, high visibility taxiway centerline lights can be
added and the exit taxiway widened by doubling the taxiway edge safety margin for the entire
exit taxiway. These design enhancements will increase pilot acceptance of an exit. Do not co-
locate opposite direction high speed exit taxiways as shown in Figure 4-18, as the wide expanse
of pavement adjacent to the runway precludes proper lighting and signs. Instead, separate high
speed exit taxiways as shown in Figure 4-19.
OVERLAY OF A STANDARD
TAXIWAY INTERSECTION
RUNWAY
TAXIWAY
136
5/01/2012 Draft AC 150/5300-13A
200
[61]
R 170 [52]
R 600 [183]
R 105 [32]
R 216 [66]
R 150 [46]
85 [26]
49 [15] 51 [15.5]
82 [25]
354 [108] 141 [43] 632 [193] 167 [51] 369 112]
NOTES:
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Draft AC 150/5300-13A 5/12/2012
150
[46]
30°
23 [7]
400
[122]
R 150 [46] R 120 [37]
43 [13] 50 [15]
62 [19] 59 [18]
75
[23]
NOTES:
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5/01/2012 Draft AC 150/5300-13A
150
[46]
30°
23 [7]
400
[122]
R 150 [46] R 120 [37]
43 [13] 50 [15]
62 [19] 59 [18]
75
[23]
NOTES:
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Draft AC 150/5300-13A 5/12/2012
150
[46]
30°
20 [6]
R 135 [41]
400 R 50 [15]
[122]
R 120 [37] R 1,500 [457]
R 150 [46]
R 1,500 [457]
19 [6]
109 [33]
43 [13]
62 [19]
75
[23]
NOTES:
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5/01/2012 Draft AC 150/5300-13A
CL TAXIWAY
CL RUNWAY
INADVISABLE CO-LOCATION
OF HIGH-SPEED TAXIWAY EXITS
CREATING MORE PAVEMENT AREA
CL TAXIWAY
CL RUNWAY
RECOMMENDED SEPARATION OF
HIGH-SPEED TAXIWAY EXITS
(2) When the runway is dry and the exit is right angled, 100 percent of S, 98
percent of T, 8 percent of L, and 0 percent of H aircraft; and
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Draft AC 150/5300-13A 5/01/2012
(3) When the runway is dry and the exit is acute angled, 100 percent of S, 98
percent of T, 26 percent of L, and 3 percent of H aircraft.
When selecting the location and type of exit, both the wet and dry runway conditions along with
a balance between increases and decreases in runway occupancy time should be considered.
Table 4–9 does not include any correction for elevation.
0 ft (0 m) 0 0 0 0 0 0 0 0 0 0 0 0
500 ft (152 m) 0 0 0 0 0 0 0 0 1 0 0 0
1000 ft (305 m) 4 0 0 0 6 0 0 0 13 0 0 0
1500 ft (457 m) 23 0 0 0 39 0 0 0 53 0 0 0
2000 ft (610 m) 60 0 0 0 84 1 0 0 90 1 0 0
2500 ft (762 m) 84 1 0 0 99 10 0 0 99 10 0 0
3000 ft (914 m) 96 10 0 0 100 39 0 0 100 40 0 0
3500 ft (1067 m) 99 41 0 0 100 81 2 0 100 82 9 0
4000 ft (1219 m) 100 80 1 0 100 98 8 0 100 98 26 3
4500 ft (1372 m) 100 97 4 0 100 100 24 2 100 100 51 19
5000 ft (1524 m) 100 100 12 0 100 100 49 9 100 100 76 55
5500 ft (1676 m) 100 100 27 0 100 100 75 24 100 100 92 81
6000 ft (1829 m) 100 100 48 10 100 100 92 71 100 100 98 95
6500 ft (1981 m) 100 100 71 35 100 100 98 90 100 100 100 99
7000 ft (2134 m) 100 100 88 64 100 100 100 98 100 100 100 100
7500 ft (2286 m) 100 100 97 84 100 100 100 100 100 100 100 100
8000 ft (2438 m) 100 100 100 93 100 100 100 100 100 100 100 100
8500 ft (2591 m) 100 100 100 99 100 100 100 100 100 100 100 100
9000 ft (2743 m) 100 100 100 100 100 100 100 100 100 100 100 100
S - Small, single engine 12,500 lbs (5670 kg) or less
T - Small, twin engine 12,500 lbs (5670 kg) or less
L - Large 12,500 lbs (5670 kg) to 300,000 lbs (136080 kg)
H - Heavy 300,000 lbs
Providing holding bays instead of bypass taxiways can enhance capacity. Holding bays provide
a standing space for aircraft awaiting clearance and to permit those aircraft already cleared to
move to their runway takeoff position. A holding bay should be provided when runway
operations reach a level of 30 per hour.
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5/01/2012 Draft AC 150/5300-13A
b. Design. Holding bays should be designed to allow aircraft to bypass one another
to taxi to the runway. Figure 4-20 shows two typical holding bay configurations. There are
advantages and disadvantages to both. The upper figure shows a holding bay with clearly
marked entrances/exits. Each parking area is independent, with the ability for aircraft to bypass
others both on entrance and exit. Islands between the parking positions provide additional cues
to pilots, and costs may be saved if the decrease in pavement offsets the increased complexity of
construction. Wingtip clearance is assured. A disadvantage is that each parking position needs
to be designed for the largest aircraft. Note that with the typical tight turns required, holding
aircraft will often not be in line with the taxiway centerline. The lower figure shows a holding
bay with a wide expanse of pavement adjacent to the taxiway. Aircraft entering the holding bay
stack up nose to tail, but can exit independently if sufficient space is left between aircraft.
Advantages to this design are flexibility to accommodate various aircraft and ease of
construction. However, ensuring wingtip clearance is left to the pilot. Figure 4-21 depicts a
poor design of a holding bay, with a long hold line.
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Draft AC 150/5300-13A 5/01/2012
CL RUNWAY
HOLD LINE
At low traffic general aviation airports, turnarounds may be considered during initial runway
development as an alternative to a full or partial parallel taxiway (see Figure 4-22). The
geometry of the turnaround must be consistent with the applicable ADG and TDG. The designer
must weigh whether initial construction of a turnaround is the best option for the airport because
a moderate increase in cost may allow the construction of a partial parallel taxiway, which could
be expanded as the airport's needs grow.
CL RUNWAY
HOLD LINE
CL FUTURE TAXIWAY
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5/01/2012 Draft AC 150/5300-13A
There is often a need for through-taxi routes across an apron and to provide access to gate
positions or other terminal areas. ATCT personnel require a clear LOS to all apron taxiways and
taxilanes under their control. For taxilanes not under their control, a clear LOS to taxilanes is
desirable.
a. Apron Taxiways. Apron taxiways may be located either inside or outside the
movement area. Apron taxiways require the same separations as other taxiways. When an
apron taxiway is along the edge of the apron, locate its centerline inward from the apron edge at
a distance equal to one-half the width of the required taxiway width. Shoulder requirements
apply along the outer edge.
b. Taxilanes. Taxilanes are usually, but not always, located outside the movement
area, providing access from taxiways (usually an apron taxiway) to aircraft parking positions
and other terminal areas. Taxilanes are designed for low speed (approximately 15 mph) and
precise taxiing. It is these considerations that make reduced clearances acceptable. The
anticipated use of the pavement by pilots determines whether taxiway or taxilane design
standards apply. When the taxilane is along the edge of the apron, locate its centerline inward
from the apron edge at a distance equal to one-half of the required width of the taxilane.
Shoulder requirements apply along the outer edge.
In an effort to increase operational capacity, airports have added dual and sometimes triple
parallel runways, which can cause delays when outboard runway traffic has to cross active
inboard runways to make its way to the terminal. To improve efficiency and provide a safe
means of movement from one side of a runway to the other, it might be feasible to construct a
taxiway that allows aircraft to taxi around the end of the runway. When constructed to allow an
aircraft to cross the extended centerline of the runway without specific clearance from ATC, this
type of taxiway is called an EAT. See Figure 4-23. These operations may introduce certain
risks, so it is necessary for planners to work closely with the FAA prior to considering the use of
an EAT. Before EAT projects are proposed and feasibility studies and/or design started, they
must be pre-approved by the FAA Office of Airport Safety and Standards, Airport Engineering
Division (AAS-100). Submission for project approval is through the local FAA Airports
Regional or District Office.
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Draft AC 150/5300-13A 5/01/2012
requires the net takeoff flight path to clear all obstacles either by a height of at least 35 feet
(10.5 m) vertically, or by at least 200 feet (61 m) horizontally within the airport boundaries. In
addition, the EAT must be entirely outside of any ILS critical area.
b. Visual screen. The placement and configuration of EATs must take into
account additional restrictions to prevent interfering with NAVAIDs, approaches and departures
from the runway(s) with which they are associated. In order to avoid potential issues where
pilots departing from a runway with an EAT might mistake an aircraft taxiing on the EAT for
one actually crossing near the DER, a visual screen may be required, depending on the elevation
changes at a specific location. Through a partial or complete masking effect, the visual screen
will enable pilots to better discern when an aircraft is crossing the active runway versus
operating on the EAT. The intent is to eliminate any false perceptions of runway incursions,
which could lead to unnecessary aborted takeoffs, and alert pilots to actual incursion situations.
Research has shown that “masking” is accomplished at a height where the wing-mounted
engine nacelle of an aircraft on the EAT would be blocked from view as discerned from the V1
point during takeoff. Do not locate the visual screen structure within any RSA, taxiway OFA,
or ILS critical area. The screen also must not penetrate the inner approach OFZ, the approach
light plane or other TERPS surfaces. The design of the visual screen and siting of visual aids
are co-dependent. Refer to Appendix 4 for detailed planning and design standards guidance on
EAT screens.
146
1500 FT [457 M]
5/01/2012
END AROUND
TAXIWAY
CENTRAL
PORTION
300 FT
OF DEPARTURE
[91 M]
SURFACE
RUNWAY
De
VISUAL SCREEN
TAXIWAY
NOTE: END AROUND TAXIWAY FOR ADG-II, WITH A DER ELEVATION EQUAL TO EAT ELEVATION.
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Draft AC 150/5300-13A
148
1800 FT [548 M]
DISTANCE MAY VARY
Draft AC 150/5300-13A
400 FT
[122 M]
RUNWAY
VISUAL SCREEN
TAXIWAY
END AROUND
TAXIWAY
An aligned taxiway is one whose centerline coincides with a runway centerline. Such taxiways
place a taxiing aircraft in direct line with aircraft landing or taking off. The resultant inability to
use the runway while the taxiway is occupied, along with the possible loss of situational
awareness by a pilot, preclude the design of these taxiways. Existing aligned taxiways should be
removed as soon as practicable.
Unprotected soils adjacent to taxiways are susceptible to erosion, which can result in engine
ingestion problems for jet engines that overhang the edge of the taxiway pavement. A dense,
well-rooted turf cover can prevent erosion and support the occasional passage of aircraft,
maintenance equipment, or emergency equipment under dry conditions. Soil with turf not
suitable for this purpose requires a stabilized or low cost paved surface. Paved shoulders are
required for taxiways, taxilanes and aprons accommodating ADG-III and higher aircraft. Turf,
aggregate-turf, soil cement, lime or bituminous stabilized soil are recommended adjacent to
paved surfaces accommodating ADG-I and ADG-II aircraft.
a. Shoulder and Blast Pad Dimensions. Paved shoulders should run the full
length of the taxiway(s). Blast pads at runway ends should extend across the full width of the
runway plus the shoulders. Table 4–2 presents taxiway shoulder width standards. Unusual
local conditions may justify increases to these standard dimensions.
Design pavement fillets at taxiway intersections to accommodate all TDGs up to the highest
TDG intended to be accommodated at the airport. Figure 4-7 and Figure 4-10 illustrate the
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Draft AC 150/5300-13A 5/01/2012
dimensions necessary to provide the minimum pavement necessary for taxiway fillets. Table 4–
3 through Table 4–8 provide values for the variables in Figure 4-7 and Figure 4-10 for taxiway
intersections with standard angles of 30, 45, 60, 90, 120, 135, 150 and 180 degrees. The designs
also apply to taxiway-apron intersections. Plan taxiway intersections to require a turn of no more
than 90 degrees whenever possible. Obtuse angle turns require a much larger fillet to
accommodate the main gear. The design should consider constructability and maintenance, and
it will often be preferable to construct more pavement than the minimum required to maintain the
taxiway edge safety margin. However, excess fillet pavement and islands between areas where
pavement is not required should be marked as unusable. This allows installation of lighting and
signs that would otherwise be far from a pilot’s eye. Make provisions to locate lighting and
signs where they would be installed if the excess pavement did not exist. Also, when upgrading
an existing intersection, it may be more efficient to construct additional pavement rather than
relocate existing centerline lighting. The use of Computer Aided Design (CAD) in lieu of Table
4–3 through Table 4–8 to model aircraft movements is acceptable and may be necessary for
intersections with nonstandard angles.
a. LOS for Intersecting Taxiways. There are no LOS requirements for taxiways.
However, the sight distance along a runway from an intersecting taxiway needs to be sufficient
to allow a taxiing aircraft to safely enter or cross the runway. See paragraph 207.c regarding
taxiways within the runway visibility zone.
b. TSAs. Figure 4-25 illustrates the transverse gradient standards. Use the
minimum transverse grades consistent with drainage requirements. The longitudinal and
transverse gradient standards for taxiways and TSAs are as follows:
(1) The maximum longitudinal grade is 2.0 percent for Aircraft Approach
Categories A and B and 1.50 percent for Aircraft Approach Categories C and D. Minimum
longitudinal grades are desirable.
(3) When longitudinal grade changes are necessary, the vertical curves are
parabolic. The minimum length of the vertical curve is 100 feet (30 m) for each 1.0 percent of
change.
(5) When developing the longitudinal gradient of a parallel taxiway (or any
taxiways functioning as parallel taxiways while not exactly parallel), the design of a parallel
taxiway should consider potential future connecting taxiways. The longitudinal gradient of such
connecting taxiways should be developed as necessary to confirm that taxiway design standards
can be satisfied.
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(6) Figure 4-25 and Figure 4-26 present maximum and minimum transverse
grades for taxiways. Keep transverse grades to a minimum and consistent with local drainage
requirements. The ideal configuration is a center crown with equal, constant transverse grades
on either side. However, an off-center crown, different grades on either side, and changes in
transverse grade of no more than 0.5 percent are permissible.
(7) Elevation of the concrete bases for NAVAIDs located in the TSA must not
be higher than 3 inches (76 mm) above the finished grade. Other grading requirements for
NAVAIDs located in the TSA are, in most cases, more stringent than those stated above. See
Chapter 6.
151
152
TAXIWAY SAFETY AREA
NOTES:
1. A 1.5 IN [38 mm] PAVEMENT EDGE DROP MUST BE USED BETWEEN PAVED AND UNPAVED SURFACES.
2. MAINTAIN A 5.00% GRADE FOR 10 FT [3 M] OF UNPAVED SURFACE ADJACENT TO THE PAVED SURFACE.
3. DRAINAGE IMPROVEMENTS SUCH AS SHARPLY SLOPED DITCHES, VERTICAL INLETS OR HEADWALLS MUST
NOT BE LOCATED WITHIN THE SAFETY AREA. DITCH SECTIONS MUST MEET LONGITUDINAL AND TRANSVERSE
SAFETY AREA GRADING REQUIREMENTS AND MAY NOT INCLUDE CHANNEL LININGS SUCH AS RIPRAP.
NOTES:
1. A 1.5 IN [38 mm] PAVEMENT EDGE DROP MUST BE USED BETWEEN PAVED AND UNPAVED SURFACES.
2. MAINTAIN A 5.00% GRADE FOR 10 FT [3 M] OF UNPAVED SURFACE ADJACENT TO THE PAVED SURFACE.
3. DRAINAGE IMPROVEMENTS SUCH AS SHARPLY SLOPED DITCHES, VERTICAL INLETS OR HEADWALLS MUST
NOT BE LOCATED WITHIN THE SAFETY AREA. DITCH SECTIONS MUST MEET LONGITUDINAL AND TRANSVERSE
SAFETY AREA GRADING REQUIREMENTS AND MAY NOT INCLUDE CHANNEL LININGS SUCH AS RIPRAP.
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Draft AC 150/5300-13A 5/01/2012
CL TAXIWAY
L TO TAXIWAY CL
SEPARATION DISTANCE
WINGTIP CLEARANCE
TAXIWAY C
CL TAXIWAY
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WINGTIP CLEARANCE
SEPARATION DISTANCE
TAXIWAY CL TO OBJECT
TAXIWAY PAVEMENT
OBJECT FREE AREA
WIDTH
CL TAXIWAY
TAXIWAY
SAFETY
AREA
WINGTIP CLEARANCE
OBJECT
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Draft AC 150/5300-13A 5/01/2012
OBJECT
WINGTIP CLEARANCE
APRON
SEPARATION DISTANCE
FROM CL APRON
TAXIWAY TO OBJECT
OBJECT FREE AREA
SAFETY
AREA
EDGE OF APRON
WINGTIP CLEARANCE
OBJECT
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5/01/2012
SERVICE ROAD
1.1 WINGSPAN
SERVICE ROAD
+ 10 FT [3 M]
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Draft AC 150/5300-13A 5/01/2012
b. Taxiway and Taxilane Object Free Area (TOFA). The taxiway and taxilane
OFAs are centered on the taxiway and taxilane centerlines as shown in Figure 4-28, Figure
4-29, and Figure 4-30.
(1) The taxiway and taxilane OFA clearing standards prohibit service vehicle
roads, parked aircraft, and other objects, except for objects that need to be located in the OFA for
air navigation or aircraft ground maneuvering purposes. Vehicles may operate within the OFA
provided they give right of way to oncoming aircraft by either maintaining a safe distance ahead
or behind the aircraft or by exiting the OFA to let the aircraft pass. Provide vehicular exiting
areas along the outside of the OFA where required. Table 4–1 specifies the standard dimensions
for OFAs.
(2) The width of the OFA must be increased at intersections and turns where
curved taxiway or taxilane centerline pavement markings, reflectors, or lighting are provided.
OFA standards must be met for a distance of (0.7WS - 0.5TW + 10) feet from the pavement
edge, based on standard fillet design, where WS is the maximum wingspan of the ADG and TW
is the taxiway width.
(1) cleared and graded and have no potentially hazardous ruts, humps,
depressions, or other surface variations;
(4) free of objects, except for objects that need to be located in the TSA
because of their function. Objects higher than 3 inches (76 mm) above grade must be
constructed on LIR supports (frangible mounted structures) of the lowest practical height with
the frangible point no higher than 3 inches (76 mm) above grade. Other objects, such as
manholes, should be constructed at grade. In no case may their height exceed 3 inches (76 mm)
above grade.
420. MARKINGS/LIGHTING/SIGNS.
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421. ISLANDS.
From the air, as well as on the pavement surface, large expanses of pavement can be confusing.
Install well defined islands between taxiways and between taxiways and runways to contribute to
better situational awareness. Grass islands are preferred as they provide clear contrast with
pavement, however ease of construction and/or difficulty in mowing or removing snow may
make paving these areas preferable. In such cases, islands must be clearly marked as unusable
pavement through the installation of artificial turf or by painting the entire island green.
Provisions must be made for the installation of lighting and vertical signs. See AC 150/5370-15.
Jet blast can cause serious erosion along taxiway shoulders. Special considerations are needed
for shoulders, blast pads, and in some cases blast fences. See paragraph 416 for guidance on
taxiway shoulders. Refer to Appendix 3 for information on the effects and treatment of jet blast.
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Chapter 5. APRONS
501. BACKGROUND.
This chapter is intended to present design concepts related to aprons. An apron is normally
located in the non-movement area near or adjacent to the terminal area. The function of an apron
is to accommodate aircrafts during loading and unloading of passengers and or cargo. Activities
such as fueling, maintenance and short term parking do take place at an apron. Apron layout
depends directly on aircraft gate positions and movement patterns between terminals including
the operational demands of the airfield. Well laid-out aprons do minimize runway incursions
and effectively expedite aircraft services. Please refer to Appendix 5 for a more concentrated
discussion regarding general aviation aprons and general aviation hangars.
a. Terminal Aprons.
(1) Passenger apron. This apron area is meant to be close to the passenger
terminal where passengers board and deplane from an aircraft. The apron must accommodate
aircraft service activities. Fueling, routine maintenance, loading and unloading luggage and
cargo are typical passenger apron activities. Airport designers are normally concerned about the
practicality of the apron service movement areas and capacity, i.e. amount of aircraft stands.
Passenger terminal apron concepts must list the various aircraft stands to be considered by an
airport engineer.
(2) Cargo apron. The separation of passenger and cargo aprons is desirable.
Cargo apron is dedicated to aircraft that carry only freight and mail. Such apron areas must be
close to a cargo terminal building.
b. Distant parking apron. Some airports may require an area where aircraft can
be secured for an extended period. Such aprons can be located further from a terminal apron.
Extensive maintenance or service can be performed at a distant parking apron.
c. Hangar apron. Is an area on which aircraft move into and out of a storage
hangar. The surface of such an apron is usually paved.
Placement of an apron at a location that allows direct access into a runway should be avoided.
The apron layout should allow the design of taxiways in such a manner that promotes situational
awareness by forcing pilots to consciously make turns. Taxiways originating from aprons and
forming a straight line across runways at mid-span should be avoided. Proper placement of
aprons contributes to better accessibility, efficiency of aircraft movement and reduction in poor
situational awareness conditions.
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Draft AC 150/5300-13A 5/01/2012
Wide expanses of pavement also make it difficult to locate signs and lighting where they are
easily visible to pilots.
b. Avoid taxiway connectors that cross over a parallel taxiway and directly onto a
runway. Consider a staggered layout when taxiing from an apron onto a parallel taxiway and
then onto a stub-taxiway or taxiway connector to a runway.
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PARKING APRON
OR HANGARS
APRON
APRON
AVOID DIRECT CONNECTION
FROM APRON TO END OF
CONNECTING TAXIWAY
BEST TO CONSTRUCT
PARTIAL PARALLEL
TAXIWAY
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Draft AC 150/5300-13A 5/01/2012
a. General. Aprons and associated taxilanes should be considered for the design
aircraft and the combination of aircraft to be used. Itinerant or transient aprons should be
designed for easy access by the aircraft under power. Aprons designed to handle jet aircraft
should take into account the effects of jet blast and allow extra room for safe maneuvering.
Tiedown aprons at general aviation airports are usually designed to accommodate A/B-I aircraft.
Some tiedown stalls should be provided for larger twin engine aircraft as needed to handle the
demand. For commercial service airports, the aircraft positions at the terminal gates need to be
designed for the specific aircraft or range of aircraft. Cargo aprons are designed for specific
aircraft with room provided for the loading and unloading of the cargo containers.
c. Capacity. The amount of apron areas will vary from airport to airport depending
on demand for storage and transient activity. See AC 150/5070-6 for guidance on determining
the number of transient and based aircraft to be planned for at an airport. Some airports develop
a waiting list to help them decide when the demand is sufficient to construct additional aprons
and hangars. The guidelines below may help to determine the amount of apron space needed
for:
(1) Apron for Based Aircraft. The apron used for based aircraft may be in a
different location than the one for transient aircraft. The area needed for parking based aircraft
should be smaller per aircraft than for transient. This is due to knowledge of the specific type of
based aircraft and closer clearance allowed between aircraft. Allow an area of 300 square yards
(250 m2) per aircraft. This should be adequate for all single engine and light twin engine
aircraft, such as the Cessna 310, which has a wingspan of 37 feet (11.5 m) and a length of 27 feet
(8 m).
(2) Apron Concepts for Passenger Terminal. Proper planning will help in
determining the best applicable terminal passenger apron for a particular airport. The following
subparagraphs briefly discuss the various apron concepts:
(c) Pier concept: Aircraft can be parked at both sides of the pier with
multiple passenger gates. This pier concept allows more aircraft to be connected with the main
terminal building. This configuration places more demand on taxiing to and from the apron
areas.
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(d) Island concept: Aprons are placed distant from the main terminal.
They allow aircraft to be parked radially and around gate positions. Passenger access to and
from the main terminal is via underground or surface vehicles. As such, the airport has in
essence expanded the main terminal building into a satellite or multiple satellite terminal
configurations. In addition, airport planners and designers may adopt a combination of several
of the concepts mentioned above as airport passenger activities grow.
(1) Design Considerations. Table 4–1 gives the required OFA and wingtip
clearance for a particular ADG.
(1) Separating Smaller and Larger Aircraft. The layout of tiedown aprons and
hangar complexes on an airport should be grouped according to the aircraft wingspans. This way
the taxilane OFA width can be optimized for the aircraft using the area. It is also wise to
separate corporate jets and heavy jets from lighter propeller powered aircraft, so that the effects
of jet blast can be minimized.
(2) Parking for Large Aircraft. Large aircraft parking stalls should be
designed for a specific aircraft or small range of aircraft sizes so that the aircraft can enter the
stall under power. For transient areas the stalls must also allow room for the aircraft to power
out of the stall and still maintain the required wingtip clearance. Some Fixed Base Operators
(FBOs) may have small tugs available to move corporate jets and heavier aircraft around on the
apron. For gates at terminal buildings or for cargo operations, the aircraft are usually pushed
back from the gate or stall by tugs to a place on the taxilane or apron where they can then
proceed under power. Sometimes at commercial service airports a separate parking apron is
needed for the large aircraft to keep the gate positions available for scheduled flights.
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(1) Clearances. Apron design must at all times allow aircraft to maintain
specified clearances during apron movement activities.
(3) Pavement Slope. Apron pavements must be sloped away from buildings
to prevent any fuel spills from spreading and endangering adjacent structures.
(4) Security. Apron security designs must take into account protecting the
aircraft from access by unauthorized personnel.
505. FUELING.
Aircraft fueling is done on aprons in a variety of ways. Fuel trucks can come to the parked
aircraft. For general aviation airports aircraft can be brought to fuel pumps in islands or along
the edge of aprons. Underground fuel hydrants are sometimes used at gate positions at terminal
buildings. See AC 150/5230-4.
Table 4–1 gives the required Taxiway and Taxilane Object Free Area (TOFA) and wingtip
clearance for a particular ADG. Parked aircraft must remain clear of the OFAs of runways and
taxiways and no part of the parked aircraft should penetrate the Runway Clearing Surfaces
identified in paragraph 306.
Refer to AC 150/5300-14.
To ease aircraft towing and taxiing, apron grades should be at a minimum, consistent with local
drainage requirements. The maximum allowable grade in any direction is 2.0 percent for
Aircraft Approach Categories A and B and 1.0 percent for Aircraft Approach Categories C and
D. The maximum grade change is 2.0 percent. There is no requirement for vertical curves,
though on aprons designed for small propeller aircraft, special consideration should be made to
reduce the chance of damaging low hanging propellers as the aircraft taxis through a swale at a
catch basin. Near aircraft parking areas it is desirable to keep the slope closer to 1.0 percent to
facilitate moving the aircraft into the stalls. This flatter slope is also desirable for the pavement
in front of hangar doors. Where possible, design apron grades to direct drainage away from any
building, especially in fueling areas. There should be a 1.5 inch (38 mm) drop-off at the
pavement edge with the shoulder area sloped between 3.0 and 5.0 percent away from the
pavement.
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509. DRAINAGE.
The drainage systems to handle the storm water runoff from an apron should be designed to
handle the critical design storm events. Sometimes trench drains are used because of the flatter
slopes used. Since there can be fuel and oil spills on aprons, consideration should be made to
include oil water separators and other appropriate treatment systems into the drainage systems.
See AC 150/5320-5 for drainage design information.
For tiedown areas, usually a tee is painted with a 4 inches – 6 inches (102 mm – 152 mm) wide
stripe between the tiedown anchors to easily identify the stall. The taxilane centerlines should be
painted with a 6 inches (152 mm) wide yellow stripe. Stall positions at gates are marked with
white striping to show where the nose wheel of the aircraft will travel. For larger aircraft the
stripes are usually 12 inches (305 mm) wide. Non-movement area marking is generally used
between taxiways and aprons, as aprons are usually considered to be non-movement areas. See
AC 150/5340-1 for marking design information. Lighting of apron areas is desirable, especially
at terminal gates. The height of the floodlight poles must not exceed the Runway Clearing
Surfaces identified in paragraph 306. The light beams must be directed downward and away
from runway approaches and control towers. In some cases special shielding of the lights is
needed to minimize unwanted glare
Apron pavements need to be designed to handle the aircraft planned to use the apron. Aprons are
usually constructed of either asphaltic concrete pavement or portland cement concrete pavement,
though other pavement surfaces may be used. When considering an apron pavement surface at
commercial service airports handling aircraft weighing over 100,000 pounds, the designer needs
to consider pavement useful life, surface damage resistance to fuel spills, pavement maintenance,
the effects of the static aircraft load, and the effects of any associated aircraft support equipment.
Consideration should be made to protect asphaltic concrete pavement from fuel and oil spills
using a fuel resistant slurry seal. See AC 150/5320-6 for pavement design.
Some airports have engine run-up areas associated with the parking apron. For larger jet aircraft
it may be advisable to erect blast fences to minimize the effect of the jet blast from run-up areas.
Consideration should be made for the effects of jet blast as jet aircraft power up to move out of
parking positions. See Appendix 3.
It is essential for all of the aircraft movement areas on the airport to be visible to the controllers
in the ATCT cab. Parking areas on aprons should be designed so the aircraft do not block this
visibility zone. Most apron areas are considered to be non-movement areas, though pilots
usually contact the tower as they begin moving on the aprons before entering the taxiways. At
some larger commercial service airports there are sophisticated ground radar tracking systems to
monitor the aircraft movement on terminal aprons and on the airport. See Airport Surface
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Detection Equipment (ASDE) in paragraph 620. See Order 6480.4 for more information on the
ATCT visibility requirements.
Airports should have adequate roads to provide landside access to the facilities to minimize
vehicles traveling in the aircraft operational areas. At commercial service and busier general
aviation airports, service roads are sometimes run along between the apron and the
taxiway/taxilane for authorized vehicles to get to parked aircraft. These roads should be clear of
the OFAs for the taxiways/taxilanes. No roads should cross a taxiway, but roads may cross a
taxilane if proper marking is in place to ensure vehicles stop or yield to aircraft. It is desirable to
define the limit of the service road with centerline and edge striping. See AC 150/5340-1for
marking design information. At small and general aviation airports it is desirable to keep any
service road around the perimeter of the airport. Perimeter roads often run parallel to airport
security fences. Airport designers should consider enough access gates to the on-airfield service
roads to reduce the distance vehicles must travel on the airfield. Service roads should be
designed to minimize the need to cross active runways by service vehicles. Proper layout of
service roads on an airfield contributes to runway safety and the reduction in runway incursions.
Keep service roads to the outside perimeter of an apron to the extent possible. To prevent vehicle
tires from tracking FOD onto runways and taxiways, the first 300 feet (91 m) adjacent to a paved
operational surface should be paved.
Aprons near terminals need to provide adequate room to the aircraft using the gates, and room is
needed for all of the associated service vehicles and equipment including: passenger stairs,
passenger buses, baggage carts, fuel trucks, food supply vehicles, aircraft maintenance vehicles.
At less busy commercial service airports, passengers walk from the terminal to the parked
aircraft. In these cases it may be desirable to have defined walking paths with pavement marking
or low barriers. See AC 150/5360-13.
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601. BACKGROUND.
NAVAID systems are visual and instrument based. Pilots are responsible to interpret the use of
such systems without ATC assistance during landing operations. On-Airport ATC facilities are
used by air traffic personnel in order to assist pilots during takeoff and landing and safely guide
aircraft within the terminal airspace, touch-down and surface movement on runways and
taxiways.
a. CNSW use contributes to a greater number of air traffic operations during low
visibility and local weather awareness. CNSW facilities provide safety and increase capacity
for airport operations. ATC facilities are useful during night-time and periods of poor visibility.
For example, ALS enhance the visibility of the runway approach path. CNSW facilities are
often expensive to establish and require additional space near runways and taxiways, including
areas within the BRL to ensure airports operate at peak capacity. Cost to establish new and
maintain existing CNSW facilities is the responsibility of the ATO within the FAA. In many
cases, reimbursable projects are funded by airport authorities in support of ATC facility
relocation. Airport expansion plans or projects may impact existing ATC facilities; hence,
relocation projects are necessary. Under certain circumstances, Airport Improvement Program
(AIP) funds may be applicable to support non-federal ATC–facility establishment and/or
relocation.
b. CNSW facility types either serve a specific runway or the airport environment.
For example, the Airport Surveillance Radar (ASR) is a rotating antenna sail located on a steel
tower that allows aircraft to be detected by air traffic controllers within the terminal approach
area during night operations or inclement weather conditions. An ALS helps pilots find and
align with a specific runway for landing. NAVAIDs can be visual or electronic. Visual
NAVAIDs consist of a light source that is perceived and interpreted by the pilot. Electronic
NAVAIDs emit an electronic signal that either 1) is received by special equipment located on
the aircraft, or 2) provides information about the location of the aircraft for ATC purposes.
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Weather collection and reporting equipment is also included in this chapter as it is often
installed on the airfield. Communication facilities are used by pilots and ATC to relay
instructions for landing, taxiing and takeoff procedures.
ALS
PARAGRAPH 621 GS
PARAGRAPH 626
ASDE (TYP)
PARAGRAPH 620
RVR (TOUCHDOWN)
PARAGRAPH 628
TVOR ASOS
PARAGRAPH 630 PARAGRAPH 634
AIRPORT BEACON
PARAGRAPH 624
LLWAS (TYP)
PARAGRAPH 637
ASR
PARAGRAPH 618
RTR
PARAGRAPH 617
RVR (ROLLOUT)
WIND CONE
PARAGRAPH 633
RUNWAY THRESHOLD/
REIL
PARAGRAPH 623 PAPI
PARAGRAPH 625
LDIN
PARAGRAPH 622
ATCT
N
PARAGRAPH 616
RO
AP
ASDE
PARAGRAPH 620
LOC
PARAGRAPH 626 DME
PARAGRAPH 627
NOT TO SCALE
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The FAA owns and maintains most of the ATC equipment and many instrument and visual
NAVAID equipment. Costs associated with the modification or relocation of federally-owned
NAVAIDs usually are not eligible for federal assistance. Information on eligibility for FAA-
installed NAVAIDs and ATC facilities, or other FAA assistance programs, can be obtained from
an FAA Airports Regional/Airports District Office. FAA policy governing NAVAID and ATC
facility relocations is found in AC 150/5300-7. FAA policy concerning the establishment of
non-Federal NAVAIDs is found in 14 CFR Part 171. Procedures for coordinating, planning, and
installing these facilities are provided by Order JO 7400.2. At some airports there may be a
combination of federally owned and non-federally owned NAVAIDs. Although it may be
possible to have FAA assume maintenance responsibilities for non-Federal NAVAIDS, current
policies, as given in Order 5100.38, generally prohibit FAA takeovers of airport installed
NAVAIDs. Sometimes federally owned NAVAIDs are relocated to accommodate a change in
the runway threshold or runway end as part of an Airport Improvement Program (AIP) funded
project. This work is covered by a reimbursable agreement between the airport and FAA ATO
Engineering Services.
c. Critical Areas. Many NAVAIDS and ATC facilities have a defined critical area
that must be protected to ensure adequate performance.
(1) Geometry. Each critical area extends a certain distance out in every
direction. It can be circular or rectangular in shape. The dimensions may vary based on the
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Draft AC 150/5300-13A 5/01/2012
aircraft and terminal operations the NAVAID and ATC facility is designed to serve respectively
and the precision of the device in use.
(2) Grading. There are standards for grading the ground around each of the
NAVAIDs. In general the immediate area around the device should be relatively smooth, level
and well drained.
Any object, including NAVAIDs, that are located near an active runway can present an increased
risk to aircraft operations. In particular, FAA standards for RSAs and ROFAs recognize the
need to limit NAVAIDs except those required to be in a certain location to perform their
function. These NAVAIDs are fixed-by-function in regard to the RSA or ROFA. Any
NAVAID object that remains inside the RSA, whether fixed-by-function NAVAIDs or not, must
be supported by frangible structures that minimize damage to any aircraft that might strike the
object.
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Table 6–1. Fixed-by-Function Designation for NAVAID and Air Traffic Control (ATC)
Facilities for RSA and ROFA
Fixed-By-Function
NAVAID in Associated
in ROFA
RSA Equipment
Airport Beacon No No N/A
ALS Yes Yes No 1
ASDE-X No No N/A
ASOS, AWOS No No N/A
ASR No No N/A
ATCT No No N/A
DME No No No
GS No 2 No 2 No
IM Yes Yes Yes
LDIN Yes Yes No1
LOC No No No
LLWAS No No No
MM No No N/A
NDB No No N/A
OM No No N/A
PRM No No No
REIL Yes Yes No1
Runway Lights Yes Yes No
RTR No No No
RVR No Yes Yes
VOR/TACAN/VORTAC No No N/A
PAPI & VASI Yes Yes No
WAAS No No No
WCAM No No No
WEF No No No
Wind Cone No No No
NOTES:
1
Flasher light power units (Individual Control Cabinets) are fixed-by-function.
2
End Fire glide slopes are fixed-by-function in the RSA/ROFA.
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d. Marking and Lighting. NAVAIDs that penetrate the 14 CFR Part 77 surfaces
are marked with international orange and white paint and lights, with red obstruction lights
placed on the highest point. This makes the NAVAID and other ATC-F more visible to the
pilot. Refer to AC 70/7460-1.
Airport facilities require protection from acts of vandalism. To provide a measure of protection,
unauthorized persons must be precluded from having access to NAVAIDs and ATC facilities.
Perimeter fencing could be installed to preclude inadvertent entry of people or animals onto the
airport. In addition to airport perimeter fencing, the following security measures are
recommended:
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NAVAID facilities need periodic maintenance for proper operation and require vehicular access
roads to equipment shelters, as well as antenna arrays and light stations. The location of access
roads must be chosen carefully to ensure that they do not penetrate airport design surfaces or
violate other design criteria such as RSAs. Maintenance access roads are fixed-by-function
when they serve a fixed-by-function NAVAID, but the route should be direct to minimize
exposure to RSAs and OFAs. To prevent vehicle tires from tracking FOD onto runways and
taxiways, the first 300 feet (91 m) adjacent to a paved operational surface should be paved.
The FAA recognizes the need to have a reliable power source to operate NAVAIDs, even during
utility power outages. Order 6030.20 establishes continuous power airports (CPAs) that provide
continuous operations in the event of an area-wide utility failure. Backup power to designated
runways at these airports must be able to supply power for at least 4 hours for runway lighting as
well as navigation, landing and communication equipment. In addition, FAA policy also
requires that power systems used for support of Category II and III operations must be capable of
transferring to an alternate source within one-second. Information on FAA funding for electrical
power systems can be found in Order 5100.38.
Most NAVAID and ATC-F discussed in this chapter are served by buried power, data and
control cables. FAA cables are typically buried approximately 24 inches (610 mm) below
ground. They should be installed in conduit or duct beneath runways and taxiways, and in duct
banks and manhole systems under aprons and paved parking areas. Information regarding the
location of FAA cables and ducts may be obtained from the FAA ATO Service Center
Engineering office.
For the benefit of redundancy and uninterrupted service, ATO established a cable loop system at
certain airports. Order 6950.23 addresses control/monitor, digital data, voice/voice frequency
and radar video/trigger signals. Airport designers should be aware of the presence of cable loop
systems as they are developing airport plans and infrastructure.
The FAA has specific guidelines on the placement of underground communication and power
cables in trenches. Airport engineers should be aware of such details as they are designing
airport facilities, developing airport plans and right-of-ways for cable and power trenches.
612. FACILITIES.
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are the responsibility of the ATO. Interior electrical distribution, electrical panels, grounding,
bonding, lightening protection, power distribution, cable trays, heating, cooling and ventilation
systems, above ground fuel tanks, engine generators, access roads, security fences, gates, etc.,
all must be designed according to the latest FAA standards and orders.
b. Building Material. The square footage and on-airport location of the facility
does dictate the type of material used. GS, DME and LOC shelters are constructed from
fiberglass. Masonry structures usually house radar and communication equipment. More rigid
structures are located within the BRL. Radar and communication facilities do require more
square footage due to the footprint requirement of the electronics and environmental support
equipment.
c. References.
Radar, approach light support and communication antennas require special elevated structures.
ATO has developed standard designs for galvanized structural steel towers. Special design
consideration should take into account accessibility, maintenance, weather conditions, soil
conditions and terrain. “As-built” and standard facility drawings can be accessible via the
appropriate ATO service center and/or field support office.
FAA orders related to infrastructure establishment and sustainment (some components are listed
in paragraph 612) can be found on the FAA website, under the ATO Orders & Notices link.
With the on-going GPS gradual implementation and use in the NAS, certain ground based
NAVAIDs facilities are slowly being removed from service. Airport designers should
coordinate with FAA local, regional and service area airspace and flight procedures
organizations to identify NAVAID commissioning and decommissioning planned to occur in the
area/airport of interest.
ATCT is a staffed facility that uses air/ground communications and other ATC systems to
provide air traffic services on, and in the vicinity of, an airport. The ATCT must be located near
active runways to give controllers adequate visibility of the surface movement area, takeoff and
landing areas. Order 6480.4 is a good document to consult. Generally the tower must be located
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at a minimum height that meets visibility performance requirements for all controlled movement
areas. FAA normally requires use of the AFTIL for all new and proposed replacements of
ATCT. This includes FAA Contract Towers, non-Federal Towers using FAA funds, and those
built by FAA directly. The AFTIL uses a three-dimensional computerized terrain model of the
airport for real time simulations of actual and proposed working environment.
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facility, but some information is contained in Order JO 6580.3. Communication towers should
not penetrate 14 CFR Part 77 surfaces.
ASR is a radar facility used to detect and display azimuth, range, and elevation of aircraft
operating within terminal airspace. ASR antennas scan through 360 degrees to present the
controller with the location of all aircraft within 60 nautical miles of the airport. The access to
power and communication duct banks to and from the ATCT is an important factor to consider in
selecting a location for an ASR facility. The primary factor in determining the best operational
location is based on the latest ASR model siting selection criteria. Order 6310.6 discusses the
siting criteria.
a. Location. The ASR antenna and equipment building should be located as close
to the ATCT as practical and economically feasible.
b. Clearances. Antennas should be located at least 1,500 feet (457 m) from any
building or object that might cause signal reflections and at least one-half mile (0.8 km) from
other electronic equipment. ASR antennas may be elevated to obtain line-of-sight clearance.
Typical ASRs (antenna platform heights – mezzanine level) ranges from 17 to 77 feet (5 to 23.5
m) above ground level (AGL). The antenna tower is a standard 24’ × 24’ (7 m × 7 m)
galvanized steel structure. Additional ten-foot (3 m) sections are usually added incrementally
until the radar platform gains the desired elevation. Trees and other structures should stay
below the mezzanine level at all times. The presence of wind turbines in the vicinity of an
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airport should be carefully evaluated while siting the location of a radar antenna system as such
objects do cause reflectivity issues and are the cause of false targets.
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ASDE compensates for the loss of line-of-sight to some surface traffic being observed by ATC
and during periods of reduced visibility. The detection equipment is specifically designed to
cover all principal features on the surface of an airport, including aircraft and vehicular traffic.
The ASDE system consists of several transmitters and receivers located near runways and
taxiways, including roofs of terminal buildings and hangars. ASDE equipment should be sited to
provide continuous line-of-sight coverage between the aircraft-equipped surface vehicles,
sensors and radar. A multilateration process is constantly triangulating the line-of-sight signals
between the aircraft and at least three sensors. While the ideal location for the ASDE
antenna/radar is on the ATCT cab roof, a stand-alone antenna may be placed on a free-standing
tower up to 100 feet (30 m) tall located within 6,000 feet (1829 m) of the ATCT cab. There is no
current guidance for ASDE installations on airports. See AC 150/5220-26.
All ALS are configurations of lights positioned symmetrically along the extended runway
centerline. They begin at the runway threshold and extend towards the approach. The runway
lighting is controlled by the ATCT. An ALS often improves the effectiveness of electronic
NAVAIDs by allowing them to operate at lower visibility minimums. All ALSs in the United
States use a feature called the Decision Bar. The Decision Bar is always located 1000 feet
(305 m) from the threshold, and it serves as a visible horizon to ease the transition from
instrument flight to visual flight. Guidance on ALS is found in Order JO 6850.2.
a. ALS Configurations. The FAA uses many ALS configurations to meet visual
requirements for precision and NPAs. See Figure 6-7, Figure 6-8, Figure 6-9, Figure 6-11,
Figure 6-12, and Figure 6-13.
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THRESHOLD
500 FT [152 M]
1000 FT [305 M]
2400 FT [732 M]
SYMBOLS LEGEND
STEADY BURNING RED LIGHTS SEQUENCED FLASHING LIGHTS
(ALIGNED WITH TOUCHDOWN
ON RUNWAY) THRESHOLD LIGHTS
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THRESHOLD
200 FT[61 M]
1000 FT [305 M]
1400 FT [427 M]
RAIL
2400 FT [732 M]
SYMBOLS LEGEND
HIGH INTENSITY STEADY BURNING SEQUENCED FLASHING LIGHTS
WHITE LIGHTS
THRESHOLD LIGHTS
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THRESHOLD
200 FT [61 M]
1000 FT [305 M]
1400 FT [427 M]
2400 FT [732 M]
SYMBOLS LEGEND
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THRESHOLD
200 FT[61 M]
1000 FT [305 M]
1400 FT [427 M]
SYMBOLS LEGEND
MEDIUM INTENSITY STEADY THRESHOLD LIGHTS
BURNING WHITE LIGHTS
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THRESHOLD
200 FT[61 M]
1000 FT [305 M]
1400 FT [427 M]
SYMBOLS LEGEND
MEDIUM INTENSITY STEADY THRESHOLD LIGHTS
BURNING WHITE LIGHTS
THRESHOLD
300 FT [91 M]
1500 FT [457 M]
SYMBOLS LEGEND
360° FLASHER
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LDINs consist of at least three flashing lights installed at or near ground level to define the
desired course to an ALS or to a runway threshold.
THRESHOLD
200 FT [61 M]
M] 4
,52
O1
4T 1 [9
FT
00 ,0
O5
0T
300
CE
TAN
DIS L
ICA
TYP
SYMBOLS LEGEND
SEQUENCED FLASHING LIGHTS THRESHOLD LIGHTS
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At many non-towered airports, the intensity of the lighting system can be adjusted by the pilot.
An airport lighting facility in the terminal area navigation system. It consists of a flashing white
high-intensity light installed at each approach end corner of a runway. The lights are directed
toward the approach zone, enabling the pilot to identify the runway threshold, refer to Figure
6-16. These lights consist of two synchronized flashing unidirectional or omnidirectional (360°)
lights, one on each side of the runway landing threshold. The function of the REIL is to provide
rapid and positive identification of the end of the runway. REIL systems are effective for
identification of a runway surrounded by a preponderance of other lighting or lacking contrast
with surrounding terrain. This system is usually installed at non-towered airports and can be
activated by a specified radio frequency known to the pilot. Additional information and
guidance can be found in AC 150/5340-30 for REILS.
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THRESHOLD
THRESHOLD
15° 15°
(HORIZONTAL) 10° 10° (HORIZONTAL)
(VERTICAL) (VERTICAL)
SYMBOLS LEGEND
HIGH INTENSITY FLASHING WHITE LIGHTS
a. Location. The REIL lights units are normally positioned in line with runway
threshold lights and at least 40 feet (12 m) from the edge of the runways.
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Airport rotating beacons indicate the location of an airport by projecting beams of light spaced
180 degrees apart. Alternating white/green flashes identify a lighted civil airport; white/white
flashes identify an unlighted airport. See AC 150/5340-30 for additional guidance.
A PAPI is a light array positioned beside the runway. It normally consists of four equally spaced
light units color-coded to provide a visual indication of an aircraft's position relative to the
designated GS for the runway. An abbreviated system consisting of two light units can be used
for some categories of aircraft operations. The specific location depends on a number of factors
including: obstruction clearance, TCH, presence of an ILS, and type of aircraft using the runway.
Order JO 6850.2 provides guidance for PAPI systems, and AC 150/5340-30 provides additional
guidance for the installation of PAPI systems. The Visual Approach Slope Indicator (VASI) is
now obsolete. The VASI only provided guidance to heights of 200 ft (61 m).
50 FT
20 TO 30 FT [15 M]
[6 TO 9 M]
1000 FT [305 M]
THRESHOLD
SYMBOLS LEGEND
RED AND WHITE PAPI LIGHTS
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The ILS provides pilots with electronic guidance for aircraft alignment, descent gradient, and
position until visual contact confirms the runway alignment and location. Order 6750.16
provides guidance for engineering personnel engaged in siting ILS components. Figure 6-20
illustrates LOC component locations.
NOTE:
DIM Y
THE X AND Y DIMENSIONS VARY
DEPENDING ON THE SYSTEM USED.
DIM X
30°
LOCALIZER
50 FT
30° [15 M]
Figure 6-20. Instrument Landing System (ILS) Localizer (LOC) Siting and Critical Area
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a. General. The ILS uses a line-of-sight signal from the LOC antenna and marker
beacons and a reflected signal from the ground plane in front of the GS antenna. FAA LOC and
GS facilities are maintained by ATO Technical Operations field offices.
(1) ILS antenna systems are susceptible to signal interference sources such as
power lines, fences, metal buildings, cell phones, etc.
(2) Since ILS uses the ground in front of the GS antenna to develop the signal,
this area should be free of vegetation and graded to remove surface irregularities.
(3) ILS GS and LOC equipment shelters are located near, but are not a
physical part of, the antenna installation.
b. LOC Antenna. The LOC signal is used to establish and maintain the aircraft's
horizontal position until visual contact confirms the runway alignment and location.
(1) The LOC antenna is usually sited on the extended runway centerline
outside the RSA between 1,000 to 2,000 feet (305 to 610 m) beyond the stop end of the runway.
Where it is not practicable to locate the antenna beyond the end of the RSA, consider offsetting
the LOC to keep it clear of the RSA (see paragraph 307). Consult with the FAA Airports
Regional Office or ADO and ATO for guidance.
(2) The critical area depicted in Figure 6-20 surrounding the LOC antenna and
extending toward and overlying the stop end of the runway should be clear of objects and high
growth of vegetation.
(3) The critical area should be smoothly graded. A constant +1.0 percent to -
1.50 percent longitudinal grade with respect to the antenna is recommended. Transverse grades
should range from -0.5 percent to -3.0 percent, with smooth transitions between grade changes.
Antenna supports are frangible and foundations should be flush with the ground.
(4) The LOC equipment shelter is placed at least 250 feet (76 m) to either side
of the antenna array and within 30 degrees of the extended longitudinal axis of the antenna array.
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(1) The GS antenna may be located on either side of the runway. The most
reliable operation is obtained when the GS is located on the side of the runway offering the least
possibility of signal reflections from buildings, power lines, vehicles, aircraft, etc. The GS
critical area is illustrated in Figure 6-23.
EQUIPMENT SHELTER
GLIDE SLOPE
DIM Y
400’
200'
TO 650'
35° 800'
TO
1200'
DIM X
NOTE: CRITICAL
AREA
THE X AND Y DIMENSIONS VARY
DEPENDING ON THE SYSTEM USED.
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(2) Signal quality is dependent upon the type of antenna used and the extent
of reasonably level ground immediately in front of the antenna.
(3) The GS equipment shelter is located behind the antenna and a minimum of
400 feet (122 m) from the runway centerline.
May be installed as an ancillary aid to the ILS. The DME is usually co-located at the LOC when
used as a component of the ILS. DME provides pilots with a slant range measurement of
distance to the runway in nautical miles. DMEs are augmenting or replacing markers in many
installations. The DME is a terminal area or en route navigation facility that provides the pilot
with a direct readout indication of aircraft distance from the identified DME. It can be co-
located with a VOR and/or a LOC shelter. Refer to Order 6780.5 for guidance on DME
installation.
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RVR measures the atmospheric transmissivity along runways and translates this visibility value
to the air traffic user. RVRs are needed to support increased landing capacity at existing airports,
and for ILS installations. RVR visibility readings assist ATCT controllers when issuing control
instructions and to avoid interfering operations within ILS critical areas at controlled airports. A
RVR system is also used at non-towered airports. Each RVR system consists of: Visibility
Sensor, Ambient Light Sensor, Runway Light Intensity Monitor, Data Processing Unit and
Controller Display(s). The sensor units are located in the runway environment. Newer units
consist of a single-point visibility sensor.
a. Number. The number of RVRs required depends upon the runway approach
category and physical length.
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(2) CAT II runways with authorized visibility minimums down to 1,600 feet
(488 m) RVR require only a touchdown RVR. Minimums below 1,600 feet (488 m) RVR
require touchdown and rollout RVRs. CAT II runways more than 8,000 feet (2438 m) in length
require touchdown, roll-out, and midpoint RVRs.
(3) CAT III runways with visibility minimums below 1,200 feet (366 m) RVR
require touchdown, midpoint, and rollout RVRs.
b. Longitudinal Location.
(1) Touchdown RVRs are located 750 to 1,000 feet (229 to 305 m) from the
runway threshold, normally behind the MLS elevation antenna or ILS GS antenna.
(2) Rollout RVRs are located 750 to 1,000 feet (229 to 305 m) from the
rollout end of the runway.
(3) Mid-point RVRs are located within 250 feet (76 m) of the runway's center
longitudinally.
(1) Single-point visibility sensor installations are located at least 400 feet (122
m) from the runway centerline and 150 feet (46 m) from a taxiway centerline.
(2) Transmissometer projectors are located at least 400 feet (122 m) from the
runway centerline and 150 feet (46 m) from a taxiway centerline. Receivers are located between
250 feet (76 m) and 1,000 feet (305 m) from the runway centerline. The light beam between the
projector and receiver should be at an angle of 5 to 14.5 degrees to the runway centerline. The
light beam may be parallel to the runway centerlines when installations are between parallel
runways.
VOR is a system radiating VHF radio signals to compatible airborne receivers. It gives pilots a
direct indication of bearing relative to the facility. VOR is not part of an ILS and is usually
located at a predetermined position approved by flight standard. Refer to Order 6820.10.
a. VOR stations have co-located DME or TACAN; the latter includes both the
DME distance feature and a separate TACAN azimuth feature that provides data similar to a
VOR. A co-located VOR and TACAN beacon is called a VORTAC. A VOR co-located only
with DME is called a VOR-DME. A VOR radial with a DME distance allows a one-station
position fix. Both VOR-DMEs and TACANs share the same DME system.
b. There are three types of VORs: High Altitude, Low Altitude and Terminal.
Figure 6-27 depicts a High Altitude/en route VOR facility and Figure 6-28 shows a TVOR
facility, which is usually located near or at an airport.
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TVOR
TA
XIW
AY
250 FT
[76 M]
500 FT [152 M]
500 FT
[152 M]
RUNWAY
Y
N WA
RU
ANTENNA SHELTER
2.00° COUNTERPOISE
SEE NOTE
ANTENNA
HEIGHT
2.50° 16 FT TO 17 FT
SEE NOTE [5 M]
1.20°
SEE NOTE
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A radio beacon that aids the pilot of an aircraft equipped with direction finding equipment. It
can be part of an ILS. NDBs are most commonly used as compass locators for the outer marker
of an ILS. NDBs may designate the starting area for an ILS approach or a path to follow for a
standard terminal arrival procedure.
A wind cone visually indicates prevailing wind direction at a particular location on an airfield or
heliport. The segmented circle provides visual indication of current airport operations such as
active landing direction and traffic patterns. Airports have no more than one segmented circle
that is collocated with a wind cone. Additional (supplemental) wind cones are not provided with
a segmented circle. Wind cones are commonly supplied with a single obstruction light and four
floodlights to illuminate the windsock. AC 150/5340-5 provides additional guidance for
segmented circles and AC 150/5340-30 provides additional guidance for wind cones.
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Automatic recording instruments have been developed for measuring cloud cover and ceiling,
visibility, wind speed and direction, temperature, dew point, precipitation accumulation, icing
(freezing rain), sea level pressure for altimeter setting, and to detect lightning. AWOS can be
used in place of an RVR for PIRs. This equipment is often installed at the best location that will
provide observations that are representative of the meteorological conditions affecting aviation
operations. However, the equipment is not installed inside runway or taxiway OFAs, runway or
taxiway safety areas, the ROFZ, or instrument flight procedures surfaces and is often installed
near glides slope installations. Specific siting and installation guidance can be found in Order
6560.20 and AC 150/5220-16.
A WCAM that provides aircraft with near real-time photographical weather images via the
Hypertext Transfer Protocol (HTTP). These cameras are widely used in the western region of
the United States and specifically in Alaska. Alaska’s remote destinations, ruggedness, and
continuously changing weather conditions require remote weather monitoring equipment. When
located near a landing strip or runway, such equipment complies with 14 CFR Part 77 surfaces.
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This equipment measures wind speed and direction. There are numerous small airports that lack
control towers to provide wind speed and direction information. Typical wind equipment pole is
30 feet (9 m) tall. Locating wind sensors away from structures that may cause artificial wind
profiles is critical. The siting of the tilt-down pole should comply with 14 CFR Part 77 surfaces.
For further detail, consult with the FAA orders for ASOS and/or AWOS siting criteria referenced
in paragraph 632.
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LLWAS measures wind speed and direction at remote sensor station sites situated around an
airport. Each equipped airport may have as few as 6 or as many as 12 remote anemometer
stations. The remote sensor data received is transmitted to a master station, which generates
warnings when windshear or microburst conditions are detected. Current wind speed and
direction data and warnings are displayed for approach controllers in the Terminal Radar
Approach Control Facility (TRACON) and for ground controllers in the ATCT. Siting
guidelines for LLWAS remote facilities are referenced in Order 6560.21.
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701. GENERAL.
This chapter presents guidance for project development and general design standards and
considerations for bridges and tunnels on airports. Due to the unique nature and wide variety of
possible structures, this chapter is not intended as a structural design guide. Airfield design can
include structures such as bridges or tunnels when airfield expansion is constrained by the
presence of features such as roadways, railways, and bodies of water or as needed to develop
airports as true multi-modal facilities. Examples of such structures include a continuous tunnel
for a runway/parallel taxiway facility over a state highway (see Figure 7-1 and Figure 7-2), a
taxiway bridge crossing an airport entrance road (see Figure 7-3), or a tunnel under an apron for
passenger trains or baggage tugs. For safety as well as economic reasons, airport operators
should try to avoid the construction of bridges whenever possible. Preference should be given to
relocation of the constraining feature, typically a public road.
When airfield structures are required, applying the following concepts will help minimize the
number of structures required, as well as any associated problems:
a. Route or reroute the constraining feature (s) so that the least number of runways
and taxiways are affected.
b. Co-align the constraining feature (s), including utilities, so that all can be bridged
with a single structure.
c. Locate bridges along straight portions of runways and taxiways and away from
intersections or exits to facilitate aircraft approaching the bridge under all weather conditions.
d. Avoid bridge locations, to the extent possible, that have an adverse effect upon
the airport’s drainage systems, utility service lines, airfield lighting circuits, ILS, or ALS.
e. Establish bridges with near flat vertical grades. Avoid pronounced gradient
changes to roadway or structure below the bridge to facilitate a near flat vertical grade for the
runway and/or taxiway above. Use minimum grades necessary for drainage purposes in
accordance with AC 150/5320-5.
f. Provisions should be made for service vehicle and ARFF access when designing
bridges. Refer to paragraph 706.d for further guidance.
While the design of a bridge is governed by the authority having jurisdiction, there are issues
unique to airports that need to be observed. Dimensional requirements are prescribed below:
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d. Height. Bridge height is the vertical clearance provided over the crossed
surface/mode while maintaining the runway/taxiway grade. Contact the appropriate authority
for the required vertical clearance.
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RUNWAY TAXIWAY
C
L CL
SEE NOTE 1
PARAPET
PARAPET
ROADWAY/TUNNEL GRADE
NOT TO SCALE
NOTES:
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Design runway and taxiway bridges to support both static and dynamic loads imposed by the
heaviest aircraft expected to use the structures, as well as any concentrated loads due to the main
gear configurations. Airport operators should evaluate the future need to accommodate heavier
aircraft when designing bridge structures. Overdesign is preferable to the cost and/or operational
penalties of replacing or strengthening an under-designed structure at a later date. The use of a
20% - 25% increase in aircraft loading to account for fleet growth is not an unreasonable value to
consider during design. Design Load considerations somewhat unique to airfield bridges can
include runway load factors due to dynamic loading, longitudinal loads due to braking forces,
and transverse loads caused by wind on large aircraft. Braking loads as high as 0.7G (for no-slip
brakes) must be anticipated on bridge decks subject to direct wheel loads.
All taxiway routes and runways supported by bridges or tunnels are marked, lighted and signed in
accordance with the standards in AC 150/5340-1, AC 150/5340-18, and AC 150/5340-30, and other
pertinent ACs in the 150/5340 series. The following marking and lighting is in addition to the
standard marking and lighting specified in ACs of the 150/5340 series.
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HIGHWAY HIGHWAY
25 FT [7.5 M]
5 FT
[1.5M]
OBSTRUCTION LIGHTS
TAXIWAY (150 FT [46 M] SPACING
TAXIWAY CL
SHOULDER MAXIMUM)
NOTES:
1. THE SHOULDER AREA ASSUMES A FULLY-CLOSED COVER INSTEAD OF A PARTIAL COVER OPEN TO TRAFFIC BELOW.
209
Draft AC 150/5300-13A 5/01/2012
The preceding paragraphs cover design requirements applicable to all runway and taxiway
bridges. The following identify additional design features that may be necessary as part of a
specific runway or taxiway bridge project.
b. Tunnel Cover. Providing select earth cover between the bridge deck and
pavement will make pavements less susceptible to freezing because the select earth cover acts
as an insulator to reduce ice formation on bridges. Materials between the bridge deck and paved
runway/taxiway sections and shoulders should be in accordance with the construction standards
in AC 150/5320-6 and AC 150/5370-10.
e. Mechanical Ventilation for Tunnels. The need for mechanical ventilation may
be required. When mechanical ventilation is deemed necessary, all above-ground components
need to be located so that they are not a hazard to aeronautical operations. Contact the local
authority for requirements.
f. Tunnel Lighting. The need for artificial lighting of the roadway beneath the
bridge will depend on its length. Emergency lighting and lane control signals may also be
necessary. Contact the local authority for requirements.
g. Light Poles. Lights along the roadway prior to the bridge/tunnel may present
special aeronautical problems. Light poles along roadways must not penetrate 14 CFR Part 77
surfaces unless an FAA aeronautical study determines they will not be hazards. The light from
the fixtures should not cause glare or distract pilots or airport control tower personnel. Figure
7-5 illustrates a taxiway bridge with a roadway pole lighting application.
210
5/01/2012 Draft AC 150/5300-13A
Culverts and large pipe structures may be necessary to allow drainage under runway, taxiway or
service-perimeter roadways or to convey natural waterways across the airfield. AC 150/5320-5
provides guidance on airfield drainage.
211
Draft AC 150/5300-13A 5/01/2012
212
5/01/2012 Draft AC 150/5300-13A
Appendix 1
This appendix provides the airfield designer with basic aircraft characteristics for common
aircraft as needed to perform such design functions as taxiway fillet layout and taxiway to
taxilane separation requirements. Table A1-1 has been developed from the best manufacturers’
information available at the time of issuance of this AC. NOTE: These data do not include all
aircraft or versions of aircraft the designer may encounter, nor have these data been fully
verified. Please consult the manufacturer's technical specifications if there is a question on a
specific aircraft. Eventually the Airport GIS website will include a more comprehensive and up
to date database. When using this database consider the following:
· In accordance with the cockpit over centerline design method, the CMG dimension will
be used in lieu of wheelbase for aircraft (typically larger) where the cockpit is located
forward of the nose gear. For aircraft with the cockpit located aft of the nose gear, use
the wheelbase in lieu of CMG to determine the TDG. Refer to Figure A1-1 and Figure
A1-2.
WING SPAN
MGW
TAIL
HEIGHT
WHEELBASE
CMG
LENGTH
213
Draft AC 150/5300-13A 5/01/2012
Appendix 1
MGW
WINGSPAN
TAIL HEIGHT
WHEELBASE
LENGTH
Sources of the information provide in this appendix include aircraft manufacturers’ websites and
various databases:
214
5/01/2012 Draft AC 150/5300-13A
Appendix 1
A1-2. BACKGROUND.
MGW
Wing- Tail Wheel- Approach
Manu- Length CMG Outer to MTOW
Aircraft RDC TDG span Height base Speed
facturer Outer
ft (m) ft (m) ft (m) ft (m) ft (m) ft (m) lbs (kg) kts
111.9 41.2 103.2 42.4 29.4 149,914
Airbus A-318 C III 3 138
(34) (13) (31) (12.9) (9) (68000)
111.9 38.6 111.2 45 29.4 166,449
Airbus A-319 C III 3 138
(34) (12) (34) (13.7) (9) (75500)
147.1 54.3 177.5 75 - 36 363,760
Airbus A-300 C IV 5 135
(45) (17) (54) (22.9) (11) (165000)
147.1 54.3 177.5 75 - 36 375,887
Airbus A-300-600 C IV 5 135
(45) (17) (54) (22.9) (11) (170501)
144 52.3 150.6 63.9 36 292,994
Airbus A-310 C IV 5 135
(43.9) (15.9) (45.89) (19.48) (11) (132900)
111.9 39.6 123.3 50.2 29.4 171,961
Airbus A-320 C III 3 138
(34.1) (12.1) (37.57) (15.31) (9) (78000)
116.4 39.7 146 64.2 29.8 205,030
Airbus A-321 C III 5 138
(35.5) (12.10) (44.50) (19.6) (9.1) (93000)
197.8 59.8 191.5 86.7 41.4 524,700
Airbus A-330-200 C V 6 131
(60.30) (18.23) (58.37) (26.5) (12.6) (238000)
197.8 56.4 209 97.2 41.4 518,086
Airbus A-330-300 C V 6 131
(60.30) (17.18) (63.69) (29.6) (12.6) (235000)
215
Draft AC 150/5300-13A 5/01/2012
Appendix 1
MGW
Wing- Tail Wheel- Approach
Manu- Length CMG Outer to MTOW
Aircraft RDC TDG span Height base Speed
facturer Outer
ft (m) ft (m) ft (m) ft (m) ft (m) ft (m) lbs (kg) kts
197.8 56 195 90.3 41.4 606,271
Airbus A-340-200 D V 6 150
(60.30) (17.06) (59.42) (27.5) (12.61) (275000)
197.8 55.89 209 97.2 41.4 609,578
Airbus A-340-300 D V 6 150
(60.30) (17.04) (63.69) (29.6) (12.6) (276500)
208.2 57.5 228.9 125.8 41.4 881,850
Airbus A-340-500 D V 6 150
(63.45) (17.53) (67.93) (38.3) (12.6) (400000)
208.2 58.8 247.3 121.6 41.4 881,850
Airbus A-340-600 D V 6 150
(63.4) (17.93) (75.36) (37.1) (12.6) (400000)
212.4 56.33 219.3 101.3 42.2 590,839
Airbus A-350-900 D V 6
(64.74) (17.17) (66.89) (30.9) (12.9) (268000)
261.8 79.3 239.5 111.3 - 47 1,254,430
Airbus A-380-800 D VI 7 145
(80) (24.2) (73) (34) (14.3) (569000)
Alenia ATR- 80.7 24.9 74.5 29 - 16 36,817
ATR B III 3 104
42-200/300 (25) (8) (23) (9) (5) (16700)
Alenia ATR- 88.9 25.3 89.2 36 - 24 47,399
ATR B III 3 105
72-200/210 (27) (8) (27) (11) (7) (21500)
Bonanza 33.4 7.6 26.3 21 - 12 3,400
Beech A I 1 70
V35B (10) (2) (8) (6) (3.5) (1542)
Beech 55 37.7 9.5 27.9 - 7 8 5,071
Beech A I 1 90
Baron (11) (3) (9) (2) (2) (2300)
Beech 60 39.4 12.5 33.8 - 7 8 6,768
Beech B II 1 98
Duke (12) (4) (10) (2) (2) (3070)
King Air 45.9 34.1 39.8 - 13 13 10,950
Beech B II 1 108
F90 (14) (10) (12) (4) (4) (4967)
100 King 45.9 15.4 40.0 - 15 14 11,795
Beech B II 2 111
Air (14) (5) (12) (5) (4) (5350)
145.8 42.1 152.9 68.4 26.3 333,600
Boeing 707-320B C IV 5 128
(44.4) (12.8) (46.6) (20.85) (8.02) (151319)
717- 108.0 34.3 133.2 55.90 22.9 121,000
Boeing C III 3 139
200HGW (32.9) (10.4) (40.6) (17.04) (6.98) (54885)
108.0 34.3 133.2 60.20 23.0 160,000
Boeing 727-100 C III 3 124
(32.90) (10.40) (40.60) (18.34) (7.01) (72575)
93.0 37.2 94.0 39.1 - 20.9 110,000
Boeing B737-100 C III 3 136
(28.3) (11.3) (28.7) (11.93) (6.36) (49895)
93.0 37.3 100.2 42.2 20.9 115,500
Boeing 737-200 C III 5 129
(28.30) (11.40) (30.50) (12.86) (6.36) (52390)
94.8 37.6 109.6 45.8 - 20.9 138,500
Boeing B737-300 C III 3 135
(28.9) (11.5) (33.4) (13.97) (6.38) (62823)
94.8 37.6 119.6 51.8 20.9 150,000
Boeing 737-400 C III 3 139
(28.9) (11.5) (36.4) (15.8) (6.38) (68039)
94.8 37.6 101.8 41.6 20.9 133,500
Boeing 737-500 C III 3 128
(28.9) (11.5) (31.0) (12.68) (6.38) (60555)
112.6 40.7 102.5 42.1 - 22.9 143,500
Boeing B737-600 C III 3 125
(34.3) (12.7) (31.2) (12.83) (6.99) (65091)
112.6 41.6 110.3 46.6 22.9 154,500
Boeing 737-700 C III 3 130
(34.3) (12.7) (33.6) (14.20) (6.99) (70080)
117.4 41.6 110.3 46.6 22.9 154,500
Boeing 737-700W C III 3 130
(35.8) (12.7) (33.6) (14.20) (6.99) (70080)
216
5/01/2012 Draft AC 150/5300-13A
Appendix 1
MGW
Wing- Tail Wheel- Approach
Manu- Length CMG Outer to MTOW
Aircraft RDC TDG span Height base Speed
facturer Outer
ft (m) ft (m) ft (m) ft (m) ft (m) ft (m) lbs (kg) kts
B777- 212.6 61.3 242.3 96.8 - 42.3 775,000
Boeing C V 6 140
200LR (64.8) (18.7) (73.9) (29.51) (12.90) (351535)
108.0 34.9 153.2 70.2 - 23.3 184,800
Boeing B727-200 C III 5 133
(32.9) (10.6) (46.7) (21.39) (7.11) (83824)
112.6 41.4 129.5 56.4 - 23.0 174,200
Boeing B737-800 D III 3 142
(34.3) (12.6) (39.5) (17.20) (7.00) (79016)
117.4 41.4 129.5 56.4 23 174,200
Boeing 737-800W D III 3 142
(35.8) (12.6) (39.5) (17.20) (7.00) (79016)
112.6 41.4 138.2 61.6 - 23.0 174,200
Boeing B737-900 D III 3 141
(34.3) (12.6) (42.1) (18.78) (7.00) (79016)
117.4 41.4 138.2 61.6 23 174,200
Boeing 737-900W D III 3 141
(35.8) (12.6) (42.1) (18.78) (7.00) (79016)
112.6 41.4 138.2 61.6 23 187,700
Boeing 737-900ER D III 3 141
(34.3) (12.6) (42.1) (18.78) (7.00) (85139)
737- 117.4 41.4 138.2 61.6 23 187,700
Boeing C III 3 140
900ERW (35.8) (12.6) (42.1) (18.78) (7.00) (85139)
117.4 41.6 110.3 46.6 23 171,000
Boeing BBJ C III 3 132
(35.8) (12.7) (33.6) (14.20) (7.0) (77564)
117.4 41.4 129.5 56.4 23 174,200
Boeing BBJ2 D III 3 142
(35.8) (12.6) (39.5) (17.2) (7.00) (79016)
124.8 45.1 155.3 72 28 255,000
Boeing 757-200 C IV 5 137
(38.0) (13.7) (47.3) (21.94) (8.55) (115666)
124.8 44.8 178.6 85.3 - 28.0 273,000
Boeing B757-300 D IV 5 143
(38 .0) (13.6) (54.4) (26.00) (8.55) (123831)
156.1 52.9 159.2 72.1 35.8 335,000
Boeing 767-200 C IV 5 135
(47.6) (16.1) (48.5) (21.98) (10.90) (151954)
156.1 52.9 159.2 72.1 35.8 395,000
Boeing 767-200ER D IV 5 142
(47.6) (16.1) (48.5) (21.98) (10.90) (179169)
156.1 52.6 180.3 82.2 35.8 351,000
Boeing 767-300 C IV 5 140
(47.6) (16.0) (54.9) (25.06) (10.90) (159211)
156.1 52.6 180.3 82.2 35.8 412,000
Boeing 767-300ER D IV 5 145
(47.6) (16.0) (54.9) (25.06) (10.90) 186880
170.3 55.8 201.3 92 - 36 450,000
Boeing B767-400 D IV 5 150
(52) (17) (61) (28) (11) (204117)
B767- 170.3 55.8 201.3 93.3 - 36.0 450,000
Boeing D IV 5 150
400ER (51.9) (17) (61) (28.44) (11.00) (204117)
195.8 64.3 229.2 91.7 - 41.2 750,000
Boeing B747-100 D V 6 144
(59.7) (19.6) (69.9) (27.95) (12.56) (340195)
213.0 64.0 231.9 91.7 - 41.3 875,000
Boeing B747-400 D V 6 157
(64.9) (19.5) (70.7) (27.95) (12.60) (396894)
195.8 64.3 229.2 91.7 - 41.2 833,000
Boeing B747-200 D V 6 150
(59.7) (19.6) (69.9) (27.95) (12.56) (377843)
195.8 64.3 229.2 91.7 41.2 833,000
Boeing 747-200F D V 6 150
(59.7) (19.6) (69.9) (27.95) (12.56) (377843)
195.8 64.3 229.2 91.7 - 41.2 750,000
Boeing B747-300 D V 6 142
(59.7) (19.6) (69.9) (27.95) (12.56) (340195)
199.9 61.5 209.1 98.6 - 42.3 545,000
Boeing B 777-200 C V 6 136
(60.9) (18.7) (63.7) (29.51) (12.89) (247208)
217
Draft AC 150/5300-13A 5/01/2012
Appendix 1
MGW
Wing- Tail Wheel- Approach
Manu- Length CMG Outer to MTOW
Aircraft RDC TDG span Height base Speed
facturer Outer
ft (m) ft (m) ft (m) ft (m) ft (m) ft (m) lbs (kg) kts
B 777- 199.9 61.5 209.1 98.6 - 42.3 656,000
Boeing C V 6 139
200ER (60.9) (18.7) (63.7) (29.51) (12.89) (297557)
B 777- 212.6 61.5 242.3 98.6 - 42.3 775,000
Boeing C V 6 140
200LR (64.8) (18.7) (73.9) (29.51) (12.89) (351535)
199.9 61.5 242.3 114.3 - 42.3 660,000
Boeing B777-300 D V 6 149
(60.9) (18.7) (73.9) (34.85) (12.89) (299371)
B777- 212.6 61.3 242.3 114.3 - 42.3 775,000
Boeing D V 6 149
300ER (64.8) (18.7) (73.9) (34.85) (12.89) (351535)
B747- 213.0 64.3 231.9 91.7 - 41.4 910,000
Boeing D V 5 157
400ER (64.9) (19.6) (70.7) (27.95) (12.62) (412770)
213 64.1 231.9 91.7 41.3 875,000
Boeing 747-400F D V 6 158
(64.9) (19.5) (70.7) (27.95) (12.60) 396894
195.7 65.8 184.8 75 41.1 696,000
Boeing 747-SP C V 5 140
(59.6) (20.1) (56.3) (22.86) (12.53) (315701)
224.4 64.2 250.7 105.0 - 41.8 970,000
Boeing B747-8 D VI 6 159
(68.4) (19.6) (76.4) (32.00) (12.73) (439985)
British BAE-146- 86.4 28.2 93.7 - 37 20 93,035
C III 3 125
Aerospace 200 (26) (9) (29) (11.5) (6) (42201)
Citation 43.2 13.4 40.6 10(e) 17(e) 8,645
Cessna I 1
Mustang (13.2) (4.1) (12.4) (3.0)(e) (3921.4)
Citation 49.8 14 47.7 14(e) 17(e) 12,500
Cessna B II 2 115
CJ2+ (15.2) (4.3) (14.5) (4.3)(e) (5670)
Citation 53.3 15.2 51.2 16(e) 17(e) 13,870
Cessna C II 2 130
CJ3 (16.2) (4.6) (15.6) (4.9)(e) (6291)
Citation 50.8 15.3 53.3 17(e) 13.5(e) 16,950
Cessna II 1
CJ4 (15.5) (4.7) (16.3) (5.2)(e) (7689)
Citation 56.3 17.2 52.5 18(e) 16(e) 20,200
Cessna II 2
XLS+ (17.2) (5.24) (16) (5.5)(e) (9163)
Citation 63.3 20.3 63.5 25(e) 12(e) 30,300
Cessna II 3
Sovereign (19.3) (6.2) (19.4) (7.6)(e) (13,744)
63.9 19.3 72.3 27(e) 13(e) 36,100
Cessna Citation X II 3
(19.5) (5.9) (22.0) (8.2)(e) (16375)
69.2 19.3 73.6 28(e) 13(e) 36,600
Cessna Citation Ten C II 3 130
(21.1) (5.9) (22.4) (8.6)(e) (16602)
36.7 9.8 28.2 - 6 10 4,012
Cessna Centurion A I 1 75
(11) (3) (9) (2) (3) (1223)
Cessna 35.8 9.8 28.2 - 7 9 3,638
Cessna B I 1 92
Stationair6 (11) (3) (9) (2) (3) (1650)
Cessna 182 36.1 9.2 28.2 - 6 9 2,800
Cessna B I 1 92
Skylane (11) (3) (9) (2) (3) (1270)
DeHavilland DHC-8-300 89.9 24.6 84.3 - 33 27 41,099
A III 3 90
Canada Dash 8 (27) (7) (26) (10) (8) (18642)
DeHavilland DHC-7 93.2 26.2 80.7 - 28 26 47,003
A III 3 83
Canada Dash 7 (28) (8) (25) (8.5) (8) (21321)
DeHavilland DHC-8-100 85.0 24.6 73.2 - 33 27 34,502
B III 3 100
Canada Dash 8 (26) (7) (22) (10) (8) (15650)
142.4 43.6 150.7 63(e) - 25 (e) 325,000
Douglas DC-8-50 C IV 3 137
(43.4) (13.3) (45.9) (19.2)(e) (7.62) (147418)
218
5/01/2012 Draft AC 150/5300-13A
Appendix 1
MGW
Wing- Tail Wheel- Approach
Manu- Length CMG Outer to MTOW
Aircraft RDC TDG span Height base Speed
facturer Outer
ft (m) ft (m) ft (m) ft (m) ft (m) ft (m) lbs (kg) kts
142.4 42.3 187.3 63 - 25 349,874
Douglas DC-8-60 C IV 3 137
(43) (13) (57) (19) (7.5) (158703)
EMB-110 50.2 16.1 46.6 - 17 17 13,007
Embraer B II 2 92
Bandeirante (15) (5) (14) (5) (5) (5900)
EMB-120 65.0 21.0 65.6 - 23 24 26,455
Embraer B II 2 120
Brasilia (20) (6) (20) (7) (7) (12000)
85.3 32.3 98.1 79,344
Embraer 170 C III 124
(26.0) (10.0) (29.90) (35990)
85.3 31.9 103.9 82,673
Embraer 175 III
(26.0) (9.73) (31.68) (37500)
94.3 34.7 118.9 105,359
Embraer 190 C III 124
(28.72) (10.57) (36.24) (47790)
94.3 34.6 126.8 107,564
Embraer 195 III
(28.72) (10.55) (38.65) (48790)
65.8 22.2 86.4 41,887
Embraer ERJ135 C II 130
(20.04) (6.76) (26.33) (19000)
65.8 22.2 93.3 44,312
Embraer ERJ140 II
(20.04) (6.76) (28.45) (20100)
65.8 22.2 98 48,501
Embraer ERJ145 C II 135
(20.04) (6.76) (29.87) (22000)
65.8 22.2 98 53131
Embraer ERJ145XR II
(20.04) (6.76) (29.87) (24100)
F-27 95.1 27.9 75.8 - 29 27 44,996
Fokker B III 3 120
Friendship (29) (9) (23) (9) (8) (20410)
F-28 88.8 27.9 89.9 - 30 20 72,995
Fokker C III 3 125
Fellowship (27) (9) (27) (9) (6) (33111)
55.6 19.1 56.8 26,100
Gulfstream G150 II
(16.94) (5.82) 17.30) (11839)
63 21.3 66.8 39,600
Gulfstream G280 II
(19.2) (6.5) (20.37) (17962)
77.8 25.2 89.3 70,900
Gulfstream G350 C II 140
(23.72) (7.67) (27.23) (32160)
77.8 25.2 89.3 74,600
Gulfstream G450 II
(23.72) (7.67) (27.23) (33838)
93.5 25.8 96.4 85,100
Gulfstream G500 C III 140
(28.50) (7.87) (29.39) (38601)
93.5 25.8 96.4 91,000
Gulfstream G550 C III 140
(28.50) (7.87) (29.39) (41277)
99.7 25.7 99.8 99,600
Gulfstream G650 III
(30.36) (7.82) (30.41) (45178)
35.1 12.3 43.0 - 17 10 13,001
Learjet Learjet 24 C I 1 128
(11) (4) (13) (5) (3) (5897)
35.4 12.1 47.6 - 17 10 14,991
Learjet Learjet 25 C I 1 137
(11) (4) (15) (5) (3) (6800)
McDonnell 170.5 58.8 202.2 101.7 - 41.3 630,500
MD-11 D IV 6 153
Douglas (52.0) (17.9) (61.6) (40.00) (12.57) (285995)
219
Draft AC 150/5300-13A 5/01/2012
Appendix 1
MGW
Wing- Tail Wheel- Approach
Manu- Length CMG Outer to MTOW
Aircraft RDC TDG span Height base Speed
facturer Outer
ft (m) ft (m) ft (m) ft (m) ft (m) ft (m) lbs (kg) kts
PA-28R 29.9 7.9 24.3 - 8 12 2,491
Piper Cherokee A I 1 70
(9) (2) (7) (2) (3.5) (1130)
Arrow
PA-28-140 35.1 7.2 24.0 - 7 11 2,425
Piper A I 1 65
Cherokee (11) (2) (7) (2) (3) (1100)
220
5/01/2012 Draft AC 150/5300-13A
Appendix 2
A2-1. OBJECTIVE.
This appendix provides guidance on the assembly and analysis of wind data to determine runway
orientation. It also provides guidance on analyzing the operational impact of winds on existing
runways.
a. Wind is a key factor influencing runway orientation and the number of runways.
Ideally a runway should be aligned with the prevailing wind. Wind conditions affect all aircraft
in varying degrees. Generally, the smaller the aircraft, the more it is affected by wind,
particularly crosswind components (Figure A2-1) which are often a contributing factor in small
aircraft accidents.
50
10°
20°
N
IO
40 CT
°
30
RE
HEADWIND DI E TO
ND IV
°
COMPONENT WI LAT AY
40
-KNOTS RE NW
30 ° RU
50
°
60
20
70°
10
80°
DIRECTION OF FLIGHT
90°
RUNWAY
CROSSWIND
0
10 20 30 40 50 COMPONENT
-KNOTS
10 100°
10
20 110
°
EXAMPLE:
20 30 12
0°
WIND SPEED 20
KNOTS. ANGLE BETWEEN
40 13
TS
30
KN
COMPONENT - 17 KNOTS.
TAILWIND
14
50 HEADWIND COMPONENT -
0°
COMPONENT
-
10 KNOTS.
-KNOTS
15
E
0°
40 E
P
160
S
170°
D
180°
IN
W
T ED
50 OR
REP
221
Draft AC 150/5300-13A 5/01/2012
Appendix 2
A2-2. CROSSWINDS.
The crosswind component of wind direction and velocity is the resultant vector which acts at a
right angle to the runway. It is equal to the wind velocity multiplied by the trigonometric sine of
the angle between the wind direction and the runway direction. The wind vector triangles may
be solved graphically as shown in Figure A2-1. From this diagram, one can also determine the
headwind and tailwind component for combinations of wind velocities and directions.
When a runway orientation provides less than 95 percent wind coverage for the aircraft which
are forecast to use the airport on a regular basis, a crosswind runway may be required. The
allowable crosswind(s) for each RDC which are used to determine the percentage of wind
coverage are shown below.
The most advantageous runway orientation based on wind is the one which provides the greatest
wind coverage with the minimum crosswind components. Wind coverage is the percent of time
crosswind components are below an acceptable velocity. The desirable wind coverage for an
airport is 95 percent, based on the total numbers of weather observations during the record
period, typically 10 consecutive years. The data collection should be undertaken with an
understanding of the objective; i.e., to attain 95 percent utility of the runway and/or airport. At
many airports, aircraft operations decline after dark, and it may be desirable to analyze the wind
data on less than a 24-hour observation period. At airports where operations are predominantly
seasonal, you should consider the wind data for the predominant-use period. At locations where
provision of a crosswind runway is impractical due to severe terrain constraints you may need to
consider increasing operational tolerance to crosswinds by upgrading the airport layout to the
next higher RDC.
The latest and most reliable wind information should always be used to carry out a wind
analysis. A record which covers the last 10 consecutive years of wind observations is
recommended. Records of lesser duration may be acceptable on a case-by-case basis, but this
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Appendix 2
should be discussed with and agreed to by the FAA Airports Region/District Office prior to
proceeding. In some instances, it may be highly desirable to obtain and assemble wind
information for periods of particular significance; e.g., seasonal variations, instrument weather
conditions, daytime versus nighttime, and regularly occurring gusts.
The best source of wind information is the National Oceanic and Atmospheric Administration,
National Climatic Data Center (NCDC). The NCDC is located at:
The NCDC no longer provides wind data in the FAA format. However, the hourly data is now
available free of charge at the following website: www1.ncdc.noaa.gov/pub/data/noaa/. Data
will require conversion to the FAA format to use in the FAA windrose program. You will need
to determine the ceiling, visibility, and whether you want VMC, IMC, all-weather or all wind
data for your location. The wind summary for the airport site should be formatted with the
standard 36 wind sectors (the NCDC standard for noting wind directions) and the wind speed
groupings shown in Figure A2-2. An existing wind summary of recent vintage may be
acceptable for analysis purposes if these standard wind direction and speed groupings are used.
Figure A2-3 is an example of a typical wind summary.
a. Data Not Available. In those instances when NCDC data are not available for
the site, it may be possible to develop composite wind data using wind information obtained
from two or more nearby recording stations. However, exercise caution because the composite
data may have limited value if there are significant changes in the topography (such as
hills/mountains, bodies of water, ground cover, etc.) between the sites. Limited records should
be augmented with personal observations (wind-bent trees, interviews with the local populace,
etc.) to ascertain if a discernible wind pattern can be established.
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Appendix 2
W NN
NN 360° E
350° 10°
40° 20°
3
0° 30
33 °
28
W 40
N 0° 27
N
32 °
E
0°
22
50
31
°
21
0°
60
17
30
°
W
16
WN
EN
E
°
70°
290
11
10 KNO
TS
280°
80°
270°
90°
W E
260°
100°
250
°
110
°
NN
E
E
ES
24
0°
12
0°
23
0°
13
0°
22
0°
N
0°
14
N
SE
E
21 0°
0° 15
200 °
° 160
190° 170°
SS 180°
W
SSE
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Appendix 2
The most common wind analysis procedure uses a windrose which is a scaled graphical
presentation of the wind information.
b. Plotting Wind Data. Each segment of the windrose represents a wind direction
and speed grouping corresponding to the wind direction and speed grouping on the NCDC
summary. The recorded directions and speeds of the wind summary are converted to a
percentage of the total recorded observations. Computations are rounded to the nearest one-
tenth of 1 percent and entered in the appropriate segment of the windrose. Figure A2-4
illustrates a completed windrose based on data from Figure A2-3. Plus (+) symbols are used to
indicate direction and speed combinations which occur less than one-tenth of 1 percent of the
time.
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Appendix 2
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Appendix 2
W 360 NN
NN 350 10 E
340 20
0 30
33
28
0 40
W
27
32
N
E
N
+ 22
0
50
31
+ 21
+ + +
+ +
0
60
17
30
+ + +
W
16
EN
+
WN
.3 .3
.2 .2
E
+ + .3 +
290
70
.3 11 .2
.3 .1
.1 10 +
+ .4 KNOTS .1
.8 +
280
.1
80
+ .9 +
+
.1 +
.9 +
270
90
W + + .2 .9 85.8 + + E
.9 +
.2 +
+ .9 +
+
260
100
.2 1.0 +
+ .8 +
.1 +
+ .6 .1
250
110
+ .1 .4 .1
.5 .4 .1
.3 .2
WS
E
.1 +
ES
+
W
+ + +
24
0
12
+ +
0
+ + + +
+
23
0
13
+ +
0
+ + +
22 0
SW
0 14
SE
21 0
0 15
200
160
SS 190 180 170 E
W SS
S
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Appendix 2
W 360 NN
NN 350 10 E
340 20
0 30
33
28
0 40
W
27
32
N
E
N
+ 22
0
50
31
+ 21
+ + +
+ +
0
60
17
30
+ + +
W
16
EN
+
WN
.3 .3
.2 .2
E
+ + .3 +
290
70
.3 11 .2
.3 .1
13 KNOTS
.1 10 +
+ .4 KNOTS .1
.8 +
280
.1
80
+ .9 +
+
.1 +
.9 +
270
CL
10
90
28
CL
W + + .2 .9 85.8 + + E
.9 +
.2 WIND COVERAGE: +
13 KNOTS
+ .9 +
+
260
100
.2 1.0
97.79 % +
+ .8 +
.1 +
+ .6 .1
250
110
+ .1 .4 .1
.5 .4 .1
.3 .2
WS
E
.1 +
ES
+
W
+ + +
24
0
12
+ +
0
+ + + +
+
23
0
13
+ +
0
+ + +
22 0
SW
0 14
SE
21 0
0 15 PLASTIC
200 TEMPLATE
160
SS 190 180 170 E
W SS
S
NOTES:
1. RUNWAY ORIENTATED 90° - 270° (TRUE) WOULD ONLY HAVE 2.21% OF THE WINDS EXCEEDING THE 13-KNOT
CROSSWIND COMPONENT.
2. WIND DIRECTIONS ARE RECORDED ON THE BASIS OF TRUE NORTH. THE MAGNETIC RUNWAY HEADINGS
ARE DETERMINED BASED ON THE MAGNETIC DECLINATION FOR THE AREA.
EXAMPLE: IF THE MAGNETIC DECLINATION IS 12° W, THE RUNWAY DESIGNATORS FOR THE ABOVE
RUNWAY WOULD BE 10 - 28.
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Appendix 2
A2-8. CONCLUSIONS.
The example wind analysis shows that the optimum wind coverage possible with a single runway
and a 13-knot crosswind is 97.8 percent. If the analysis had shown that it was not possible to
obtain at least 95 percent wind coverage with a single runway, then consideration should be
given to provide an additional (crosswind) runway oriented to bring the combined wind coverage
of the two runways to at least 95 percent.
A2-9. ASSUMPTIONS.
The analysis procedures assume that winds are uniformly distributed over the area represented
by each segment of the windrose. The larger the area, the less accurate is this assumption.
Calculations made using nonstandard windrose directions or speeds result in a derivation of wind
coverage (and its associated justification for a crosswind runway) which is questionable.
Wind analysis is typically done using computer programs. A wind analysis program is available
on the FAA Airport Surveying – GIS Program website:
https://airports-gis.faa.gov/public/index.html.
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Appendix 2
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Appendix 3
A3-1. INTRODUCTION.
The forces of jet blast (jet exhaust) produce very high velocities and temperatures. Jet blast is
capable of causing bodily injury to personnel, damage to airport equipment, facilities, and/or
airfield pavement and erosion of unprotected soil along the edge of pavements. This appendix
suggests means to minimize the effects of jet blast.
Jet blast affects all operational areas of the airport. In terminal, maintenance, and cargo areas,
personnel safety is the primary consideration. Velocities greater than 30 mph (48 km/hr) can
cause loose objects on the pavement to become airborne with the capability of causing injury to
personnel, structures and equipment at considerable distances behind the aircraft. Sudden gusts
averaging more than 20 mph (31 km/hr) maybe hazardous and, when striking moving vehicles or
aircraft, more dangerous than continuous velocities of the same magnitude. Velocities of this
magnitude can occur over 2,000 feet (610 m) to the rear of some aircraft when their engines are
operating at takeoff thrust.
a. Jet Blast Pressures. Jet exhaust velocities are irregular and turbulent. The
vibrations they induce over small areas should be considered in designing a building or structure
which will be subjected to jet blast. Over areas of 10 to 15 ft2 (1.0 to 1.4 m2), the velocities may
be assumed to be periodic with peaks occurring at 2 to 6 times per second. These peaks are not
continuous laterally or vertically. The following equation can be used to compute the pressure
produced on a surface perpendicular to the exhaust stream:
P = 0.00256 V2 P = 0.04733 V2
where: or where:
P = pressure (lbs/ft2) P = pressure (pascals)
V = velocity (mi/hr) V = velocity (km/hr)
b. Blast Velocity Distances. The drag and uplift forces produced by jet engines are
capable of moving large boulders. A jet engine operating at maximum thrust is capable of lifting
a 2-foot (0.6 m) boulder located 35 feet (10.7 m) behind the aircraft. Forces that are capable of
causing severe erosion decrease rapidly with distance so that beyond 1200 feet (366 m) behind
some aircraft, only sand and cohesionless soils are affected.
Aircraft manufacturers provide information on the exhaust velocities and temperatures for their
respective aircraft and engine combinations. Typically, contours are provided for ground idle,
breakaway (typical taxiing condition), and maximum takeoff power conditions under specific
conditions (sea level, static airplane, zero wind, standard day conditions).This information can be
found in the airport planning guides and/or airplane characteristics which are available on the
aircraft manufacturer websites. Data on lateral and vertical velocity contours, as well as site
specific blast loads on structures, may be obtained from the engine manufacturers.
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Appendix 3
Properly designed blast fences can substantially reduce or eliminate the damaging effects of jet
blast, as well as the related fumes and noise which accompany jet engine operation. Blast fences
are permissible near apron areas to protect personnel, equipment, or facilities from the jet blast of
aircraft moving along taxiways and/or into or out of parking positions. In addition, blast fences
may be necessary near runway ends, run-up pads, etc., to shield airport pedestrian and/or
vehicular traffic, as well as to shield those areas adjacent to the airport boundary, but off-airport
property which has pedestrian and/or vehicular traffic.
a. Location. Generally, the closer the fence is to the source of blast, the better it
performs, provided that the centerline of the exhaust stream falls below the top of the fence. To
the extent practicable, blast fences should be located outside of the full-dimension RSA and
ROFA. When it is not practicable to locate the blast fence beyond the full-dimension
RSA/ROFA, the RSA/ROFA will require additional measures such as an EMAS to comply with
the standard RSA criteria.
b. Design. The selection of the design of the blast fence will be influenced by a
number of things including the location, purpose, aircraft fleet, height, etc. Several types of blast
fence design are readily available from various manufacturers. Blast fences located inside the
RSA/ROFA must be frangible in accordance with the requirements in AC 150/5220-23.
c. Other Types of Blast Protection. Although blast fences are the most effective
means of blast protection, other methods may achieve satisfactory results. Any surface, whether
natural or manmade, located between the jet engine and the area to be protected will afford some
measure of blast protection.
Unprotected soils adjacent to runways and taxiways are susceptible to erosion due to jet blast. A
dense, well-rooted turf cover can prevent erosion and support the occasional passage of aircraft,
maintenance equipment, or emergency equipment under dry conditions. Paved shoulders are
required for runways, taxiways, taxilanes, and aprons accommodating Group III and higher
aircraft. Turf, aggregate-turf, soil cement, lime or bituminous stabilized soil are recommended
adjacent to paved surfaces accommodating Group I and II aircraft. In addition to providing
protection from jet blast, shoulders must be capable of safely supporting the occasional passage
of the most demanding aircraft as well as emergency and maintenance vehicles.
Paved shouldersrun the full length of the runway(s) and taxiway(s) which accommodate Group
III and higher aircraft. Blast pads at runway ends should extend across the full width of the
runway plus the shoulders. Table 3–4 specifies the standard blast pad dimensions and runway
shoulder widths. Table 4–2 specifies the standard taxiway shoulder widths. Increases to these
standard dimensions are permissible for unusual local conditions, but will require a modification
to standards.
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a. Pavement Strength. Shoulder and blast pad pavements need to support the
occasional passage of the most demanding aircraft as well as maintenance and emergency
response vehicles. A pavement design procedure for shoulders and blast pads using the current
FAARFIELD design software is provided in AC 150/5320-6. Additionally, the “Pavement
Design for Airport Shoulders” chapter of AC 150/5320-6 provides direction on pavement layer
minimum thickness requirements, material specification requirements, and guidance for
shoulders in areas susceptible to frost heave.
a. General. The location of aircraft parking areas requires careful attention with
respect to jet blast effect(s). Whether the aircraft parking area is at the terminal gate, off-gate
parking, commonly referred to as “hardstands,” or a typical apron parking area, the impact to
adjacent personnel, aircraft, taxiways/taxilanes, service roads, vehicles, and other objects must be
considered in selecting the location, layout and operation of these area(s). Special emphasis is
required when light general aviation aircraft and commuter aircraft are present. Passenger
boarding/deplaning on an apron area poses additional risk from jet blast.
(1) Select the design aircraft – Determine the jet blast contours (velocity and
distance) from the aircraft/engine manufacturer’s jet blast data.
(3) Analyze the impact to the taxiway/taxilane system for taxi-in, taxi-out,
pushback, and power-back parking operations.
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Appendix 3
jet blast hazards may be created (NASA/ASRS Directline Issue No. 6, August 1993, “Ground Jet
Blast Hazard.”)
Avoid terminal gate and hardstand aircraft parking layouts that have “tail-to-tail” parking
between turbo-jet aircraft and (1) light aircraft (<12,500 lbs) and/or (2) narrow-body and wide-
body aircraft. Provide tie-down anchors on apron areas which serve light aircraft especially
when nearby taxiways/taxilanes serve turbojet aircraft. AC 20-35 provides information on
anchor design.
c. Velocity Exposure Rates. The following maximum velocity exposure rates are
recommended:
(2) Terminal parking where parallel or skewed terminals face each other:
(a) Use a 24 mph (38 kmh) maximum under idle and breakway
conditions. The lower exposure rate takes into account conditions experienced by passengers
during bad weather when having to deal with umbrellas and slippery ramp/stairs. Idle and
breakaway conditions are specified to handle the variety of possible gate layouts and ramp
taxiing and tug operational policies and procedures.
(a) Use a 24 mph (38 kmh) maximum under idle conditions to locate
an adjacent hardstand when passengers are boarding/deplaning directly from/to the apron.
(b) Use a 35 mph (56 kmh) maximum under idle conditions when
aircraft are arriving/departing from the hardstands if the air carriers written ramp management
plan prescribes that all passengers in the adjacent hardstand locations are boarded or escorted
away from the active hardstand by trained ramp personnel.
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Appendix 3
(c) Use a 39 mph (62 kmh) maximum under breakaway conditions for
the location of service roads aft of the parked turbojet aircraft. This value addresses drivers’
control of vehicles/trucks when subjected to slightly higher winds and assumes no tug/tractor
service operations at the hardstands.
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Appendix 3
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Appendix 4
The size of the EAT visual screen is dependent on the runway geometry, the RDC of the aircraft
operating on that particular departing runway and EAT, and the relative elevations of the EAT,
V1 point, the ground at the screen, and the DER.
Ds
1/2 De
Dh
A°
V1
EAT SCREEN
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Appendix 4
Dh
ÐA = arctan
Dv
(tan ÐA(Dv + Ds )) = 1 De
2
Where:
DV = 0.4 × Runway Length
DS = Distance from the DER to the screen.
Dh = Distance from the runway centerline to the hold line.
De = Width of the EAT visual screen.
b. Vertical Geometry. The height of the screen must be designed so the top of the
screen will mask that portion of an aircraft that extends up to the top of a wing-mounted engine
nacelle of the ADG taxiing on the EAT, as viewed from the cockpit of the same ADG at the V1
point on the departure runway (see Figure A4-3). In general, the visual screen should extend
from the ground to the calculated height. For ADG-III and above, it is permissible to have the
lower limit of the visual screen up to two feet (0.5 m) above the DER elevation. Variations in
terrain at the site where the screen is to be constructed will need to be considered. It may be
feasible to grade the site of the visual screen to allow for an additional 2-foot (0.5 m) separation
between the visual screen panels and the ground for mowing access. A visual screen is not
required if terrain masks the wing-mounted engine nacelle of the aircraft on the EAT (see Figure
A4-4).
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Appendix 4
Where:
ELEVV1 = MSL elevation of the runway centerline at the V1 point, 60% of the length of
the runway from the takeoff threshold
ELEVDER = MSL elevation of the DER.
ELEVTOS = MSL elevation of the top of the screen.
ELEVNACELLE = MSL elevation of the top of the engine nacelle.
ELEVGAS = MSL elevation of the ground at the screen.
ELEVEAT = MSL elevation of the centerline of the EAT.
HNACELLE = Height of the engine nacelle above the taxiway (See Table A4-1 below).
HEYE = Height of the pilot’s eye above the runway (See Table A4-1 below).
LRWY = Length of the runway.
DS = Distance from the DER to the screen.
DEAT = Distance from the DER to the centerline of the EAT.
A visual screen is not required if the elevation of the EAT is lower than the elevation of the DER
by at least:
HEYE × DEAT
- HNACELLE
.4 × LRWY
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Appendix 4
The visual screen must be constructed to perform as designed and be durable, resistant to
weather, frangible, and resistant to expected wind load. The visual screen comprises
foundations, frame, connection hardware, and front panels.
c. Front Panel. The front panel of the visual screen should be designed so it is
conspicuous from the runway side of the screen. Replaceable front panels 12 feet (3.5 m) long
and 4 feet (1 m) high and attached to the frame structure allow easy replacement if necessary.
See Figure A4-6. The following design has been determined to fulfill all requirements.
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Appendix 4
PF1
HIGH FRAME ELEVATION:
SCREEN
FRAMING SCHEDULE
SURFACE
VISUAL SCREEN 26 FT [8] H 32 FT [10]
WIND SPEED (MPH)
MEMBER 90 130 150
P1 HSS 8x6x5/16 HSS 8x8x1/2 HSS 12x8x3/8
P2 HSS 10x6x1/2 HSS 12x8x9/16 HSS 16x8x1/2
P3 HSS 12x6x1/2 HSS 16x8x1/2 HSS 20x8x1/2
PF1 HSS 6x4x3/16 HSS 6x4x5/16 HSS 6x4x5/16
P1
"H" FRANGIBLE
CONNECTION
P3
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Appendix 4
PANEL A3
4 [1] PANEL A1 (ROTATED) PANEL A1
PANEL A2 PANEL A2
4 [1] PANEL A2 (ROTATED)
PANEL A1
4 [1] PANEL A3 (ROTATED) PANEL A3
CL OF CL OF
SUPPORT COLUMN SUPPORT COLUMN
NOTE: PANEL DESIGNATIONS (A1, A1 ROTATED, ETC.) REFER TO PAINT SCHEME BELOW.
12 [3.5]
45°
TYP
18 IN [456 mm]
CL OF CL OF
SUPPORT COLUMN SUPPORT COLUMN
DIMENSIONAL NOTE: UNLESS OTHERWISE SPECIFIED, DIMENSIONS ARE EXPRESSED IN FEET [METERS].
242
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Appendix 4
(2) Pattern. The front panel of the screen visually depicts a continuous,
alternating red and white, diagonal striping of 12-foot (3.5 m) wide stripes set at a 45-degree
angle ± five (5) degrees, sloped either all to the left or all to the right. To provide maximum
contrast, the slope of the diagonal striping on the screen is opposite the slope of aircraft tails
operating in the predominant flow on the EAT, as shown in Figure A4-7.
(3) Color. The front panel of the screen is retroreflective red and white. The
colors of the retroreflective sheeting used to create the visual screen conform to Chromaticity
Coordinate Limits shown in Table A4-2, when measured in accordance with Federal
Specification FP-85, Section 718.01(a), or American Society for Testing and Materials
International (ASTM) D 4956, Standard Specification for Retroreflective Sheeting for Traffic
Control.
(4) Reflectivity. The surface of the front panel is reflective on the runway
side of the screen. Measurements are made in accordance with ASTM E810, Standard Test
Method for Coefficient of Retroreflection of Retroreflective Sheeting Utilizing the Coplanar
Geometry. The sheeting must maintain at least 90 percent of its values, as shown in Table A4-3,
with water falling on the surface, when measured in accordance with the standard rainfall test of
FP-85, Section 718.02(a), and Section 7.10.0 of AASHTO M 268.
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Appendix 4
PREDOMINANT FLOW
YES
PREDOMINANT FLOW
NO
d. Environmental Performance. The front panel of the screen surface material and
all its required components must be designed for continuous outdoor use under the following
conditions:
(2) Wind Loading. The screen must be able to sustain exposure to a wind
speed of at least 90 mph (145 k/h) or the appropriate wind speed anticipated for the specific
airport location, whichever is greater. See Table A4-4 for wind pressures.
(3) Rain. The screen surface material must withstand exposure to wind-
driven rain.
(4) Sunlight. The screen surface material must withstand exposure to direct
sunlight.
(5) Lighting. If required, the top edge of the visual screen is illuminated with
steady burning, L-810 FAA-approved obstruction lighting, as provided in AC 150/5345-43 and
positioned as specified in AC 70/7460-1.
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Appendix 4
(1) Approach Light Plane. No part of the visual screen may penetrate the
approach light plane.
(2) Radar Interference. Research has shown that a visual screen erected on
an airport equipped with ASDE may reflect signals that are adverse to the ASDE operation. To
avoid this, the visual screen should be tilted back/away (on the side facing the ASDE) 12 degrees
(±1°). This will minimize or eliminate false radar targets generated by reflections off the screen
surface. Examples of this tilting are shown in Figure A4-5.
(3) ILS Interference. Research has shown that a visual screen on a runway
equipped with an ILS system (LOC and GS) will generally not affect or interfere with the
operation of the system. An analysis must be performed for GSs, especially null reference GSs,
prior to the installation of the screens.
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Appendix 4
Munsell
Color x y X Y x y x y Min Max
Paper
6.3GY
White .303 .287 .368 .353 .340 .380 .274 .316 35
6.77/0.8
8.2R
Red .613 .297 .708 .292 .636 .364 .558 .352 8.0 12.0
3.78/14.0
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Appendix 5
A5-1. BACKGROUND.
This appendix discusses general aviation aprons and hangars on an airport. These facilities may
be at a general aviation airport or in an exclusively general aviation area of a commercial service
airport. The function of an apron is to accommodate aircraft during loading and unloading of
passengers and or cargo. Activities such as fueling, maintenance and short term parking do take
place on an apron. Apron layout depends directly on aircraft parking positions and movement
patterns between these parking positions, hangars, and support facilities such as fueling, wash
racks and any FBO facilities. Well planned general aviation aprons and hangars minimize
runway incursions and effectively expedite aircraft services.
a. General. Aprons and associated taxilanes should be considered for the critical
design aircraft and the combination of aircrafts to be using the facility. Itinerant or transient
aprons should be designed for easy access by the aircraft under power. Aprons designed to
handle jet aircraft should take into account the effects of jet blast and allow extra room for safe
maneuvering. Tiedown aprons at general aviation airports usually are designed to accommodate
A/B I small aircraft with wingspans. Some tiedown stalls should be provided for larger twin
engine aircraft as needed to handle the demand.
c. Tiedown Apron. Aircrafts require tiedowns in the open. Open areas used for
base aircraft tiedowns are paved, unpaved or turf. The type of apron surface is dependent on the
aircraft size, soil and weather conditions.
d. Other Services Apron. Apron areas must also accommodate for aircraft
servicing, fueling, loading and loading of cargo.
e. Area allowance. Allow an area of 360 square yards (301 m2) per aircraft for a
typical itinerant/transient apron at a general aviation airport.
f. Tiedown Layout. The layout of tiedown stalls for small aircrafts on an apron can
vary by the space and shape of the area available. The layout should maximize the number of
stalls, while still providing the required taxilane OFAs and wingtip clearance. A minimum of 10
feet (3 m) clearance should be provided between the wings of parked small aircraft. Figure A5-1
depicts examples of two tiedown apron layouts for small aircraft. General information on
tiedown techniques and procedures is contained in AC 20-35.
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Appendix 5
g. Transient Apron. Allow an area of 360 square yards (301 m2) per transient
aircraft for a typical transient apron at a general aviation airport.
3 [1] DIM Y
DIM W DIM X
DIM Z
3 [1] DIM Y
DIM X
DIM W
YELLOW LINE
DIM V
TIE DOWN ANCHORS 4" WIDE
(TYPICAL) (TYPICAL)
RECOMMENDED TIEDOWN DIMENSIONS FOR SMALL AIRCRAFT (DIMENSIONS ARE IN FEET [METERS]
DESIGN AIRCRAFT TAXILANE SPACING* STALL SPACING** WING TIEDOWNS TAIL TIEDOWNS NESTED DEPTH
WINGSPAN (DIM V) (DIM W) (DIM X) (DIM Y) (DIM Z)
* PROVIDE REQUIRED CLEAR TAXILANE OBJECT FREE AREA BETWEEN NOSE/PROPELLER OF AIRCRAFT.
** PROVIDE 10 [3] MINIMUM SPACE BETWEEN WINGTIPS.
*** AIRCRAFT DESIGN GROUP I
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Appendix 5
Wash pads are dedicated areas on an apron where the aircraft can be washed. The pavement is
sloped to a drain that is connected to a sanitary sewer system or other treatment system, which is
separate from the storm water piping. Water hoses are located near the pads.
A5-4. FUELING.
Aircraft fueling is done on apron in a number of ways. Fuel trucks can come to parked aircraft
or general aviation aircraft can be pushed, towed or taxied to fuel pumps that may be located
either in an island or along the apron edges. Self-fueling of one’s own aircraft is permissible
under certain circumstances. Please refer to the appropriate FAA regulations and local
requirements for the self-fueling of general aviation aircraft. Consideration should be made to
protect asphaltic concrete pavement from fuel and oil spills using a fuel resistant slurry seal. See
AC 150/5230-4 for more information on fueling. See AC 150/5320-6 for pavement design.
Table 4–1 gives the required taxiway and taxilane OFA and wingtip clearance for a particular
ADG. All parked aircraft must remain clear of the OFAs of runways and taxiways. The aircraft
also must not penetrate the Runway Clearing Surfaces as discussed in paragraph 306.
To ease aircraft towing and taxiing, apron grades should be at a minimum, consistent with local
drainage requirements. The maximum allowable grade in any direction is 2.0 percent for
Aircraft Approach Categories A and B and 1.0 percent for Aircraft Approach Categories C and
D. The maximum grade change is 2.0 percent. There is no requirement for vertical curves,
though on aprons designed for small propeller aircraft, special consideration should be made to
reduce the chance of dinging low hanging propellers as the aircraft taxis through a swale at a
catch basin. Near aircraft parking areas it is desirable to keep the slope closer to 1.0 percent to
facilitate moving the aircraft into the stalls. This flatter slope is also desirable for the pavement
in front of hangar doors. Where possible, design apron grades to direct drainage away from the
any building, especially in fueling areas. There should be a 1.5 inch (38 mm) drop-off at the
pavement edge with the shoulder area sloped between 3.00 and 5.0 percent away from the
pavement.
A5-7. DRAINAGE.
The drainage systems to handle the storm water runoff from an apron should be designed to
handle the critical design storm events. Sometimes trench drains are used because of the flatter
slopes used. Since there can be fuel and oil spills on aprons, consideration should be made to
include oil water separators and other appropriate treatment systems into the drainage systems.
See AC 150/5320-5 for drainage design information.
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Appendix 5
For tiedown areas, usually a tee is painted with a 4 inches – 6 inches (102 mm - 152 mm) wide
stripe between the tiedown anchors to easily identify the stall. The taxilane centerlines should be
painted with a 6 inches wide (152 mm) yellow stripe. Stall positions at gates are marked with
white striping to show where the nose wheel of the aircraft will travel. Non-movement area
marking is generally used between taxiways and aprons, as aprons are considered to be non-
movement areas. See AC 150/5340-1 for marking design information. Lighting of apron areas
is desirable, especially at FBO facilities. The height of the floodlight poles must not exceed the
Runway Clearing Surfaces identified in paragraph 306. The light beams must be directed
downward and away from runway approaches and control towers. In some cases special
shielding of the lights is needed to minimize unwanted glare.
A5-9. HANGARS.
Many aircraft owners will prefer to have their aircraft stored in hangars for security and
protection against wind and other adverse weather conditions. Hangars can be rectangular,
square or corporate style buildings separated from the next hangar. Hangar bays can be joined
together in T-hangars holding 4-12 bays. Usually interior walls separate the individual bays and
each bay has its own door. Other T-hangars can be open canopies without doors or interior
walls. Doors generally slide horizontally and stack to the side of the hangar opening, some have
bi-fold or fabric doors which retract up. The hangar structures can be fabricated from wood,
steel or concrete. Corrugated metal or aluminum siding is also used. T-hangars are designed to
maximize the number of aircraft per apron area. Corporate hangars often have small offices with
restrooms. Box hangars can be sized larger to store multiple aircraft of varying sizes. The key
dimensions of a hangar bay are clear door opening width and height and bay depth. Local
permitting agencies may require nearby fire hydrants, sprinkler systems, fire alarm systems,
personnel doors, floor drains and other building safety items, depending on the size of the
hangar. Building codes make a distinction between storage hangars allowing, minor replacement
of maintenance parts and aircraft major repair hangars.
a. T-Hangars. The floor plan of a T-Hangar bay is shaped as a tee with a wide
space for the wing and a narrow space for the tail. The layout of a T-hangar can vary by
manufacturer. Some have the tail space in one bay - back to back - with the tail space on the
opposite side of the hangar. Others have nested arrangement of the bays. Manufacturers will
make several models based on the various sizes of aircraft. Additional bays in pairs can be
added to the typical 4 bay unit. T-hangars generally are made to accommodate aircraft
wingspans up to 55 feet (17 m). Figure A5-2 depicts an example of a layout of T-hangars with
either a single taxilane or a dual taxilane arrangement (sometimes used in large T-hangar
complexes to allow for passing of aircraft).
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Appendix 5
CL CL CL
DIM Z
30 [9] MIN
BETWEEN
GROUPS
TAXILANE
TAXILANE
TAXILANE
DIM W DIM X
MINIMUM MINIMUM
RECOMMENDED T-HANGAR DIMENSIONS FOR SMALL AIRCRAFT (DIMENSIONS ARE IN FEET [METERS]
CLEAR HANGAR SINGLE TAXILANE DUAL TAXILANE TAXILANE WIDTH TAXILANE TO
DOOR WIDTH SPACE (DIM W) SPACE (DIM X) (DIM Y) TAXILANE SPACE (DIM Z)
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Appendix 5
(1) Clearances. Hangar design must at all times allow aircrafts to maintain
specified clearances during movement activities.
(2) Services. All repair services provided inside hangars should be allowed to
incorporate safety procedures including fueling and defueling activities when necessary.
(4) Security. On or off airport hangars must be designed to take into account
protecting the aircraft from access by unauthorized personnel.
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Appendix 6
A6-1. PURPOSE.
This appendix provides guidelines for the design, location and construction of a compass
calibration pad and basic information concerning its use in determining the deviation error in an
aircraft magnetic compass.
A6-2. BACKGROUND.
The design details in this appendix are provided for guidance only. Variations of these designs
are acceptable provided the general requirements are met.
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Appendix 6
MAGNETIC TRUE
NORTH NORTH
(MN)
MAGNETIC
DECLINATION
SEE DETAIL A
BELOW
6 IN [152 mm]
CENTER POINT OF SEE NOTE 2 MINIMUM
COMPASS CALIBRATION PAD
15 FT [5 M] 2 FT
10 FT [3 M]
MINIMUM [0.5 M]
DETAIL A
NOTES:
2. COMPASS HEADING CHARACTERS ARE 24 IN [610mm] HIGH BY X 15 IN [381 mm] WIDE WITH
A 3.5 IN [89 mm] MINIMUM WIDE STROKE. CHARACTERS ARE ORANGE IN COLOR. AZIMUTH
BOX IS 51 IN [1295 mm] WIDE X 26 IN [660 mm] HIGH. PAINTED RECTANGLE BOX IS SOLID WHITE
IN COLOR.
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Appendix 6
SEE NOTE 1
MN
03
A
0 0
33
06
30
MARKING LAYOUT
0
090
270
A
12
0
24
0
0 15
21 0
180
150 FT - 600 FT
[46 M - 182M]
MINIMUM TYPICALLY
ACCESS TAXIWAY
(NO MAGNETIC MATERIALS)
10 FT [3 M]
SEE DETAIL A MAXIMUM
1 1/2 IN [38 mm]
RIGID OR FLEXIBLE
PAVEMENT
NOTES:
2. USE ALUMINUM OR NONMETALLIC PIPE WHEN DRAINAGE IS NECESSARY WITHIN 150' [46 M] OF
THE CENTER OF PAD.
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Appendix 6
The requirements specified herein have been determined through consultation with instrument
calibration specialists, FBOs, and persons in the US Geological Survey with considerable
experience in performing surveys of compass calibration pads.
a. Locate the center of the pad at least 600 feet (183 meters) from magnetic objects
such as large parking lots, busy roads, railroad tracks, high voltage electrical transmission lines
or cables carrying direct current (either above or below ground). Locate the center of the pad at
least 300 feet (91 meters) from buildings, aircraft arresting gear, fuel lines, electrical or
communication cable conduits when they contain magnetic (iron, steel, or ferrous) materials and
from other aircraft. Runway and taxiway light bases, airfield signs, ducts, grates for drainage
when they contain iron, steel, or ferrous materials should be at least 150 feet (46 m) from the
center of the pad. In order to prevent interference with electronic NAVAID facilities located on
the airport, be sure the required clearances are maintained in accordance with the requirements in
Chapter 6.
b. The compass calibration pad must be located outside airport design surfaces to
satisfy the runway and taxiway clearances applicable to the airport on which it is located.
d. The difference between magnetic and true north (referred to as magnetic variation
or declination) must be uniform in the vicinity of the site. Magnetic surveys must be made to
determine that the angular difference between true and magnetic north measured at any point
does not differ from the angular difference measured at any other point by more than one-half
degree (30 minutes of arc) within a space between 2 and 10 feet (0.5 and 3 meters) above the
ground above the surface of the base and extending over an area within a 250-foot (76 meters)
radius from the center of the pad. Exceptions can be made for small anomalies provided it can
be shown through the magnetic surveys to have no effect on any magnetic measurements on the
paved portion of the compass calibration pad. All exceptions must be noted in the compass rose
report and certification that must be provided by the geophysicist, surveyor or engineer making
the magnetic surveys.
(1) Make a preliminary total field survey of the (proposed) pad and
surrounding area using a total field magnetometer. Measurements should be made in a grid
pattern with 5-foot (1.5 m) spacing on the (proposed) pad, 10-foot (3 m) spacing from the edge
of the (proposed) pad to 150-feet (46 m) from the center, and 20-foot (6 m) spacing on the
cardinal headings (north, south, east, and west) out to 250-feet (76 m) from the center of the pad.
The reading on the (proposed) pad should have a range of 75 nT (nanoTesla) or less. The range
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Appendix 6
should be 125 nT or less from the edge of the (proposed) pad out to 150-feet (46 m) from the
center of the pad, and a range of less than 200nT from150-feet (46 m) out to 250-feet (76 m)
from the center of the (proposed) pad. Several sites can typically be evaluated in a day using this
method. Once a suitable site is located, proceed to the next step.
(3) Measure declination at each grid point and each additional point. During
the measurement of declination, the center point must be re-occupied approximately every 30
minutes in order to determine the diurnal (daily) variation of the magnetic field in order to cancel
the diurnal change from the readings and to determine the average value of declination.
(4) Mark on the pavement the location where radials must be painted within 1
minute of the magnetic bearing indicated.
(5) Submit a written report to the airport or agency requesting the surveys.
The report should include all results, equipment calibration information, and a drawing showing
the declination survey results.
For pavement design and construction, the applicable portions of AC 150/5320-6 and AC
150/5370-10 should be used. The following additional information is important:
b. Each of the radials is oriented within one minute of the magnetic bearing
indicated by its markings.
c. Mark the date of observation and any annual change in direction of magnetic
north durably and legibly on the surface of the calibration pad near the magnetic north mark.
Establish a permanent monument at some remote location on the true north radial for future
reference.
d. After all construction work on the compass pad is completed, the pad must be
magnetically resurveyed to show that magnetic materials were not introduced during
construction and to establish the current magnetic headings.
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Appendix 6
There are also many other competent geophysicists, surveyors or engineers who are capable of
performing compass rose surveys.
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Appendix 7
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC): A/B - I Small Aircraft
ITEM DIM 1 VISIBILITY MINIMUMS
Visual Not Lower Not Lower Lower than
than 1 mile than 3/4 mile 3/4 mile
(1.6 km) (1.2 km) (1.2 km)
RUNWAY DESIGN
Runway Length A Refer to paragraphs 302 and 305
Runway Width B 60' (18.5 m) 60' (18.5 m) 60' (18.5 m) 75' (23 m)
Shoulder Width 10' (3 m) 10' (3 m) 10' (3 m) 10' (3 m)
Blast Pad Width 80' (24.5 m) 80' (24.5 m) 80' (24.5 m) 95' (29 m)
Blast Pad Length 60' (18.5 m) 60' (18.5 m) 60' (18.5 m) 60' (18.5 m)
Wind Crosswind Component 10.5 10.5 10.5 10.5
RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10 R 240' (73 m) 240' (73 m) 240' (73 m) 600' (183 m)
Length prior to threshold P 240' (73 m) 240' (73 m) 240' (73 m) 600' (183 m)
Width C 120' (37 m) 120' (37 m) 120' (37 m) 300' (91 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 240' (73 m) 240' (73 m) 240' (73 m) 600' (183 m)
Length prior to threshold P 240' (73 m) 240' (73 m) 240' (73 m) 600' (183 m)
Width Q 250' (76 m) 250' (76 m) 250' (76 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A N/A
Width N/A N/A N/A N/A
Approach Runway Protection Zone (RPZ)
Length L 1,000' (305 m) 1,000' (305 m) 1,700' (518 m) 2,500' (762 m)
Inner Width W1 250' (76 m) 250' (76 m) 1,000' (305 m) 1,000' (305 m)
Outer Width W2 450' (137 m) 450' (137 m) 1,510' (460 m) 1,750' (533 m)
Acres 8.035 8.035 48.978 79
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding Position 125' (38 m) 125' (38 m) 125' (38 m) 175' (53 m)
Parallel taxiway/taxilane D
150' (46 m) 150' (46 m) 150' (46 m) 200' (61 m) 4
centerline 2
Aircraft parking area G 125' (38 m) 125' (38 m) 125' (38 m) 400' (122 m)
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Appendix 7
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC):: A/B - I
ITEM DIM 1 VISIBILITY MINIMUMS
Visual Not Lower than Not Lower than Lower than
1 mile 3/4 mile 3/4 mile
(1.6 km) (1.2 km) (1.2 km)
RUNWAY DESIGN
Runway Length A Refer to paragraphs 302 and 305
Runway Width B 60' (18.5 m) 60' (18.5 m) 60' (18.5 m) 100' (30 m)
Shoulder Width 10' (3 m) 10' (3 m) 10' (3 m) 10' (3 m)
Blast Pad Width 80' (24.5 m) 80' (24.5 m) 80' (24.5 m) 120' (37 m)
Blast Pad Length 100' (30 m) 100' (30 m) 100' (30 m) 100' (30 m)
Wind Crosswind Component 10.5 10.5 10.5 10.5
RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R 240' (73 m) 240' (73 m) 240' (73 m) 600' (183 m)
Length prior to threshold P 240' (73 m) 240' (73 m) 240' (73 m) 600' (183 m)
Width C 120' (37 m) 120' (37 m) 120' (37 m) 300' (91 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 240’ (73 m) 240' (73 m) 240' (73 m) 600' (183 m)
Length prior to threshold P 240' (73 m) 240' (73 m) 240' (73 m) 600' (183 m)
Width Q 400’ (122 m) 400' (122 m) 400' (122 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A 200’ (61 m)
Width N/A N/A N/A 800’ (244 m)
Approach Runway Protection Zone (RPZ)
Length L 1,000' (305 m) 1,000' (305 m) 1,700' (518 m) 2,500' (762 m)
Inner Width W1 500' (152 m) 500' (152 m) 1,000' (305 m) 1,000' (305 m)
Outer Width W2 700' (213 m) 700' (213 m) 1,510' (460 m) 1,750' (533 m)
Acres 13.770 13.770 48.978 78.914
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding Position 200' (61 m) 200' (61 m) 200' (61 m) 250' (76 m)
Parallel taxiway/taxilane D
225' (69 m) 225' (69 m) 225' (69 m) 250' (76 m) 4
centerline 2
Aircraft parking area G 200' (61 m) 200' (61 m) 200' (61 m) 400' (122 m)
Helicopter touchdown pad Refer to AC 150/5390-2
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Appendix 7
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC): A/B - II
ITEM DIM 1 VISIBILITY MINIMUMS
Visual Not Lower than Not Lower than Lower than
1 mile 3/4 mile 3/4 mile
(1.6 km) (1.2 km) (1.2 km)
RUNWAY DESIGN
Runway Length A Refer to paragraphs 302 and 305
Runway Width B 75' (23 m) 75' (23 m) 75' (23 m) 100' (30 m)
Shoulder Width 10' (3 m) 10' (3 m) 10' (3 m) 10' (3 m)
Blast Pad Width 95' (29 m) 95' (29 m) 95' (29 m) 120' (37 m)
Blast Pad Length 150' (46 m) 150' (46 m) 150' (46 m) 150' (46 m)
Wind Crosswind Component 13 13 13 13
RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R 300' (91 m) 300' (91 m) 300' (91 m) 600' (183 m)
Length prior to threshold P 300' (91 m) 300' (91 m) 300' (91 m) 600' (183 m)
Width C 150' (46 m) 150' (46 m) 150' (46 m) 300' (91 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 300' (91 m) 300' (91 m) 300' (91 m) 600' (183 m)
Length prior to threshold P 300' (91 m) 300' (91 m) 300' (91 m) 600' (183 m)
Width Q 500' (152 m) 500' (152 m) 500' (152 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A 200' (61 m)
Width N/A N/A N/A 800' (244 m)
Approach Runway Protection Zone (RPZ)
Length L 1,000' (305 m) 1,000' (305 m) 1,700' (518 m) 2,500' (762 m)
Inner Width W1 500' (152 m) 500' (152 m) 1,000' (305 m) 1,000' (305 m)
Outer Width W2 700' (213 m) 700' (213 m) 1,510' (460 m) 1,750' (533 m)
Acres 13.770 13.770 48.978 78.914
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding Position 200' (61 m) 200' (61 m) 200' (61 m) 250' (76 m)
Parallel taxiway/taxilane D
240' (73 m) 240' (73 m) 240' (73 m) 300' (91 m) 4
centerline 2
Aircraft parking area G 250' (76 m) 250' (76 m) 250' (76 m) 400' (122 m)
Helicopter touchdown pad Refer to AC 150/5390-2
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Appendix 7
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC): A/B - III
ITEM DIM 1 VISIBILITY MINIMUMS
Visual Not Lower than Not Lower than Lower than
1 mile 3/4 mile 3/4 mile
(1.6 km) (1.2 km) (1.2 km)
RUNWAY DESIGN
Runway Length A Refer to paragraphs 302 and 305
Runway Width B 100' (30 m) 100' (30 m) 100' (30 m) 100' (30 m)
Shoulder Width 20' (6 m) 20' (6 m) 20' (6 m) 20' (6 m)
Blast Pad Width 140' (43 m) 140' (43 m) 140' (43 m) 140' (43 m)
Blast Pad Length 200' (61 m) 200' (61 m) 200' (61 m) 200' (61 m)
Wind Crosswind Component 16 16 16 16
RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R 600' (183 m) 600' (183 m) 600' (183 m) 800' (244 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width C 300' (91 m) 300' (91 m) 300' (91 m) 400' (122 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 600' (183 m) 600' (183 m) 600' (183 m) 800' (244 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width Q 800' (244 m) 800' (244 m) 800' (244 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A 200' (61 m)
Width N/A N/A N/A 800' (244 m)
Approach Runway Protection Zone (RPZ)
Length L 1,000' (305 m) 1,000' (305 m) 1,700' (518 m) 2,500' (762 m)
Inner Width W1 500' (152 m) 500' (152 m) 1,000' (305 m) 1,000' (305 m)
Outer Width W2 700' (213 m) 700' (213 m) 1,510' (460 m) 1,750' (533 m)
Acres 13.770 13.770 48.978 78.914
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding Position 200' (61 m) 200' (61 m) 200' (61 m) 250' (76 m)
Parallel taxiway/taxilane D
300' (91 m) 300' (91 m) 300' (91 m) 350' (107 m) 4
centerline 2
Aircraft parking area G 400' (122 m) 400' (122 m) 400' (122 m) 400' (122 m)
Helicopter touchdown pad Refer to AC 150/5390-2
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Appendix 7
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC): A/B - IV
ITEM DIM 1 VISIBILITY MINIMUMS
Visual Not Lower than Not Lower than Lower than
1 mile 3/4 mile 3/4 mile
(1.6 km) (1.2 km) (1.2 km)
RUNWAY DESIGN
Runway Length A Refer to paragraphs 302 and 305
Runway Width B 150' (46 m) 150' (46 m) 150' (46 m) 150' (46 m)
Shoulder Width 25' (7.5 m) 25' (7.5 m) 25' (7.5 m) 25' (7.5 m)
Blast Pad Width 200' (61 m) 200' (61 m) 200' (61 m) 200' (61 m)
Blast Pad Length 200' (61 m) 200' (61 m) 200' (61 m) 200' (61 m)
Wind Crosswind Component 20 20 20 20
RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width C 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width Q 800' (244 m) 800' (244 m) 800' (244 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A 200' (61 m)
Width N/A N/A N/A 800' (244 m)
Approach Runway Protection Zone (RPZ)
Length L 1,000' (305 m) 1,000' (305 m) 1,700' (518 m) 2,500' (762 m)
Inner Width W1 500' (152 m) 500' (152 m) 1,000' (305 m) 1,000' (305 m)
Outer Width W2 700' (213 m) 700' (213 m) 1,510' (460 m) 1,750' (533 m)
Acres 13.770 13.770 48.978 78.914
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding Position 250' (76 m) 250' (76 m) 250' (76 m) 250' (76 m)
Parallel taxiway/taxilane D
400' (122 m) 400' (122 m) 400' (122 m) 400' (122 m)
centerline 2
Aircraft parking area G 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Helicopter touchdown pad Refer to AC 150/5390-2
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Appendix 7
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC): C/D/E - I
ITEM DIM 1 VISIBILITY MINIMUMS
Visual Not Lower than Not Lower than Lower than
1 mile 3/4 mile 3/4 mile
(1.6 km) (1.2 km) (1.2 km)
RUNWAY DESIGN
Runway Length A Refer to paragraphs 302 and 305
Runway Width B 100' (30 m) 100' (30 m) 100' (30 m) 100' (30 m)
Shoulder Width 10' (3 m) 10' (3 m) 10' (3 m) 10' (3 m)
Blast Pad Width 120' (37 m) 120' (37 m) 120' (37 m) 120' (37 m)
Blast Pad Length 100' (30 m) 100' (30 m) 100' (30 m) 100' (30 m)
Wind Crosswind Component 16 16 16 16
RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width 15 C 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width Q 800' (244 m) 800' (244 m) 800' (244 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A 200' (61 m)
Width N/A N/A N/A 800' (244 m)
Approach Runway Protection Zone (RPZ)
Length L 1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
Inner Width W1 500' (152 m) 500' (152 m) 1,000' (305 m) 1,000' (305 m)
Outer Width W2 1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
Acres 29.465 29.465 48.978 78.914
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding Position 9 250' (76 m) 250' (76 m) 250' (76 m) 250' (76 m)
Parallel taxiway/taxilane D
300' (91 m) 300' (91 m) 300' (91 m) 400' (122 m)
centerline 2
Aircraft parking area G 400' (122 m) 400' (122 m) 400' (122 m) 500' (152 m)
Helicopter touchdown pad Refer to AC 150/5390-2
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NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC): C/D/E - II
ITEM DIM 1 VISIBILITY MINIMUMS
Visual Not Lower than Not Lower than Lower than
1 mile 3/4 mile 3/4 mile
(1.6 km) (1.2 km) (1.2 km)
RUNWAY DESIGN
Runway Length A Refer to paragraphs 302and 305
Runway Width B 100' (30 m) 100' (30 m) 100' (30 m) 100' (30 m)
Shoulder Width 10' (3 m) 10' (3 m) 10' (3 m) 10' (3 m)
Blast Pad Width 120' (37 m) 120' (37 m) 120' (37 m) 120' (37 m)
Blast Pad Length 150' (46 m) 150' (46 m) 150' (46 m) 150' (46 m)
Wind Crosswind Component 16 16 16 16
RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width 13 C 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width Q 800' (244 m) 800' (244 m) 800' (244 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A 200' (61 m)
Width N/A N/A N/A 800' (244 m)
Approach Runway Protection Zone (RPZ)
Length L 1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
Inner Width W1 500' (152 m) 500' (152 m) 1,000' (305 m) 1,000' (305 m)
Outer Width W2 1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
Acres 29.465 29.465 48.978 78.914
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding Position 9 250' (76 m) 250' (76 m) 250' (76 m) 250' (76 m)
Parallel taxiway/taxilane D
300' (91 m) 300' (91 m) 300' (91 m) 400' (122 m)
centerline 2
Aircraft parking area G 400' (122 m) 400' (122 m) 400' (122 m) 500' (152 m)
Helicopter touchdown pad Refer to AC 150/5390-2
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NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC): C/D/E - III
ITEM DIM 1 VISIBILITY MINIMUMS
Visual Not Lower than Not Lower than Lower than
1 mile 3/4 mile 3/4 mile
(1.6 km) (1.2 km) (1.2 km)
RUNWAY DESIGN
Runway Length A Refer to paragraphs 302 and 305
Runway Width 13, 16 B 100' (30 m) 100' (30 m) 100' (30 m) 150' (46 m)
Shoulder Width 13, 14, 16 20' (6 m) 20' (6 m) 20' (6 m) 25' (8 m)
Blast Pad Width 13, 16 140' (43 m) 140' (43 m) 140' (43 m) 200' (61 m)
Blast Pad Length 200' (61 m) 200' (61 m) 200' (61 m) 200' (61 m)
Wind Crosswind Component 16 16 16 16
RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width C 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width Q 800' (244 m) 800' (244 m) 800' (244 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A 200’ (61 m)
Width N/A N/A N/A 800’ (244 m)
Approach Runway Protection Zone (RPZ)
Length L 1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
Inner Width W1 500' (152 m) 500' (152 m) 1,000' (305 m) 1,000' (305 m)
Outer Width W2 1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
Acres 29.465 29.465 48.978 78.914
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding Position 7 250' (76 m) 250' (76 m) 250' (76 m) 250' (76 m)
Parallel taxiway/taxilane D
400' (122 m) 400' (122 m) 400' (122 m) 400' (122 m)
centerline 2
Aircraft parking area G 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Helicopter touchdown pad Refer to AC 150/5390-2
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NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC): C/D/E - IV
ITEM DIM 1 VISIBILITY MINIMUMS
Visual Not Lower than Not Lower than Lower than
1 mile 3/4 mile 3/4 mile
(1.6 km) (1.2 km) (1.2 km)
RUNWAY DESIGN
Runway Length A Refer to paragraphs 302 and 305
Runway Width B 150' (46 m) 150' (46 m) 150' (46 m) 150' (46 m)
Shoulder Width 25' (7.5 m) 25' (7.5 m) 25' (7.5 m) 25' (7.5 m)
Blast Pad Width 200' (61 m) 200' (61 m) 200' (61 m) 200' (61 m)
Blast Pad Length 200' (61 m) 200' (61 m) 200' (61 m) 200' (61 m)
Wind Crosswind Component 20 20 20 20
RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width C 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width Q 800' (244 m) 800' (244 m) 800' (244 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A 200' (61 m)
Width N/A N/A N/A 800' (244 m)
Approach Runway Protection Zone (RPZ)
Length L 1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
Inner Width W1 500' (152 m) 500' (152 m) 1,000' (305 m) 1,000' (305 m)
Outer Width W2 1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
Acres 29.465 29.465 48.978 78.914
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding Position 8, 9 250' (76 m) 250' (76 m) 250' (76 m) 250' (76 m)
Parallel taxiway/taxilane D
400' (122 m) 400' (122 m) 400' (122 m) 400' (122 m)
centerline 2
Aircraft parking area G 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Helicopter touchdown pad Refer to AC 150/5390-2
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NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC): C/D/E - V
ITEM DIM 1 VISIBILITY MINIMUMS
Visual Not Lower than Not Lower than Lower than
1 mile 3/4 mile 3/4 mile
(1.6 km) (1.2 km) (1.2 km)
RUNWAY DESIGN
Runway Length A Refer to paragraphs 302 and 305
Runway Width B 150' (46 m) 150' (46 m) 150' (46 m) 150' (46 m)
Shoulder Width 14 35' (10.5 m) 35' (10.5 m) 35' (10.5 m) 35' (10.5 m)
Blast Pad Width 220' (67 m) 220' (67 m) 220' (67 m) 220' (67 m)
Blast Pad Length 400' (122 m) 400' (122 m) 400' (122 m) 400' (122 m)
Wind Crosswind Component 20 20 20 20
RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width C 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width Q 800' (244 m) 800' (244 m) 800' (244 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A 200' (61 m)
Width N/A N/A N/A 800' (244 m)
Approach Runway Protection Zone (RPZ)
Length L 1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
Inner Width W1 500' (152 m) 500' (152 m) 1,000' (305 m) 1,000' (305 m)
Outer Width W2 1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
Acres 29.465 29.465 48.978 78.914
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding Position 8, 9 250' (76 m) 250' (76 m) 250' (76 m) 280' (85 m)
Parallel taxiway/taxilane D
See footnote 3.
centerline 2, 5
Aircraft parking area G 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Helicopter touchdown pad Refer to AC 150/5390-2
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NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC): C/D/E - VI
ITEM DIM 1 VISIBILITY MINIMUMS
Visual Not Lower than Not Lower than Lower than
1 mile 3/4 mile 3/4 mile
(1.6 km) (1.2 km) (1.2 km)
RUNWAY DESIGN
Runway Length A Refer to paragraphs 302 and 305
Runway Width B 200' (61 m) 200' (61 m) 200' (61 m) 200' (61 m)
Shoulder Width 14 40' (12 m) 40' (12 m) 40' (12 m) 40' (12 m)
Blast Pad Width 280' (85 m) 280' (85 m) 280' (85 m) 280' (85 m)
Blast Pad Length 400' (122 m) 400' (122 m) 400' (122 m) 400' (122 m)
Wind Crosswind Component 20 20 20 20
RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width C 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Runway Object Free Area (ROFA)
Length beyond runway end R 1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
Length prior to threshold 12 P 600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
Width Q 800' (244 m) 800' (244 m) 800' (244 m) 800' (244 m)
Runway Obstacle Free Zone (ROFZ)
Length Refer to paragraph 308
Width Refer to paragraph 308
Precision Obstacle Free Zone (POFZ)
Length N/A N/A N/A 200' (61 m)
Width N/A N/A N/A 800' (244 m)
Approach Runway Protection Zone (RPZ)
Length L 1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
Inner Width W1 500' (152 m) 500' (152 m) 1,000' (305 m) 1,000' (305 m)
Outer Width W2 1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
Acres 29.465 29.465 48.978 78.914
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline H Refer to paragraph 316
Holding Position 8, 9 280' (85 m) 280' (85 m) 280' (85 m) 280' (85 m)
Parallel taxiway/taxilane D
500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
centerline 2, 6
Aircraft parking area G 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
Helicopter touchdown pad Refer to AC 150/5390-2
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NOTES:
1. Letters correspond to the dimensions in Figure 3-43.
2. The taxiway/taxilane centerline separation standards are for sea level. At higher elevations, an
increase to these separation distances may be required to keep taxiing and holding aircraft clear of
the OFZ (refer to paragraph 308).
3. For ADG V, the standard runway centerline to parallel taxiway centerline separation distance is
400 feet (122 m) for airports at or below an elevation of 1,345 feet (410 m); 450 feet (137 m) for
airports between elevations of 1,345 feet (410 m) and 6,560 feet (1999 m); and 500 feet (152 m)
for airports above an elevation of 6,560 feet (1999 m).
4. For aircraft approach categories A/B, approaches with visibility less than ½-statute miles (0.8
km), runway centerline to taxiway/taxilane centerline separation increases to 400 feet (122 m).
5. For ADG V, approaches with visibility less than ½-statute mile (0.8 km), the separation distance
increases to 500 feet (152 m) plus required OFZ elevation adjustment.
6. For ADG VI, approaches with visibility less than ¾ statute mile (0.8 km), the separation distance
increases to 500 feet (152 m) plus elevation adjustment. For approaches with visibility less than
½-statute mile (0.8 km), the separation distance increases to 550 feet (168 m) plus required OFZ
elevation adjustment.
7. For ADG III, this distance is increased 1 foot (0.5 m) for each 100 feet (30 m) above 5,100 feet
(1554 m) above sea level.
8. For ADG IV-VI, this distance is increased 1 foot (0.5 m) for each 100 feet (30 m) above sea level.
9. For all ADGs that are aircraft approach categories D and E, this distance is increased 1 foot (0.5
m) for each 100 feet (30 m) above sea level.
10. The RSA length beyond the runway end begins at the runway end when a stopway is not
provided. When a stopway is provided, the length begins at the stopway end.
11. The RSA length beyond the runway end may be reduced to that required to install an Engineered
Materials Arresting System designed to stop the design aircraft exiting the runway end at 70
knots.
12. This value only applies if that runway end is equipped with electronic or visual vertical guidance.
If visual guidance is not provided, use the value for “length beyond departure end.”
13. For RDC C/D/E – III runways serving aircraft with maximum certificated takeoff weight greater
than 150,000 pounds (68,040 kg), the standard runway width is 150 feet (46 m), the shoulder width
is 25 feet (7.5 m), and the runway blast pad width is 200 feet (61 m).
14. RDC C/D/E – V and VI normally require stabilized or paved shoulder surfaces.
15. For RDC C-I and C-II, a RSA width of 400 feet (122 m) is permissible.
16. For Airplane Design Group III designed for airplanes with maximum certificated takeoff weight of
150,000 pounds (68,100 kg) or less, the standard runway width is 100 feet (31 m), the shoulder
width is 20 feet (7 m), and the runway blast pad width is 140 feet (43 m).
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Appendix 8. ACRONYMS
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Appendix 9
Appendix 9. INDEX
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278