Advisory Circular 150/5300 13A, Airport Design 5300 150 13a

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Advisory
Circular

U.S. Department
of Transportation
Federal Aviation
Administration

Subject: Airport Design

1.

Date: DRAFT

AC No: AC 150/5300-13A

Initiated by: AAS-100

Change:

What is the purpose of this advisory circular (AC)?

This AC contains the Federal Aviation Administration's (FAA) standards and recommendations
for airport design.
2.

Does this AC cancel any prior ACs?

AC 150/5300-13, Airport Design, dated September 29, 1989, is canceled.
3.

To whom does this AC apply?

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/.
4.

Are there any related documents?

Related documents to this AC are indicated in paragraph 108. A few, but not all, of the
significant related documents are:
a.

AC 150/5070-6, Airport Master Plans

b.

AC 150/5230-4, Aircraft Fuel Storage, Handling, and Dispensing on Airports

c.

AC 150/5320-5, Surface Drainage Design

d.

AC 150/5320-6, Airport Pavement Design and Evaluation

e.

AC 150/5325-4, Runway Length Requirements for Airport Design

Draft AC 150/5300-13A

5.

5/01/2012

f.

AC 150/5360-13, Planning and Design Guidelines for Airport Terminal Facilities

g.

Order 8260.3, United States Standard for Terminal Instrument Procedures
(TERPS)

h.

Other Orders in the 8260 series

i.

Title 14 Code of Federal Regulations (CFR) Part 77, Safe, Efficient Use, and
Preservation of the Navigable Airspace

What are the principal changes in this AC?

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:

6.

a.

An introduction of the Runway Design Code (RDC)

b.

An introduction of the Runway Reference Code (RRC)

c.

An expanded discussion on Declared Distances

d.

A clarified and expanded discussion of the Runway Protection Zone (RPZ)

e.

An introduction of the Taxiway Design Group (TDG) concept for fillet design

f.

The establishment of a minimum separation between non-intersecting runways

g.

The inclusion of Runway Incursion Prevention geometry for new construction

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.

How are metrics represented?

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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How can I get this and other FAA publications?

You can view a list of all ACs at http://www.faa.gov/regulations_policies/advisory_circulars/.
You can view the Federal Aviation Regulations at
http://www.faa.gov/regulations_policies/faa_regulations/.

Michael J. O’Donnell
Director of Airport Safety and Standards

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Intentionally left blank.

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TABLE OF CONTENTS
Chapter 1. INTRODUCTION ..................................................................................................... 1
101.
102.
103.
104.
105.
106.
107.
108.
109.

PURPOSE. .............................................................................................................. 1
DEFINITIONS. ....................................................................................................... 2
ROLES OF FEDERAL, STATE AND LOCAL GOVERNMENTS. .................... 9
NOTICE OF PROPOSED CONSTRUCTION. ................................................... 11
PLANNING. ......................................................................................................... 14
AIRPORT LAYOUT PLAN (ALP). .................................................................... 16
COLLECTION, PROCESSING AND PUBLICATION OF AIRPORT DATA. 17
RELATED ADVISORY CIRCULARS (ACs), ORDERS, AND FEDERAL
REGULATIONS............................................................................................. 18
to 199. RESERVED. ............................................................................................. 30

Chapter 2. DESIGN PROCESS................................................................................................. 31
201.
202.
203.
204.
205.
206.
207.
208.
209.
210.
211.
212.
213.
214.
215.
216.

GENERAL. ........................................................................................................... 31
DESIGN AIRCRAFT. .......................................................................................... 33
RUNWAY INCURSIONS. .................................................................................. 34
AIRPORT DESIGN STANDARDS AND THE ENVIRONMENTAL PROCESS.
......................................................................................................................... 34
RUNWAY LOCATION, ORIENTATION AND WIND COVERAGE. ............. 35
PLANNED VISIBILITY MINIMUMS FOR INSTRUMENT PROCEDURES. 36
RUNWAY VISIBILITY REQUIREMENTS. ...................................................... 37
AIRPORT TRAFFIC CONTROL TOWER (ATCT) SITING. ............................ 38
AIRPORT REFERENCE POINT (ARP). ............................................................ 39
HELIPORTS/HELIPADS. ................................................................................... 39
OTHER AERONAUTIC USES ON AIRPORTS. ............................................... 40
DRAINAGE CONSIDERATIONS. ..................................................................... 40
SECURITY OF AIRPORTS................................................................................. 41
PAVEMENT STRENGTH AND DESIGN. ........................................................ 43
LOCATION OF ON-AIRFIELD FACILITIES. .................................................. 43
to 299. RESERVED. ............................................................................................ 44

Chapter 3. RUNWAY DESIGN................................................................................................. 45
301.
302.
303.
304.
305.
306.
307.
308.

INTRODUCTION. ............................................................................................... 45
RUNWAY DESIGN CONCEPTS. ...................................................................... 45
RUNWAY END SITING REQUIREMENTS. .................................................... 46
DECLARED DISTANCES. ................................................................................. 56
RUNWAY GEOMETRY. .................................................................................... 71
OBJECT CLEARING. .......................................................................................... 75
RUNWAY SAFETY AREA (RSA) / ENGINEERED MATERIALS
ARRESTING SYSTEMS (EMAS). ............................................................... 75
OBSTACLE FREE ZONE (OFZ). ....................................................................... 78

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309.
310.
311.
312.
313.
314.
315.
316.
317.
318.
319.
320.
321.
322.

5/01/2012

RUNWAY OBJECT FREE AREA (ROFA). ....................................................... 86
RUNWAY PROTECTION ZONE (RPZ). ........................................................... 86
CLEARWAY STANDARDS. .............................................................................. 91
STOPWAY STANDARDS. ................................................................................. 92
SURFACE GRADIENT. ...................................................................................... 93
TURF RUNWAYS. ............................................................................................ 101
MARKING AND LIGHTING. ........................................................................... 103
RUNWAY AND TAXIWAY SEPARATION REQUIREMENTS. .................. 103
APPROACH PROCEDURE PLANNING. ........................................................ 106
RUNWAY REFERENCE CODE (RRC). .......................................................... 110
AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF) ACCESS. .................. 110
JET BLAST. ....................................................................................................... 110
RUNWAY DESIGN REQUIREMENTS MATRIX. ......................................... 110
to 399. RESERVED. .......................................................................................... 115

Chapter 4. TAXIWAY AND TAXILANE DESIGN ............................................................. 117
401.
402.
403.
404.
405.
406.
407.
408.
409.
410.
411.
412.
413.
414.
415.
416.
417.
418.
419.
420.
421.
422.
423.
424.

GENERAL. ......................................................................................................... 117
TAXIWAY DEFINITIONS................................................................................ 123
PARALLEL TAXIWAYS. ................................................................................. 123
TAXIWAY WIDTH. .......................................................................................... 125
CURVES AND INTERSECTIONS. .................................................................. 126
CROSSOVER TAXIWAYS............................................................................... 132
BYPASS TAXIWAYS. ...................................................................................... 132
RUNWAY/TAXIWAY INTERSECTIONS. ..................................................... 133
ENTRANCE TAXIWAYS. ................................................................................ 134
EXIT TAXIWAYS. ............................................................................................ 135
HOLDING BAYS FOR RUNWAY ENDS. ...................................................... 142
TAXIWAY TURNAROUNDS. ......................................................................... 144
APRON TAXIWAYS AND TAXILANES. ...................................................... 145
END-AROUND TAXIWAYS (EATS). ............................................................. 145
ALIGNED TAXIWAYS PROHIBITED. ........................................................... 149
TAXIWAY SHOULDERS. ................................................................................ 149
FILLET DESIGN................................................................................................ 149
SURFACE GRADIENT AND LINE OF SIGHT (LOS). .................................. 150
TAXIWAY CLEARANCE REQUIREMENTS................................................. 154
MARKINGS/LIGHTING/SIGNS. ..................................................................... 158
ISLANDS. ........................................................................................................... 159
TAXIWAY BRIDGES. ...................................................................................... 159
JET BLAST. ....................................................................................................... 159
to 499. RESERVED. ........................................................................................... 159

Chapter 5. APRONS ................................................................................................................. 161
501.
502.
503.

vi

BACKGROUND. ............................................................................................... 161
APRON TYPES. ................................................................................................. 161
APRON LAYOUT AND RUNWAY INCURSION PREVENTION. ............... 161

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504.
505.
506.
507.
508.
509.
510.
511.
512.
513.
514.
515.
516.

APRON DESIGN REQUIREMENTS. .............................................................. 164
FUELING. .......................................................................................................... 166
OBJECT CLEARANCE. .................................................................................... 166
DE-ICING FACILITIES. ................................................................................... 166
SURFACE GRADIENTS. .................................................................................. 166
DRAINAGE. ....................................................................................................... 167
MARKING AND LIGHTING. ........................................................................... 167
PAVEMENT DESIGN. ...................................................................................... 167
JET BLAST. ....................................................................................................... 167
ATCT VISIBILITY / LINE OF SIGHT (LOS). ................................................. 167
SERVICE ROADS. ............................................................................................ 168
TERMINAL DESIGN CONSIDERATIONS..................................................... 168
to 599. RESERVED. ........................................................................................... 168

Chapter 6. NAVIGATION AIDS (NAVAIDs) AND ON-AIRPORT AIR TRAFFIC
CONTROL FACILITIES (ATC-F) ................................................................ 169
601.
602.
603.
604.
605.
606.
607.
608.
609.
610.
611.
612.
613.
614.
615.
616.
617.
618.
619.
620.
621.
622.
623.
624.
625.
626.
627.
628.
629.
630.

BACKGROUND. ............................................................................................... 169
INTRODUCTION AND PURPOSE. ................................................................. 169
FEDERALLY OWNED AND NON-FEDERALLY OWNED NAVAIDs. ...... 171
SITING CRITERIA/LAND REQUIREMENTS. ............................................... 171
NAVAIDS AS OBSTACLES............................................................................. 172
PHYSICAL SECURITY. ................................................................................... 174
MAINTENANCE ACCESS. .............................................................................. 177
ELECTRICAL POWER. .................................................................................... 177
CABLE PROTECTION...................................................................................... 177
CABLE LOOP SYSTEM. .................................................................................. 177
COMMUNICATION AND POWER CABLE TRENCHES. ............................ 177
FACILITIES. ...................................................................................................... 177
TOWERS AND ELEVATED STRUCTURES. ................................................. 178
AIR TRAFFIC ORGANIZATION (ATO) – ORDERS AND NOTICES. ......... 178
DECOMMISSIONED FACILITIES. ................................................................. 178
AIRPORT TRAFFIC CONTROL TOWER (ATCT). ........................................ 178
REMOTE TRANSMITTER/RECEIVER (RTR). .............................................. 179
AIRPORT SURVEILLANCE RADAR (ASR). ................................................. 180
PRECISION RUNWAY MONITOR (PRM). .................................................... 181
AIRPORT SURFACE DETECTION EQUIPMENT (ASDE). .......................... 182
APPROACH LIGHTING SYSTEM (ALS). ...................................................... 182
APPROACH LEAD-IN LIGHTING SYSTEMS (LDINs). ............................... 188
RUNWAY END IDENTIFIER LIGHTING (REIL). ......................................... 189
AIRPORT ROTATING BEACONS. ................................................................. 191
PRECISION APPROACH PATH INDICATOR (PAPI). .................................. 191
INSTRUMENT LANDING SYSTEM (ILS). .................................................... 192
DISTANCE MEASURING EQUIPMENT (DME). .......................................... 195
RUNWAY VISUAL RANGE (RVR). ............................................................... 196
VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE (VOR). ........... 197
NON-DIRECTIONAL BEACON (NDB). ......................................................... 200
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631.
632.
633.
634.
635.
636.

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SEGMENTED CIRCLES AND WIND CONES. .............................................. 200
ASOS AND AWOS. ........................................................................................... 201
WEATHER CAMERA (WCAM). ..................................................................... 201
WIND EQUIPMENT F-400 (WEF). .................................................................. 202
LOW LEVEL WINDSHEAR ALERT SYSTEM (LLWAS). ............................ 203
to 699. RESERVED. .......................................................................................... 203

Chapter 7. AIRFIELD BRIDGES AND TUNNELS ............................................................. 205
701.
702.
703.
704.
705.
706.
707.
708.

GENERAL. ......................................................................................................... 205
SITING GUIDELINES....................................................................................... 205
DIMENSIONAL CRITERIA. ............................................................................ 205
LOAD CONSIDERATIONS. ............................................................................. 208
MARKING AND LIGHTING. ........................................................................... 208
OTHER CONSIDERATIONS............................................................................ 210
STORM WATER STRUCTURES. .................................................................... 211
to 799. RESERVED. ........................................................................................... 211

Appendix 1. AIRCRAFT CHARACTERISTICS ............................................................... 213
Appendix 2. WIND ANALYSIS ............................................................................................ 221
Appendix 3. THE EFFECTS AND TREATMENT OF JET BLAST................................ 231
Appendix 4. END-AROUND TAXIWAY (EAT) SCREENS ............................................. 237
Appendix 5. GENERAL AVIATION APRONS AND HANGARS ................................... 247
Appendix 6. COMPASS CALIBRATION PAD .................................................................. 253
Appendix 7. RUNWAY DESIGN STANDARDS MATRIX............................................... 259
Appendix 8. ACRONYMS ..................................................................................................... 271
Appendix 9. INDEX................................................................................................................ 277
LIST OF FIGURES
Figure 1-1. Obstruction Evaluation/Airport Airspace Analysis (OE/AAA) website:
https://oeaaa.faa.gov/oeaaa/external/portal.jsp ..................................................................14
Figure 2-1. Runway Visibility Zone .............................................................................................38
Figure 3-1. Runway Ends .............................................................................................................47
Figure 3-2. Threshold Siting Based on Approach Slope ..............................................................49
Figure 3-3. Approach Slopes – With Offset Approach Course ....................................................53
Figure 3-4. Departure Surface for Instrument Runways TERPS (40:1) .......................................54
Figure 3-5. One Engine Inoperative (OEI) Obstacle Identification Surface (OIS) (62.5:1).........55
Figure 3-6. Balanced Field Concept - Normal Takeoff Case .......................................................58

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Figure 3-7. Balanced Field Concept – Rejected Takeoff Case .....................................................59
Figure 3-8. Balanced Field Concept - Landing Case ....................................................................60
Figure 3-9. Normal Location of Start of Accelerate-Stop Distance Available (ASDA), Takeoff
Distance Available (TODA), and Takeoff Run Available (TORA) ..................................61
Figure 3-10. Normal Location of Departure End of TORA, TODA, LDA and ASDA ...............62
Figure 3-11. Departure End of TORA Based on Departure RPZ .................................................62
Figure 3-12. Departure End of TORA and TODA Based on Penetration to Departure Surface ..63
Figure 3-13. TODA Extended By Use of A Clearway, Normal TORA .......................................64
Figure 3-14. TODA Extended By Use of A Clearway, Shortened TORA ...................................65
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) .....................66
Figure 3-16. Stop End of LDA and ASDA Located to Provide Standard ROFA ........................67
Figure 3-17. Stop End of ASDA Located Based on Use of a Stopway ........................................67
Figure 3-18. Normal Start of LDA ...............................................................................................68
Figure 3-19. Start of LDA at Displaced Threshold Based on Threshold Siting Surface (TSS) ...69
Figure 3-20. Start of LDA at Displaced Threshold Based on Approach RPZ..............................69
Figure 3-21. Start of LDA Based on RSA/ROFA ........................................................................70
Figure 3-22. RSA ..........................................................................................................................72
Figure 3-23. Intersecting Runways ...............................................................................................74
Figure 3-24. Approximate Distance Aircraft Overrun the Runway End ......................................76
Figure 3-25. OFZ for Visual Runways and Runways With Not Lower Than ¾ Statute Mile
(1.2 km) Approach Visibility Minimums ..........................................................................81
Figure 3-26. OFZ for Operations on Runways By Small Aircraft With Lower Than ¾ Statute
Mile (1.2 km) Approach Visibility Minimums ..................................................................81
Figure 3-27. OFZ for Operations on Runways By Large Aircraft With Lower Than ¾-Statute
Mile (1.2 km) Approach Visibility Minimums ..................................................................82
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 .........................82
Figure 3-29. Sectional Views of the OFZ .....................................................................................83
Figure 3-30. Precision Obstacle Free Zone (POFZ) – No Displaced Threshold ..........................84
Figure 3-31. POFZ – Displaced Threshold ...................................................................................85
Figure 3-32. RPZ .........................................................................................................................88
Figure 3-33. Runway with no Published Declared Distances.......................................................89
Figure 3-34. Approach and Departure RPZs where the TORA is less than the TODA ...............90
Figure 3-35. Clearway ..................................................................................................................92
Figure 3-36. Stopway ....................................................................................................................93
Figure 3-37. Longitudinal Grade Limitations for Aircraft Approach Categories A & B .............96
Figure 3-38. Transverse Grade Limitations for Aircraft Approach Categories A & B ................97
Figure 3-39. Longitudinal Grade Limitations for Aircraft Approach Categories C D, & E.........98
Figure 3-40. Transverse Grade Limitations for Aircraft Approach Categories C D, & E ............99
Figure 3-41. RSA Grade Limitations Beyond 200 feet (61 m) from the Runway End ..............101
Figure 3-42. Parallel Runway Separation, Simultaneous Radar Controlled Approach – Staggered
Threshold .........................................................................................................................105
Figure 3-43. Typical Airport Layout ..........................................................................................114
Figure 4-1. Taxiway Design Groups (TDGs) .............................................................................117
Figure 4-2. Three Node Taxiway ................................................................................................119

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Figure 4-3. Taxiway Designs to Avoid (Examples A, B, C, D) .................................................121
Figure 4-4. Taxiway Designs to Avoid (Examples E, F, G) .......................................................122
Figure 4-5. Parallel Taxiways .....................................................................................................123
Figure 4-6. Pavement Edge Clearance on Straight Segment ......................................................126
Figure 4-7. Taxiway Turn ...........................................................................................................127
Figure 4-8. Poor Taxiway Design ...............................................................................................131
Figure 4-9. Proper Taxiway Design ............................................................................................131
Figure 4-10. Crossover Taxiway.................................................................................................132
Figure 4-11. Bypass Taxiway .....................................................................................................133
Figure 4-12. Entrance Taxiway...................................................................................................134
Figure 4-13. Right-Angled Exit Taxiway ...................................................................................136
Figure 4-14. ADG-VI/TDG-7 High Speed Exit Taxiway ..........................................................137
Figure 4-15. ADG-V/TDG-5 High Speed Exit Taxiway ............................................................138
Figure 4-16. ADG-III/TDG-3 High Speed Exit Taxiway...........................................................139
Figure 4-17. ADG-V/TDG-6 High Speed Exit Taxiway ............................................................140
Figure 4-18. Poor Design of High Speed Exits...........................................................................141
Figure 4-19. Proper Design of High Speed Exits .......................................................................141
Figure 4-20. Typical Holding Bay Configurations .....................................................................143
Figure 4-21. Poor Holding Bay Design ......................................................................................144
Figure 4-22. Taxiway Turnaround ..............................................................................................144
Figure 4-23. End-Around Taxiway (EAT) – ADG-II .................................................................147
Figure 4-24. End-Around Taxiway (EAT) – ADG-IV ...............................................................148
Figure 4-25. Taxiway Transverse Gradients for Approach Categories A & B ..........................152
Figure 4-26. Taxiway Transverse Gradients for Approach Categories C D, & E ......................153
Figure 4-27. Wingtip Clearance - Parallel Taxiways..................................................................154
Figure 4-28. Wingtip Clearance from Taxiway ..........................................................................155
Figure 4-29. Wingtip Clearance from Apron Taxiway...............................................................156
Figure 4-30. Wingtip Clearance from Taxilane ..........................................................................157
Figure 5-1. Runway Incursion Prevention ..................................................................................163
Figure 6-1. Typical CNSW Placement .......................................................................................170
Figure 6-2. Two Frangible Connections .....................................................................................174
Figure 6-3. ATCT Facility ..........................................................................................................179
Figure 6-4. RTR Communication Facility ..................................................................................180
Figure 6-5. ASR Steel Tower (17 feet (5 m) high) .....................................................................181
Figure 6-6. PRM Facility ............................................................................................................181
Figure 6-7. ALSF-2 .....................................................................................................................183
Figure 6-8. SSALR .....................................................................................................................184
Figure 6-9. MALSR ....................................................................................................................185
Figure 6-10. MALSR Facility .....................................................................................................186
Figure 6-11. MALS .....................................................................................................................186
Figure 6-12. MALSF ..................................................................................................................187
Figure 6-13. ODALS ..................................................................................................................187
Figure 6-14. Lead-in Lighting System (LDIN)...........................................................................188
Figure 6-15. Approach LDIN Facility ........................................................................................189
Figure 6-16. REIL .......................................................................................................................190
Figure 6-17. REIL .......................................................................................................................190

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Figure 6-18. PAPI .......................................................................................................................191
Figure 6-19. PAPI Light Boxes ..................................................................................................192
Figure 6-20. Instrument Landing System (ILS) Localizer (LOC) Siting and Critical Area .......192
Figure 6-21. LOC 8-Antenna Array............................................................................................193
Figure 6-22. LOC 14-Antenna Array..........................................................................................194
Figure 6-23. GS Siting and Critical Area....................................................................................194
Figure 6-24. GS Antenna and Equipment Shelter ......................................................................195
Figure 6-25. DME Antenna ........................................................................................................195
Figure 6-26. Touchdown RVR ...................................................................................................196
Figure 6-27. Enroute VOR Facility ............................................................................................198
Figure 6-28. Terminal VOR (TVOR) Facility ............................................................................198
Figure 6-29. TVOR Installation ..................................................................................................199
Figure 6-30. TVOR Clearances ..................................................................................................199
Figure 6-31. NDB Facility ..........................................................................................................200
Figure 6-32. Segmented Circle and Wind Cone .........................................................................200
Figure 6-33. ASOS Weather Sensors Suite ................................................................................201
Figure 6-34. Weather Camera (WCAM) Pole ............................................................................202
Figure 6-35. Weather Equipment Sensor Pole............................................................................202
Figure 6-36. LLWAS Sensor Pole ..............................................................................................203
Figure 7-1. Tunnel Under a Runway and Parallel Taxiway .......................................................206
Figure 7-2. Cross-Section of a Tunnel Under a Runway and Taxiway ......................................207
Figure 7-3. Airfield Bridge .........................................................................................................208
Figure 7-4. Shoulder Marking for Full-Standard and Minimum-Width Taxiway Bridge ..........209
Figure 7-5. Example of a Structural Deck with Lighted Depressed Roadway ...........................211
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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Table 4–6. Intersection Details for TDG 5 .................................................................................129
Table 4–7. Intersection Details for TDG 6 .................................................................................129
Table 4–8. Intersection Details for TDG 7 .................................................................................130
Table 4–9. Exit Taxiway Cumulative Utilization Percentages ...................................................142
Table 6–1. Fixed-by-Function Designation for NAVAID and Air Traffic Control (ATC)
Facilities for RSA and ROFA ..........................................................................................173
Table 6–2. List of NAVAID Facility Type .................................................................................175
Table 6–3. Surveillance Facility Type ........................................................................................176
Table 6–4. Communications Facility Type .................................................................................176
Table 6–5. Weather Detection Facility Type ..............................................................................176

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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:
(1)

Increase safety

(2)

Increase capacity to accommodate passenger and cargo and decrease

delays
(3)
Comply with federal environmental standards (see also Order 5050.4,
National Environmental Policy Act (NEPA) Implementing Instructions for Airport Projects).
(4)

Encourage innovative technologies that promote safety, capacity, and

efficiency.
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.
c.
Existing Airports. Every effort should be made to bring an airport up to current
standards. It may not, however, be feasible to meet all current standards at existing airports, and
in the case of federal assistance programs, funding of improvements may subject to FAA
criteria. In those cases, consultation with the appropriate offices of the FAA Office of Airports
and Flight Standards Service will identify any applicable FAA funding criteria and/or
adjustments to operational procedures necessary to accommodate operations to the maximum
extent while maintaining an acceptable level of safety. For non-standard conditions associated

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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.
d.

Federal Regulations and Safety.

(1)
These standards and recommendations do not limit or regulate the
operation of aircraft. Aircraft operations cannot be prevented, regulated, or controlled simply
because the airport or runway does not meet the design standards for a particular aircraft type.
For specific operational situations unique to the airport, consult with the FAA Flight Standards
Service.
(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:
(1)
(2)
anticipated needs
(3)

Airport ownership
Funding source used to establish, improve, or update the facility to meet
Service level or number of aircraft operations.

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 A:

Approach speed less than 91 knots.

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.

Category E:

Approach speed 166 knots or more.

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:
Group #
I
II
III
IV
V
VI

Tail Height
[ft (m)]
< 20' (<6 m)
20' - < 30' (6 m - < 9 m)
30' - < 45' (9 m - < 13.5 m)
45' - < 60' (13.5 m - < 18.5 m)
60' - < 66' (18.5 m - < 20 m)
66' - < 80' (20 m - < 24.5 m)

Wingspan
[ft (m)]
< 49' (<15 m)
49' - < 79' (15 m - < 24 m)
79' - < 118' (24 m - < 36 m)
118' - < 171' (36 m - < 52 m)
171' - < 214' (52 m - < 65 m)
214' - < 262' (65 m - < 80 m)

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.
Accelerate-Stop Distance Available (ASDA). See Declared Distances.

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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).
Decision Altitude (DA): see Decision Height.

1

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Draft AC 150/5300-13A

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.
Entrance Taxiway. A taxiway designed to be used by an aircraft entering a runway. Entrance
taxiways may also be used to exit a runway.
Exit Taxiway. A taxiway designed to be used by an aircraft only to exit a 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.
Fixed-By-Function NAVAID. An air navigation aid (NAVAID) that must be positioned in a
particular location in order to provide an essential benefit for aviation is fixed-by-function.

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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-byfunction 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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Landing Distance Available (LDA). See Declared Distances.
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.
Non-Precision Approach (NPA)*. A standard IAP in which no electronic GS is provided. For
the purpose of this AC, an IAP providing course guidance without vertical path guidance. Table
3–3 describes approach procedures without vertical guidance.
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. An existing object at a fixed geographical location or which may be expected at a
fixed location within a prescribed area with reference to which vertical clearance is or must be
provided during flight operation.
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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Parallel Taxiway. A taxiway running parallel to a runway:
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.
Precision Approach Procedure*. A standard IAP in which an electronic GS/glidepath is
provided; e.g., ILS and PAR.
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.
Takeoff Distance Available (TODA). See Declared Distances.
Takeoff Run Available (TORA). See Declared Distances.
Visual Runway. A runway without an existing or planned straight-in IAP.
103.

ROLES OF FEDERAL, STATE AND LOCAL GOVERNMENTS.
a.

Federal.

(1)
Federal Assistance. The FAA administers a grant program (Order
5100.38, Airport Improvement Program Handbook) which provides financial assistance for
developing public-use airports. Persons interested in the program can obtain information from
the FAA Airports Regional Office or Airports District Office (ADO) that serves their geographic
area. Consult these offices for assistance with selection of the design aircraft for federally
funded projects, which depends on demand factors that are beyond the scope of this AC.
Technical assistance with airport development is also available from these offices.

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(2)
Obligated Airports. Airport sponsors agree to certain obligations when
they accept Federal grant funds or Federal property transfers for airport purposes. The duration
of these obligations depends on the type, the recipient, the useful life of the facility being
developed, and other conditions stipulated. The FAA enforces these obligations through its
Airport Compliance Program. More information on the Airport Compliance Program can be
found in Order 5190.6, FAA Airport Compliance Manual. Information on specific assurances
and obligations associated with Federal grant funds can be found in Order 5100.38. The
standards in this AC demonstrate compliance with obligations associated with airport design and
development.
(3)
Certificated Airports. The FAA regulates commercial service airports
under 14 CFR Part 139. This regulation prescribes rules governing the certification and
operation of airports in any State of the United States, the District of Columbia, or any territory
or possession of the United States that serve scheduled or unscheduled passenger service. ACs
contain methods and procedures that certificate holders may use to comply with the requirements
of Part 139.
(4)
Non-Obligated Public-Use and Private-Use Airports. For airports not
included in subparagraphs (2) and (3) above:
(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.
(5)
Environmental Protection. Federal assistance in airport development
projects and ALP approvals require the FAA to follow the procedures of the NEPA in
connection with project approval. NEPA requires the FAA to disclose to the interested public a
clear, accurate description of potential environmental impacts and reasonable alternatives to the
proposed action. Order 5050.4 provides guidance for meeting NEPA requirements. See also
Order 1050.1, Policies and Procedures for Considering Environmental Impacts.
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.
104.

NOTICE OF PROPOSED CONSTRUCTION.

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.
a.

On-Airport Construction or Alteration – Public-Use Airports.

(1)
FAA Notification. Any construction on a public-use airport requires the
airport owner/operator to file notice with the FAA prior to start of construction (Title 14 CFR
Section 77.7, Form and Time of Notice). This applies to all tenants, lessees, and FAA operations
on the airport. It is important to note that “shielding” does not apply on an airport. If the
construction is on the airport, you must file notice. Further, the installation of a NAVAID is
exempt from the requirement to file notice only when the NAVAID is fixed-by function (see
paragraph 102).
(2)
Part 77 requires persons proposing any construction or alteration described
in Title 14 CFR Section 77.5, Applicability, to give 45-day notice to the FAA of their intent.
Notice is submitted on FAA Form 7460-1, Notice of Proposed Construction or Alteration. The
FAA encourages filing the Notice electronically on the FAA’s Obstruction Evaluation/Airport
Airspace Analysis (OE/AAA) website: https://oeaaa.faa.gov/oeaaa.
(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.
(a)
Runway Development. For any new runway, runway extension, or
planned runway upgrade, the necessary plan data include, as a minimum, planned runway end
and landing threshold coordinates, elevation(s), type of approach category or visibility
minimums, and whether the runway will be a designated instrument departure runway. See
paragraphs 107 and 303.

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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.
b.

Off-Airport Construction or Alteration.

(1)
FAA Notification. Part 77 requires persons proposing any construction or
alteration described in Title 14 CFR Section 77.9, Construction or Alteration Requiring Notice,
to give 45-day notice to the FAA of their intent. This includes any construction or alteration of
structures more than 200 feet (61 m) in height above the ground level or at a height that
penetrates defined imaginary surfaces extending outward and upward at a defined slope
dependent upon the conditions at the airport (public-use or private-use with special instrument
procedures).
(2)
Notice is submitted on FAA Form 7460-1. Notice can be filed
electronically on the FAA’s OE/AAA website: https://oeaaa.faa.gov/oeaaa.
(3)
Off-Airport Development. The plan on file concept, discussed in
paragraph 104.a(3), also applies to airport or community plans to remove off-airport objects that
could improve navigable airspace. For example, the FAA can issue a notice of hazard for
proposals that would otherwise be shielded by existing objects if a plan on file includes removal
of the existing object(s).
c.
Airport Construction or Alteration – Non-obligated public-use and privateuse airports (14 CFR Part 157). Part 157 applies to persons proposing to construct, alter,
activate, or deactivate a civil or joint-use airport or to alter the status or use of such an airport.
(1)

Part 157 requires notice to the FAA by anyone who intends to:
(a)

construct or otherwise establish a new airport or activate an airport.

(b)
construct, realign, alter, or activate any runway or other aircraft
landing or takeoff area of an airport.
(c)
deactivate, discontinue using, or abandon an airport or any landing
or takeoff area of an airport for a period of one year or more.
(d)
construct, realign, alter, activate, deactivate, abandon, or
discontinue using a taxiway associated with a landing or takeoff area on a public-use airport.
(e)
change the status of an airport from private-use to public-use or
from public-use to another status.
(f)

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Draft AC 150/5300-13A

(g)
change status from Instrument Flight Rule (IFR) to Visual Flight
Rules (VFR) or VFR to IFR.
(2)
Notice consists of submission of FAA Form 7480-1, Notice of Landing
Area Proposal, along with supporting documentation, to the FAA Airports Regional or ADO that
serves your geographic area.
(3)

Part 157 does not apply when:

(a)
An airport subject to conditions of a federal agreement (obligated
airport) that requires an approved current ALP to be on file with the FAA.
(b)
An airport at which flight operations will be conducted under VFR
for less than 30 consecutive days with less than 10 operations per day, and
(c)
The intermittent use of a site that is not an established airport,
which is used or intended to be used for less than one year and at which flight operations will be
conducted only under VFR. Intermittent use under Part 157 means the site is used no more than
3 days in any one week, with no more than 10 operations in any one day.
(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.
e.

Specific airspace procedures and requirements can be found in Order JO 7400.2.

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Figure 1-1. Obstruction Evaluation/Airport Airspace Analysis (OE/AAA) website:
https://oeaaa.faa.gov/oeaaa/external/portal.jsp
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.
b.
Design Aircraft. Planning a new airport or improvements to an existing airport
requires the selection of a “design aircraft.” The design aircraft can take the form of one
particular aircraft, for example, in the case of a private airport. In most cases, however, the
design aircraft is a composite aircraft representing a collection of aircraft classified by three
parameters: Aircraft Approach Category, ADG, and TDG. These parameters, explained in detail

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Draft AC 150/5300-13A

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.
d.
TDG. TDG relates to the undercarriage dimensions of the aircraft.
Taxiway/taxilane width and fillet standards, and in some instances, runway to taxiway and
taxiway/taxilane separation standards, are determined by TDG. It is appropriate for a series of
taxiways on an airport to be built to a different TDG than another based on expected use.
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:
(1)
The operating characteristics, dimensions, and weights of the airplanes
expected at the airport;
(2)

The most demanding meteorological conditions for desired/planned level

(3)

The volume and mix of operations;

(4)

The possible constraints on navigable airspace; and

of service;

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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.
f.
Approaches. Based on anticipated future demand, the airport should be planned
for lower minimums and higher performance aircraft. Such planning includes the appropriate
RPZ size and approach slopes for the future design aircraft and visibility minimums. Proper
planning should ensure that future airspace requirements are adequately protected with an FAA
plan on file (see paragraph 104.a(3)). See paragraphs 306 and 316 for obstruction clearing
standards.
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,

(2)

RPZs, and

(3)
Adequate areas surrounding the runway(s) to protect the runway clearing
surfaces identified by paragraph 306.
h.
Existing Airports. Planning for the upgrade of an existing airport to a higher
design category should begin well in advance of actual demand. Because of cost and site
constraints, it is seldom possible to make all of the improvements needed at one time when
demand materializes. Instead, it may be preferable implement a phased improvement plan.
106.

AIRPORT LAYOUT PLAN (ALP).

a.
Description. An ALP is a scaled drawing of existing and proposed land and
facilities necessary for the operation and development of the airport. Any airport will benefit
from a carefully developed plan that reflects current FAA design standards and planning
criteria. AC 150/5070-6 contains guidance on the development of ALPs, as well as a detailed
listing of the various components that constitute a well-appointed ALP.
b.
Federally Obligated Airports. All airport development at federally obligated
airports must conform to an FAA-approved ALP. The ALP, to the extent practicable, must
conform to the FAA airport design standards existing at the time of its approval. Due to
unusual site, environmental, or other constraints, the FAA may approve an ALP not fully
complying with design standards. Such approval requires the FAA to determine the proposed
modification is safe for the specific site and conditions. See Order 5300.1. When the FAA
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Draft AC 150/5300-13A

revises a standard, airport owners should, to the extent practicable, incorporate the changes in
the ALP before all new development.
107.

COLLECTION, PROCESSING AND PUBLICATION OF AIRPORT DATA.

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)
airport noise, and

Provide accurate information for planning studies that assess the impact of

(4)
Ensure that review and coordination of on-airport development proposals
maintain critical clearance standards for the completed project.
b.
Airspace Data. The FAA conducts airspace studies of proposed development
under 14 CFR Part 77 as described in paragraph 104. These studies assess the potential impact
on air navigation using the best available data and plans on file. To ensure that the FAA has the
best possible data with which to conduct these studies, the airport should submit any airfield
changes as soon as they occur. This process is usually done in connection with ALP updates,
but airports are encouraged to keep the FAA up to date with critical changes any time they
occur. In particular, ensure that FAA has the latest data on actual and planned facilities for:
(1)

Runway ends.

(2)

Runway touchdown zones.

(3)

Displaced thresholds.

(4)

High and low points on the runway surfaces.

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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.
d.
Aeronautical Surveys. The FAA uses aeronautical surveys to develop and
modify instrument procedures. Survey requirements are provided by AC 150/5300-16, General
Guidance and Specifications for Aeronautical Surveys: Establishment of Geodetic Control and
Submission to the National Geodetic Survey, AC 150/5300-17, General Guidance and
Specifications for Aeronautical Survey Airport Imagery Acquisition and Submission to the
National Geodetic Survey, and AC 150/5300-18.
e.
Airports GIS. The Airports GIS is a comprehensive geographic information
system that will house critical safety data for the FAA and the airport community. Data in the
Airports GIS will be collected by individual airports and validated by the FAA for use, in part,
to:
(1)

Conduct airspace studies

(2)

Publish aeronautical information

(3)

Develop instrument flight procedures

(4)

Facilitate internal review and coordination of all airport development

proposals.
Airports GIS information and data specifications can be found in AC 150/5300-18.
108. RELATED ADVISORY CIRCULARS (ACs), ORDERS, AND FEDERAL
REGULATIONS.
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.

18

5/01/2012

a.

Draft AC 150/5300-13A

Advisory Circulars.

(1)
AC 00-44, Status of Federal Aviation Regulations,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/74292.
(2)
AC 20-35, Tiedown Sense,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22573.
(3)
AC 70/7460-1, Obstruction Marking and Lighting,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/74452.
(4)
AC 103-6, Ultralight Vehicle Operations – Airports, ATC, and Weather,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22639.
(5)
AC 120-29, Criteria for Approval of Category I and Category II Weather
Minimums for Approach,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22752.
(6)
AC 150/5020-1, Noise Control and Compatibility Planning for Airports,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22771.
(7)
AC 150/5060-5, Airport Capacity and Delay,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22824.
(8)
AC 150/5070-6, Airport Master Plans,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22329.
(9)
AC 150/5070-7, The Airport System Planning Process,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22412.
(10)

AC 150/5100-13, Development of State Standards for Nonprimary

Airports,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/1019558.
(11) AC 150/5100-17, Land Acquisition and Relocation Assistance for Airport
Improvement Program Assisted Projects,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/23049.

19

Draft AC 150/5300-13A

5/01/2012

(12) AC 150/5190-4, A Model Zoning Ordinance to Limit Height of Objects
Around Airports,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22826.
(13) AC 150/5190-6, Exclusive Rights at Federally Obligated Airports,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22331.
(14)

AC 150/5190-7, Minimum Standards for Commercial Aeronautical

Activities,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22332.
(15) AC 150/5200-33, Hazardous Wildlife Attractants On or Near Airports,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22820.
(16) AC 150/5200-34, Construction or Establishment of Landfills near Public
Airports,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22095.
(17) AC 150/5200-35, Submitting the Airport Master Record in Order to
Activate a New Airport,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/393458.
(18)

AC 150/5210-15, Aircraft Rescue and Firefighting Station Building

Design,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/74200.
(19) AC 150/5210-22, Airport Certification Manual (ACM),
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/23246.
(20) AC 150/5220-16, Automated Weather Observing Systems (AWOS) for
Non-Federal Applications,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/1018858.
(21) AC 150/5220-18, Buildings for Storage and Maintenance of Airport Snow
and Ice Control Equipment and Materials,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/23251.

20

5/01/2012

Draft AC 150/5300-13A

(22) AC 150/5220-22, Engineered Materials Arresting Systems (EMAS) for
Aircraft Overruns,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22806.
(23) AC 150/5220-23, Frangible Connections,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/74141.
(24) AC 150/5220-26, Airport Ground Vehicle Automatic Dependent
Surveillance - Broadcast (ADS-B) Out Squitter Equipment,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/1019594.
(25)

AC 150/5230-4, Aircraft Fuel Storage, Handling, and Dispensing on

Airports,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/23051.
(26) AC 150/5300-7, FAA Policy on Facility Relocations Occasioned by
Airport Improvements or Changes,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/23052.
(27) AC 150/5300-14, Design of Aircraft Deicing Facilities,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/73589.
(28) AC 150/5300-16, General Guidance and Specifications for Aeronautical
Surveys: Establishment of Geodetic Control and Submission to the National Geodetic Survey,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22508.
(29) AC 150/5300-17, Standards for Using Remote Sensing Technologies in
Airport Surveys,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/1019537.
(30) AC 150/5300-18, General Guidance and Specifications for Submission of
Aeronautical Surveys to NGS: Field Data Collection and Geographic Information System (GIS)
Standards,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/74204.
(31) AC 150/5320-5 (UFC 3-230-01), Surface Drainage Design,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22336.

21

Draft AC 150/5300-13A

5/01/2012

(32) AC 150/5320-6, Airport Pavement Design and Evaluation,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/99762.
(33) AC 150/5320-12, Measurement, Construction, and Maintenance of Skid
Resistant Airport Pavement Surfaces,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22107.
(34) AC 150/5320-15, Management of Airport Industrial Waste
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/74205.
(35) AC 150/5325-4, Runway Length Requirements for Airport Design,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22809.
(36) AC 150/5335-5, Standardized Method of Reporting Airport Pavement
Strength – PCN,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/1019460.
(37) AC 150/5340-1, Standards for Airport Marking,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/386812.
(38) AC 150/5340-5, Segmented Circle Airport Marker System,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/23243.
(39) AC 150/5340-18, Standards for Airport Sign Systems,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/321003.
(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.
(41) AC 150/5345-43, Specification for Obstruction Lighting Equipment,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22218.
(42) AC 150/5345-44, Specification for Runway and Taxiway Signs,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/393448.

22

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Draft AC 150/5300-13A

(43) AC 150/5345-52, Generic Visual Glideslope Indicators (GVGI),
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22614.
(44) AC 150/5360-9, Planning and Design of Airport Terminal Facilities at
Non-Hub Locations,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22224.
(45)

AC 150/5360-13, Planning and Design Guidelines for Airport Terminal

Facilities,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22618.
(46) AC 150/5370-2, Operational Safety on Airports During Construction,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/1019533.
(47) AC 150/5370-10, Standards for Specifying Construction of Airports,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/1019625.
(48) AC 150/5370-15, Airside Application for Artificial Turf,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/1019532.
(49) AC 150/5390-2, Heliport Design,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/23095.
(50) AC 150/5395-1, Seaplane Bases,
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/
documentID/22228.
b.

Orders.
(1)

Order 1050.1, Policies and Procedures for Considering Environmental

Impacts,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/13975.
(2)
Order 5050.4, National Environmental Policy Act (NEPA) Implementing
Instructions for Airport Projects,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/14836.

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(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.
(5)
Order 5100.38, Airport Improvement Program Handbook,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/14406.
(6)
Order 5190.6, FAA Airport Compliance Manual,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/99721.
(7)
Order 5200.8, Runway Safety Area Program,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/8471.
(8)
Order 5200.9, Financial Feasibility and Equivalency of Runway Safety
Area Improvements and Engineered Material Arresting Systems,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/13908.
(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.
(10) Order 5300.1, Modifications to Agency Airport Design, Construction, and
Equipment Standards,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/12698.
(11) Order 6030.20, Electrical Power Policy,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/16212.
(12) Order 6310.6, Primary/secondary Terminal Radar Siting Handbook,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/8868.
(13) Order 6480.4, Airport Traffic Control Tower Siting Criteria,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/15735.

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Draft AC 150/5300-13A

(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.
(16) Order JO 6580.3, Remote Communications Facilities Installation
Standards Handbook,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/73415
(17) Order 6750.16, Siting Criteria for Instrument Landing Systems,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/14226.
(18) Order 6750.36, Site Survey, Selection, and Engineering Documentation
for ILS and Ancillary Aids,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/9633.
(19) Order 6780.5, DME Installation Standards Handbook Type FA-96-39,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/9691.
(20)

Order 6820.9, VOR, VOR/DME, VORTAC Installation Standard

Drawings,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/9739.
(21) Order 6820.10, VOR, VOR/DME and VORTAC Siting Criteria,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/9741.
(22) Order JO 6850.2, Visual Guidance Lighting Systems,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/321004.
(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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(24) Order 6850.19, Frangible Coupling,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/9793.
(25) Order 6850.20, Medium Intensity Approach Lighting System Threshold
Lighting Backfit,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/9794
(26) Order 6950.23, Cable Loop Communication Systems at Airport Facilities,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/12821.
(27) Order 7110.104, Non-Federal Automated Weather Observation System
(AWOS) Connection to the Weather Messaging Switching,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/10255.
(28) Order JO 7400.2, Procedures for Handling Airspace Matters,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/1019806.
(29) Order 8200.1, United States Standard Flight Inspection Manual,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/doc
umentID/14505.
(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.
(31) Other Orders in the 8260 series,
http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.list?omni=Order
sNotices&q=8260&documentTypeIDList=2&display=all&parentTopicID=0&documentNumber
=.
c.

Federal Regulations.

(1)
14 CFR Part 1, Definitions and Abbreviations,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:1.0.1.1.
1&idno=14 .
(2)
14 CFR Part 23, Airworthiness Standards: Normal, Utility, Acrobatic, and
Commuter Category Airplanes, http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:1.0.1.3.
10&idno=14.

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(3)
14 CFR Part 25, Airworthiness Standards: Transport Category Airplanes,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:1.0.1.3.
11&idno=14.
(4)
14 CFR Part 77, Safe, Efficient Use, and Preservation of the Navigable
Airspace, http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:2.0.1.2.
9&idno=14.
(5)
14 CFR Part 91, General Operating and Flight Rules,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:2.0.1.3.
10&idno=14.
(6)
14 CFR Part 97, Standard Instrument Procedures,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:2.0.1.3.
13&idno=14 .
(7)
14 CFR Part 121, Operating Requirements: Domestic, Flag, and
Supplemental Operations, http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:3.0.1.1.
7&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/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:3.0.1.1.
9&idno=14.
(9)
14 CFR Part 135, Operating Requirements: Commuter and On Demand
Operations and Rules Governing Persons On Board Such Aircraft,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:3.0.1.1.
11&idno=14.
(10) 14 CFR Part 139, Certification of Airports,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:3.0.1.1.
14&idno=14.
(11) 14 CFR Part 150, Airport Noise Compatibility Planning,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:3.0.1.3.
21&idno=14

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(12) 14 CFR Part 151, Federal Aid to Airports,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:3.0.1.3.
22&idno=14.
(13) 14 CFR Part 152, Airport Aid Program,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:3.0.1.3.
23&idno=14.
(14) 14 CFR Part 157, Notice of Construction, Alteration, Activation, and
Deactivation of Airports, http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:3.0.1.3.
27&idno=14.
(15) 14 CFR Part 171, Non-Federal Navigation Facilities,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=fab9bfa191e740463dbdb9acc14b6e2a&rgn=div5&view=text&node=14:3.0.1.4.
32&idno=14.
(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/textidx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:1.0.1.1.
18&idno=49.
(17) 49 CFR Part 1540, Civil Aviation Security: General Rules,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr;sid=bea8e3d217db2cf2a562c85911cc3f7f;rgn=div5;view=text;node=49%3A9.1.3.5.9
;idno=49;cc=ecfr.
(18) 49 CFR Part 1542, Airport Security,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
10&idno=49.
(19) 49 CFR Part 1544, Aircraft Operator Security: Air Carriers and
Commercial Operators, http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
11&idno=49.
(20) 49 CFR Part 1546, Foreign Air Carrier Security
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
12&idno=49.

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(21) 49 CFR Part 1548, Indirect Air Carrier Security,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
13&idno=49.
(22) 49 CFR Part 1549, Certified Cargo Screening Program,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
14&idno=49.
(23) 49 CFR Part 1550, Aircraft Security under General Operating and Flight
Rules, http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
15&idno=49.
(24) 49 CFR Part 1552, Flight Schools, http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
16&idno=49.
(25)

49 CFR Part 1554, Aircraft Repair Station Security (Reserved).

(26) 49 CFR Part 1560, Secure Flight Program (Reserved),
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
17&idno=49.
(27) 49 CFR Part 1562, Operations in the Washington, DC, Metropolitan Area,
http://ecfr.gpoaccess.gov/cgi/t/text/textidx?c=ecfr&sid=f8c021cea6b0746900717e84b2fe6ccd&rgn=div5&view=text&node=49:9.1.3.5.
18&idno=49.
d.

Forms.

(1)
Form 5010, Airport Master Record,
http://www.faa.gov/forms/index.cfm/go/document.list?omni=Forms&q=5010&parentTopicID=0
&display=current&subjectClassPrefix=&documentNumber=.
(2)
Form 7460-1, Notice of Proposed Construction or Alteration,
http://www.faa.gov/forms/index.cfm/go/document.information/documentID/186273.
(3)
Form 7480-1, Notice of Landing Area Proposal,
http://www.faa.gov/forms/index.cfm/go/document.information/documentID/185334.

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e.

5/01/2012

Other.
(1)

FAA-C-1217, Electrical Work, Interior.

(2)
FAA-STD-019, Lightning and Surge Protection, Grounding, Bonding and
Shielding Requirements for Facilities and Electronics Equipment.
(3)
Grant Assurance No. 34, Policies, Standards, and Specifications, and PFC
Assurance No. 9, Standards and Specifications.
(4)
Aeronautical Information Manual (AIM),
http://www.faa.gov/air_traffic/publications/atpubs/aim/.
(5)
FAA/USDA manual, Wildlife Hazard Management at Airports,
http://wildlife.pr.erau.edu/EnglishManual/2005_FAA_Manual_complete.pdf.
(6)
Airport/Facility Directory,
http://www.faa.gov/air_traffic/flight_info/aeronav/productcatalog/supplementalcharts/AirportDir
ectory/.
(7)
Aeronautical Information Publication,
http://www.faa.gov/air_traffic/publications/media/aip.pdf.
(8)
ASTM D 4956, Standard Specification for Retroreflective Sheeting for
Traffic Control, http://www.astm.org/Standards/D4956.htm.
109.

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Chapter 2. DESIGN PROCESS
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.
a.
Instrument flight procedures minimums are based on the characteristics and
infrastructure of the runway (i.e. markings, approach light system, protected airspace, etc),
airspace evaluation, and the navigation system available to the aircraft. Unless these items are
considered in the development of the airport, the operational minimums may be other than
desired.
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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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.
A-II to B-II 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-II to C-II
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.
A-III to B-III No change in airport standards.
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-III to C-III 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.
A-IV to B-IV No change in airport design standards.
Increase in RPZ dimensions. Refer to Table 3–4 and paragraph 310.f.
B-IV to C-IV Increase in surface gradient standards. Refer to paragraph 313, Figure 4-25,
paragraph 418 and paragraph 508.
* These airport design standards pertain to facilities designed for small aircraft.

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Table 2–2. Changes in Airport Design Standards to Provide for Lower Approach Visibility
Minimums.
Visibility
minimums*
Visual
to
Not lower than
1-Mile
Not lower than
1-Mile
to
Not lower than
3/4-Mile

Not lower than
3/4-Mile
to
Not lower than
CAT I

Changes in airport design standards

No change in airport design standards.

Parallel Taxiway
Increase in RPZ dimensions. Refer to Table 3–4.
Increase in threshold siting standards. Refer to paragraph 303.
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.
Increase in OFZ dimensions. Refer to paragraph 308.
Increase in runway design standards. Refer to Table 3–4.
Increase in threshold siting standards. Refer to paragraph 303.
For aircraft approach categories C, D, & E runways:
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.
202.

DESIGN AIRCRAFT.

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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Table 2–3. Aircraft Characteristics and Design Components.
Aircraft Characteristics
Approach Speed
Landing and Takeoff Distance
CMG
Gear Width
Wingspan / Tail Height

203.

Design Components
RSA, OFA, RPZ, Runway width, Runway-to-Taxiway
Separation, Runway-to-Fixed object.
Runway length
Fillet design, Apron area, Parking layout
Taxiway width, fillet design
Taxiway and apron OFA, Parking configuration, Hangar
locations, taxiway-to-taxiway separation, runway to
taxiway separation

RUNWAY INCURSIONS.

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.
204.

AIRPORT DESIGN STANDARDS AND THE ENVIRONMENTAL PROCESS.

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

•

Increasing capacity and efficiency

•

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.
b.
Safety. All prudent and feasible alternatives must be considered when a
proposed development project has potential environmental effects. However, safety is the
highest priority for any airport development and any airport operations.

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205.

Draft AC 150/5300-13A

RUNWAY LOCATION, ORIENTATION AND WIND COVERAGE.

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.
Table 2–4. Allowable Crosswind per RDC
RDC
A-I and B-I *
A-II and B-II
A-III, B-III,
C-I through D-III
D-I through D-III
A-IV and B-IV,
C-IV through C-VI,
D-IV through D-VI
E-I through E-VI
* Includes A-I and B-I small aircraft.
b.

Allowable Crosswind
Knots
10.5 knots
13 knot
16 knots

20 knots

20 knots

Airspace Analysis and Obstruction to Air Navigation.

(1)
Airspace Analysis. Existing and planned IAPs, missed approach
procedures, departure procedures, Class B, C, D and/or E airspace, special use airspace,
restricted airspace, and traffic patterns influence airport layouts and locations. Contact the FAA
for assistance on airspace matters.
(2)
Obstructions to Air Navigation. An obstruction survey should identify
those objects that may affect aircraft operations. The runway should be oriented to provide a
clear approach/departure path for intended level of service.
c.
Environmental Factors. In developing runways to be compatible with the
airport environs, conduct environmental studies that consider the impact of existing and
proposed land use and noise on nearby residents, air and water quality, wildlife, and
historical/archeological features.

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d.
Topography. Topography affects the amount of grading and drainage work
required to construct a runway. In determining runway orientation, consider the costs of both
the initial work and ultimate airport development. See paragraphs 313, 418 and 508 and AC
150/5320-5 for further guidance.
e.
Wildlife Hazards. In orienting runways, consider the relative locations of bird
sanctuaries, sanitary landfills, or other areas that may attract large numbers of birds or other
wildlife. Where bird hazards exist, develop and implement bird control procedures to minimize
such hazards. See AC 150/5200-33, AC 150/5200-34, and FAA/USDA manual, Wildlife
Hazard Management at Airports. This manual may be used to determine, on a case-by-case
basis, what uses may be compatible with a particular airport environment with respect to
wildlife management. Guidance is also available through local FAA Airports offices.
f.
Operational Demands. An additional runway is necessary when current or
expected traffic volume exceeds the capacity of the existing runway(s). With rare exception,
capacity-justified runways are parallel to the primary runway. Refer to AC 150/5060-5 for
additional discussion.
g.
Survey Requirements. Surveys are done in accordance with AC 150/5300-16,
AC 150/5300-17, and AC 150/5300-18.
206.

PLANNED VISIBILITY MINIMUMS FOR INSTRUMENT PROCEDURES.

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.
a.
Planning Considerations. While lower visibility minimums are often desirable,
runway design requirements ranging from obstacles in the approach path to separation and
buffers around the runway become much more restrictive. Therefore, it is important to carefully
weigh the demand, benefits and costs when deciding the visibility minimums for which the
runway will be designed.
b.
Visibility Categories. The ultimate runway development should be designed for
one of the following visibility categories:
(1)
Visual. Runways classified as visual are not designed to handle or
anticipated to handle any IFR operations now or in the future, including circling approaches.
These runways support VFR operations only and are unlighted or lighted with Low Intensity
Runway Lights (LIRL), and have only visual (basic) runway markings as defined in AC
150/5340-1.
(2)
NPA. Runways classified as NPA are designed to handle circling
approaches and instrument approaches providing only lateral guidance. NPA runways will only
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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.
(3)
APV. Runways classified as APV are designed to handle instrument
approach operations where the navigation system provides vertical guidance down to 250 DH
and visibilities to as low as 3/4 statute mile. May apply to the following approach types: ILS,
RNAV (GPS), LNAV/VNAV, LPV, or RNAV (RNP)...". These runways must be longer than
3,200 feet (975 m) in length with a width greater than 60 feet (18.5 m) (with 75 or 100 feet (23
or 30 m) typically being optimum), and must have at least MIRL (or may have High Intensity
Runway Lights (HIRL)) with non-precision runway markings as defined in AC 150/5340-1.
(4)
Precision Approach. Runways classified as precision are designed to
handle instrument approach operations supporting instrument approach with DH lower than 240
and visibility lower than 3/4, down to and including CAT III (zero visibility). PIRs support IFR
operations with visibilities down to and including CAT III (zero visibility) with the appropriate
infrastructure. The navigational systems capable of supporting precision operations are ILS,
RNAV(GPS) LPV, and GLS. These runways must be longer than 4200 feet (1280 m), are wider
than 75 feet (23 m) with the typical width being at least 100 feet (30 m). These runways are
typically lighted by HIRL’s and must have precision runway markings as defined in AC
150/5340-1.
207.

RUNWAY VISIBILITY REQUIREMENTS.

a.
Purpose. The runway visibility requirements facilitate coordination among
aircraft, and between aircraft and vehicles that are operating on active runways at airports
without an ATCT. This allows departing and arriving aircraft to verify the location and actions
of other aircraft and vehicles on the ground that could create a conflict.
b.

Visibility Standards along Individual Runways.

(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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(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.
Modifications. A modification to this standard may be approved by the FAA if
an acceptable level of safety is maintained, because: (1) the airport has a 24-hour control tower;
and (2) the operation of the control tower will continue based on acceptable activity forecasts.
a

A

d

b

x
1/2 D

750'

D

B
1/2 C
RUNWAY VISIBILITY
ZONE
C

WHEN

c

THEN

A

750 FT [229 M]

B

1500 FT [457 M]
750 FT [229 M]
BUT

xb = 750 FT [229 M]

C

1500 FT [457 M]

xc = 1/2 C

D

1500 FT [457 M]

xd = 1/2 D

xa = DISTANCE TO
END OF RUNWAY

Figure 2-1. Runway Visibility Zone
208.

AIRPORT TRAFFIC CONTROL TOWER (ATCT) SITING.

a.
General. The ATCT should be constructed at the minimum height required to
satisfy all siting criteria. Order 6480.4 provides guidance on siting criteria and the evaluation
and approval procedures for the height and location of an ATCT to ensure safety within the
National Airspace System (NAS). The existing (or future) ATCT must have a clear line of sight
(LOS) to: all traffic patterns; the final approaches to all runways; all runway structural

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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.
b.
Land Requirements. From ATCTs, ATC personnel control flight operations
within the airport's designated airspace and the operation of aircraft and vehicles on the
movement area. A typical ATCT site will range from 3 to 7 acres. Additional land may be
needed for combined ATC facilities. The proposed site must be large enough to accommodate
current and future building needs, including employee parking spaces.
c.
Considerations for Planned Runway and/or Taxiway Extensions. During the
planning of a runway or taxiway extension, the existing ATCT site should be evaluated for
impacts from the extension, such as object discrimination, unobstructed view, and two-point
lateral discrimination (depth perception).
d.
Considerations for Planned Taxiway Construction Projects. During the
planning of a taxiway construction project, the existing ATCT site should be evaluated for
impacts due to construction, such as an unobstructed view from construction equipment and/or
activities, temporary and/or permanent changes in taxiing patterns, and changes to aircraft
operations.
e.
Considerations for Planned Buildings. When planning on-airport buildings,
such as terminal buildings, hangars, snow removal equipment buildings, aircraft rescue and fire
fighting (ARFF) buildings, the existing ATCT site should be evaluated for impacts from the
project, such as clear LOS, glare, and smoke or vapor plume.
209.

AIRPORT REFERENCE POINT (ARP).

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.

Refer to AC 150/5390-2 for guidance on helicopter facilities on airports. AC 150/5390-2
provides recommended distances between the helicopter Final Approach and Takeoff Area
(FATO) center to runway centerline. Safety area dimensions for helipads are also discussed.

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211.

5/01/2012

OTHER AERONAUTIC USES ON AIRPORTS.

a.
Light Sport Aircraft and Ultralights. Aircraft in this category have a
maximum takeoff weight of less than 1,320 lbs (599 kg) and 254 lbs (115 kg) respectively, and
a maximum stall speed of not more than 45 knots and 24 knots respectively. Since these aircraft
regularly operate on turf runways, follow the guidance in paragraph 313. Otherwise, use the
standards in this AC for small aircraft with approach speeds of more than 50 knots, and less
than 50 knots, respectively. Refer to AC 103-6 for further guidance.

212.

b.

Seaplanes. Refer to AC 150/5395-1.

c.

Skydiving. Contact the appropriate FAA Airports office for guidance.

DRAINAGE CONSIDERATIONS.

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.
a.

Design Objectives. The drainage system should be designed to:

(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.
(2)
Provide an efficient mechanism for collecting airfield flows and
conveying design flows to acceptable discharge points.
(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.
(5)
Maintain offsite peak discharge at historic or undeveloped rates. Any
detention of large storm water events within the airport site is developed allowing for such
facilities draining within 48 hours.
(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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(8)

Follow airfield design requirements for safety areas and OFAs.

(9)
Prevent accumulations of water that attract wildlife. Refer to AC
150/5200-33 for guidance on how to prevent or minimize the attraction of wildlife.
b.
Storm Drain Design. Storm runoff must be effectively removed to avoid
interruption of operations during or following storms and to prevent temporary or permanent
damage to pavement subgrades. Removal is accomplished by a drainage system unique to each
site. Drainage systems will vary in design and extent depending upon local soil conditions and
topography; size of the physical facility; vegetation cover (or its absence); the anticipated
presence, or absence, of ponding; and local storm intensity and frequency patterns. The
drainage system should function with a minimum of maintenance difficulties and expense and
should be adaptable to future expansion. Open channels or natural water courses are permitted
only at the periphery of an airfield or heliport facility and must be well removed from the
runways and traffic areas. Subdrains are used to drain the base material, lower the water table,
or drain perched water tables. Fluctuations of the water table must be considered in the initial
design of the facility.
c.
Storm Water Control Facilities. Construction improvements on airports often
convert natural pervious areas to impervious areas. These activities cause increased runoff
because infiltration is reduced, the surface is usually smoother, allowing more rapid drainage,
and depression storage is usually reduced. In addition, natural drainage systems are often
replaced by lined channels or storm drains. These man-made systems produce an increase in
runoff volume and peak discharge. One of the fundamental objectives of storm water
management is to maintain the peak runoff rate from a developing area at or below the predevelopment rate to control flooding, soil erosion, sedimentation, and pollution.
d.
Water Quality Considerations. Employ best management practices (BMPs) to
mitigate the adverse impacts of development activity. Regulatory control for water quality
practices is driven by NPDES requirements under such programs as the Clean Water Act. Refer
to AC 150/5320-15 for guidance on the management and regulations of industrial waste
generated at airports.
213.

SECURITY OF AIRPORTS.

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.
a.
Threat and Security Measures. During design, consider potential types of
attack or threat to the facility, and how to incorporate associated security measures for each.
Additional information on providing security for building occupants and assets is available from
the Whole Building Design Group (WBDG). See its website at

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www.wbdg.org/design/provide_security.php for recommendations prepared by the WBDG
Secure/Safe Committee.
b.

FAA Regulations.

(1)
Certificated Airports. Airports Certificated under 14 CFR Part 139 must
provide the following:
(a)
Safeguards to prevent inadvertent entry to the movement area by
unauthorized persons or vehicles.
(b)
blast or propeller wash.

Reasonable protection of persons and property from aircraft jet

(c)
Fencing that meets the requirements of applicable FAA and
Transportation Security Administration security regulations in areas subject to these regulations.
(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 shareduse airport must comply with Part 139 (see section 139.1(b) and section 139.5).
c.
Transportation Security Administration Security Regulations. The
Transportation Security Administration requires airport operators to implement a security
program approved by the Transportation Security Administration. The security program
includes requirements such as establishing secured areas, air operations areas, security
identification display areas, and access control systems. The Transportation Security
Administration issues and administers these requirements under the Transportation Security
Regulations (TSRs),
http://www.tsa.gov/research/laws/regs/editorial_multi_image_with_table_0205.shtm, which are
codified in Title 49 CFR, Chapter XII, parts 1500 through 1699. Refer to the following parts
under Subchapter C – Civil Aviation Security for further guidance:
(1)

Part 1540, Civil Aviation Security: General Rules

(2)

Part 1542, Airport Security

(3)

Part 1544, Aircraft Operator Security: Air Carriers and Commercial

(4)

Part 1546, Foreign Air Carrier Security

Operators

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(5)

Part 1548, Indirect Air Carrier Security

(6)

Part 1549, Certified Cargo Screening Program

(7)

Part 1550, Aircraft Security Under General Operating and Flight Rules

(8)

Part 1552, Flight Schools

(9)

Part 1554, Aircraft Repair Station Security (Reserved)

(10)

Part 1560, Secure Flight Program (reserved)

(11)

Part 1562, Operations in the Washington, DC, Metropolitan Area

d.
DOD Security Regulations. The Unified Facilities Criteria (UFC)
(www.wbdg.org) documents provide planning, design, construction, sustainment, restoration,
and modernization criteria.
214. PAVEMENT STRENGTH AND DESIGN.General. Airfield pavements are
constructed to provide adequate support for the loads imposed by aircraft using the airport as
well as resisting the abrasive action of traffic and deterioration from adverse weather conditions
and other influences. They are designed not only to withstand the loads of the largest and
heaviest aircraft, but they must also be able to withstand the repetitive loadings of the entire
range of aircraft expected to use the pavement over many years. Proper pavement strength
design represents the most economical solution for long-term aviation needs. AC 150/5320-6
provides guidance for airfield pavement design.
b.
Surface Friction Treatment. Airport pavements should provide a surface that
is not slippery and will provide good traction during any weather conditions. Grooving or other
surface friction treatment must be provided for all primary and secondary runways at
commercial service airports or where the runway serves turbojet operations. AC 150/5320-12
presents information on skid resistant surfaces.
215.

LOCATION OF ON-AIRFIELD FACILITIES.

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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216.

44

to 299. RESERVED.

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Chapter 3. RUNWAY DESIGN
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.
302.

RUNWAY DESIGN CONCEPTS.

a.
Runway Length. The runway should be long enough to accommodate landing
and departures for the design aircraft. AC 150/5325-4 describes procedures for establishing the
appropriate runway length. Takeoff distances are often longer than landing distances. All
aircraft operational considerations, to include the takeoff, landing, and accelerate stop distances,
and obstacle clearance to include one engine inoperative (OEI) performance, need to be
considered when determining runway length for the aircraft intended to use the runway.
b.
Runway Ends. Approach and departure surfaces should remain clear of
obstacles, including aircraft, in order to prevent operational restrictions that might affect aircraft
operating weights and visibility minimums. Paragraph 306 discusses the OCSs for various
operating conditions. Be sure to consider ultimate runway length requirements as well as
ultimate visibility minimum requirements when evaluating new runway locations.
c.
Orientation and Number of Runways. The primary runway, taking into
considerations other factors; should be oriented in the direction of the prevailing wind. The
number of runways should be sufficient to meet air traffic demands. See Appendix 2 for wind
analysis details. Other factors to be considered are:
(1)
103.a(5) above).

Environmental issues, such as bird migration and noise (see paragraph

(2)

Traffic volumes and ATC aspects.

(3)

The proposed airfield location and its natural surroundings.

(4)

Local and special meteorological conditions of the surrounding area.

(5)

Aircraft performance.

(6)
Air traffic demands including arrivals, departures and aircraft mix at peak
volume. See AC 150/5060-5.
d.

Runway Markings. AC 150/5340-1 addresses runway markings in detail.

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e.
NAVAIDs. Ground based NAVAIDs are often needed to provide desired
approach minimums and instrument capabilities. Approach lighting systems (ALSs) can extend
as far as 3,000 feet (914 m) out from the landing threshold. Ground-based electronic aids often
need additional land area and clearances from runways, taxiways and other facilities that could
interfere with the electronic signal. Chapter 6 provides guidance for locating NAVAIDS that
support runways.
f.
Runway Design Standards. As a minimum, runway design and runway
extensions must accommodate the following design elements:
(1)

RSA, paragraph 307.

(2)

OFZ, paragraph 308.

(3)

ROFA, paragraph 309.

(4)

RPZ, paragraph 310.

(5)

Approach and Departure Surfaces, paragraphs 303.b and 303.c.

(6)

Runway to taxiway separation standards, Table 3–4.

g.
Landside Interface. Runways connect to taxiways that provide access to
terminal facilities, aprons and cargo areas. Therefore, proper runway design must consider
ultimate airport development and how these elements will relate to one another while providing
a safe and efficient operation. Consider ultimate terminal expansion plans and the possibility of
dual parallel taxiways to ensure that the runway is located far enough from the terminal. See
Chapter 4 for more information on taxiway arrangement.
h.
FAA-operated Airport Traffic Control Tower (ATCT). Ensure unobstructed
view from the tower cab is provided to all runway ends and approaches in accordance with
Order 6480.4. For new airport construction, an ATCT is sited per Order 6480.4. See paragraph
208 for more information.
303.

RUNWAY END SITING REQUIREMENTS.

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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FOR OPERATIONS ON RUNWAY 9

BEGINNING OF THE TAKEOFF RUN

9

27

DEPARTURE END (DER)
(SEE NOTE 3)

AVAILABLE RUNWAY FOR
LANDING OPERATIONS
DISPLACED LANDING
THRESHOLD

FOR OPERATIONS ON RUNWAY 27

BEGINNING OF THE TAKEOFF RUN

9

27

DEPARTURE END (DER)
(SEE NOTE 3)

AVAILABLE RUNWAY FOR
LANDING OPERATIONS
LANDING THESHOLD
(THIS THRESHOLD
IS NOT DISPLACED)

NOTES:
1. FOR RUNWAY MARKING STANDARDS, SEE ADVISORY CIRCULAR 150/5340-1.
2. FOR RUNWAY LIGHTING STANDARDS, SEE ADVISORY CIRCULAR 150/5340-30.
3. THE DER IS AT THE END OF THE CLEARWAY, IF AVAILABLE.

Figure 3-1. Runway Ends

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(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:
(a)

Proper clearance from obstacles in the landing approach.

(b)

A means for obtaining additional RSA. See paragraph 307.

(c)

A means for obtaining additional ROFA. See paragraph 309.

(d)

A means for obtaining additional RPZ. See paragraph 310.

(e)

Mitigation of environmental impacts, including noise impacts.

(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)
be clear of obstacles, and

All approach surfaces associated with the landing threshold should

(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.
(c)

RSA and RPZ standards must be met.

(d)
Ensure protection of runway ends from proposed development or
natural vegetation growth that could penetrate either the approach or departure surfaces.
Protection is provided through land use restrictions and zoning easements or acquisitions (see
AC 150/5020-1).
(e)
Consider other surfaces associated with electronic and visual
NAVAIDs such as a Visual Glide Slope Indicator (VGSI), ALS, or ILS.
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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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
A

OBJECT

THRESHOLD

SURFACE

OBJECT
A

DISPLACEMENT NOT REQUIRED
DISPLACED THRESHOLD
D

E

2C
2B
A
FIXED OBJECT
RUNWAY END

DISPLACED THRESHOLD

SURFACE

FIXED OBJECT
A

RUNWAY END

DISPLACEMENT REQUIRED
SEE TABLE 3-1 FOR DIMENSIONAL DATA.

Figure 3-2. Threshold Siting Based on Approach Slope
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Table 3–1. Approach/Departure Standards Table

Runway Type
1

2

3
4
5
6

7
8
9 3,
6, 7, 8

Approach end of runways expected to serve small airplanes
with approach speeds less than 50 knots. (Visual runways only,
day/night)
Approach end of runways expected to serve small airplanes
with approach speeds of 50 knots or more. (Visual runways
only, day/night)
Approach end of runways expected to serve large airplanes
(Visual day/night); or instrument minimums ≥ 1 statute mile
(1.6 km) (day only).
Approach end of runways expected to support instrument night
operations, serving approach Category A and B aircraft only. 1
Approach end of runways expected to support instrument night
operations serving greater than approach Category B aircraft. 1
Approach end of runways expected to accommodate instrument
approaches having visibility minimums ≥ 3/4 but < 1 statute
mile (≥ 1.2 km but < 1.6 km), day or night.
Approach end of runways expected to accommodate instrument
approaches having visibility minimums < 3/4 statute mile (1.2
km) or precision approach (ILS, or GLS), day or night.
Approach runway ends having Category II approach minimums
or lower.
Approach end of runways expected to accommodate
approaches with vertical guidance [Glidepath Qualification
Surface (GQS)].

10 Departure runway ends for all instrument operations.
11 Departure runway ends supporting Air Carrier operations.5

A

DIMENSIONAL STANDARDS*
Feet (Meters)
B
C
D
E

Slope/
OCS

0
(0)

120
(37)

300
(91)

500
(152)

2,500
(762)

15:1

0
(0)

250
(76)

700
(213)

2,250
(686)

2,750
(838)

20:1

0
(0)

400
(122)

1000
(305)

1,500
(457)

8,500
(2591)

20:1

200
(61)
200
(61)

400
(122)
800
(244)

3,800
(1158)
3,800
(1158)

10,000 2
(3048)
10,000 2
(3048)

0
(0)
0
(0)

200
(61)

800
(244)

3,800
(1158)

10,000 2
(3048)

0
(0)

20:1

200
(61)

800
(244)

3,800
(1158)

10,000 2
(3048)

0
(0)

34:1

20:1
20:1

The criteria are set forth in Order 8260.3 (“TERPS”).
0
(0)
04
(0)
04
(0)

Runway
width +
200
(61)

1520
(463)

10,000 2
(3048)

0
(0)

30:1

See Figure 3-4.

40:1

See Figure 3-5.

62.5:1

* The letters are keyed to those shown in Figure 3-2.
NOTES:
1.
2.
3.
4.
5.

6.

7.
8.

Marking & Lighting of obstacle penetrations to this surface or the use of a Visual Guidance Slope Indicator (VGSI), as defined by
Order 8260.3, may avoid displacing the threshold.
10,000 feet (3048 m) is a nominal value for planning purposes. The actual length of these areas is dependent upon the visual descent
point position for 20:1 and 34:1, and DA point for the 30:1.
When objects exceed the height of the GQS, an APV (ILS, PAR, LPV, LNAV/VNAV, etc.) is not authorized. Refer to Table 3–2 and
its footnote 3 for further information on GQS.
Dimension A is measured relative to DER or TODA (to include clearway).
Objects that penetrate an OEI obstacle identification surface (OIS) should be identified. The surface starts at the DER and at the
elevation of the runway at that point, and slopes upward at 62.5:1. Note: A National One Engine Inoperative (OEI) Policy is under
development based on the recommendations from the National OEI Pilot Project. Implementation is anticipated for Fall 2013.
Surface dimensions/ OCS slope represent a nominal approach with 3 degree GPA, 50’ (15 m) TCH, < 500’ (152 m) HATh. For
specific cases, refer to Order 8260.3. The OCS slope (30:1) supports a nominal approach of 3 degrees (also known as the GPA). This
assumes a TCH of 50 feet (15 m). Three degrees is commonly used for ILS systems and VGSI aiming angles. This approximates a
30:1 approach slope that is between the 34:1 and the 20:1 notice surfaces of 14 CFR Part 77. Surfaces cleared to 34:1 should
accommodate a 30:1 approach without any obstacle clearance problems.
For runways with vertically guided approaches the criteria in Row 9 is in addition to the basic criteria established within the table, to
ensure the protection of the GQS.
For planning purposes, operators and consultants determine a tentative DA based on a 3° GPA and a 50-foot (15 m) TCH.

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(2)
Landing Threshold Establishment. Position the landing threshold so that
there are no obstacle penetrations to the appropriate approach surface specified in Table 3–1 and
that RSA and RPZ standards are met. Airport designers should consider the ultimate approach
visibility minimums planned for the runway when establishing the landing threshold. For
example, a landing threshold positioned to meet visual approach surface requirements may not
allow for the future implementation of an IAP because of penetrations to the instrument approach
surfaces.
(3)
Approach Procedures. Once a landing threshold is established with the
appropriate approach surface, the airport operator files a request with the FAA’s Aeronautical
Navigation Products (www.faa.gov/air_traffic/flight_info/aeronav). The FAA designs the
procedure, performs a flight check, and then publishes the procedure for pilots. When approach
surfaces are entirely clear of obstacles, the resulting procedure will provide the optimum and
most versatile situation for the pilot. Otherwise, a special mitigation measure may need to be
added to the approach design to provide an equivalent level of safety. Mitigation measures are
determined on a case-by-case basis, and may include, but not be limited to, the following:
(a)

Higher instrument landing minimums;

(b)

Higher than normal GPAs;

(c)

Non-standard TCHs; and

(d)

Final approach offset.

Therefore, it is important to continue to protect instrument approaches from proposed
development and the natural vegetation growth.
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.
(3)
Departure Procedures. Obstacles frequently penetrate the departure
surface. These procedures may require:

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(a)

Non-standard climb rates, and/or

(b)
Non-standard (higher) departure minimums. Therefore, it is
important for airports to identify and remove these obstacles whenever possible when takeoff
procedures can be enhanced and prevent new obstacles.
(4)
Landing Threshold and Departure Surface Protection. Paragraph 306
provides guidance for acquiring property interest as necessary to protect approach and departure
surfaces. Proposed development on land not owned by the airport is studied under 14 CFR Part
77. This regulation requires proponents to notify FAA of plans to construct an object that might
penetrate a 14 CFR Part 77 surface and provides for FAA to conduct a study to determine if the
proposal would constitute a hazard to air navigation if it were constructed. Note that the FAA
determinations are advisory and do not prevent construction of hazards. See also
AC 150/5020-1.
d.

Displaced Landing Thresholds.

(1)
The landing threshold is normally located at the beginning of the fullstrength 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.
(2)
Displacement of the landing threshold often introduces disruptions to an
otherwise orderly airport design. Approach light systems and NAVAIDs used for landing need to
be relocated. Taxiways that remain in the new approach area (prior to the landing threshold) can
create situations where taxiing aircraft penetrate the approach surface or the POFZ (see
paragraph 308.d), and may be considered end around taxiways (see paragraph 102). Holdlines
(paragraph 315) may also need to be relocated to keep aircraft clear of these areas and runway
capacity may be affected. While landing threshold displacement is often used to as a solution for
constrained airspace, airport designers need to carefully weigh the trade-offs of a displaced
threshold. Displacing a threshold may also create a situation where the holdline must be placed
on the parallel taxiway. This is undesirable as pilots do not normally expect to encounter a
holdline on the parallel taxiway.
(3)
These standards should not be interpreted as an FAA endorsement of the
alternative to displace a runway threshold. Threshold displacement should be undertaken only
after a full evaluation reveals that displacement is the best alternative. These standards minimize
the loss of operational use of the established runway and reflect the FAA policy of maximum
utilization and retention of existing paved areas on airports.

52

B

OFFSET APPROACH PLANE

APPROACH PLANE

1

5

A

+10°

D

+ 10°) A DISTANCE "D" LOCATING POINT 6.

= ANGLE OF THE OFFSET FINAL APPROACH (ANGLE FORMED BY THE INTERSECTION OF
THE OFFSET FINAL APPROACH COURSE WITH THE EXTENDED RUNWAY CL).

E. THE OFFSET AREA IS DEFINED BY THE PERIMETER 1-6-3-4-5-1.

D. CONNECT POINT 6 TO POINT 3.

C. FROM POINT 1, EXTEND LINE AT AN ANGLE (

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 ( ).

A. CONSTRUCT THE APPROACH TRAPEZOID FOR THE RUNWAY TYPE IN TABLE 3-1
LOCATING POINTS 1, 2, 3, 4, AND 5.

2. TO DETERMINE OFFSET APPROACH PLANE:

1. REFER TO TABLE A3-1 FOR ALL APPLICABLE DIMENSIONAL
STANDARDS AND SLOPES.

NOTES:

LEGEND:

NAVAID

D

6

CL

C

FINAL APPROACH
COARSE

2

3

4

5/01/2012
Draft AC 150/5300-13A

Figure 3-3. Approach Slopes – With Offset Approach Course

53

54
500 FT
[152 M]

Figure 3-4. Departure Surface for Instrument Runways TERPS (40:1)
CLEARWAY
SLOPE
80:1 OR 1.25%

15°

15°

(40:1)
T ER PS

(40:1)

10,200 FT [3,109 M]

STARTS AT THE ELEVATION OF THE CLEARWAY SURFACE
(IF ONE EXISTS)

T ER PS

10,200 FT [3,109 M]

NOTE: THIS IS AN INTERPRETATION OF THE APPLICATION OF THE TERPS SURFACE ASSOCIATED WITH A CLEARWAY.

STARTS AT
DEPARTURE END
OF RUNWAY (DER)
IF THERE IS NO
CLEARWAY

STARTS AT
DEPARTURE END
OF RUNWAY (DER)
IF THERE IS NO
CLEARWAY

1,000 FT
[305 M]

SURFACE STARTS
AT END OF CLEARWAY
IF ONE IS IN PLACE

SEE
NOTE

3,233 FT
[985 M]

3,233 FT
[985 M]

Draft AC 150/5300-13A
5/01/2012

600 FT
[183 M]

STARTS AT
DEPARTURE END
OF RUNWAY (DER)
IF THERE IS NO
CLEARWAY

STARTS AT
DEPARTURE END
OF RUNWAY (DER)
IF THERE IS NO
CLEARWAY

300 FT
[91 M]

300 FT
[91 M]

15°

CLEARWAY
SLOPE
80:1 OR 1.25%

OIS SURFACE
STARTS AT END
OF CLEARWAY
IF ONE IS IN PLACE

OIS (

)
62.5:1
OIS (

50,000 FT [15,240 M]

)
62.5:1

OBSTACLE IDENTIFICATION
SURFACE (OIS)
62.5:1

50,000 FT [15,240 M]

STARTS AT THE ELEVATION OF THE CLEARWAY SURFACE
(IF ONE EXISTS)

15°

6,000 FT
[1,829 M]

6,000 FT
[1,829 M]
CL

5/01/2012
Draft AC 150/5300-13A

Figure 3-5. One Engine Inoperative (OEI) Obstacle Identification Surface (OIS) (62.5:1)

55

Draft AC 150/5300-13A

304.

5/01/2012

DECLARED DISTANCES.

a.
Application. Runway declared distances represent the maximum distances
available and suitable for meeting takeoff, rejected takeoff, and landing distances for turbine
powered aircraft performance requirements. By treating the aircraft’s runway performance
distances independently in each operational direction, declared distances is a design
methodology that results in declaring distances to satisfy the aircraft’s takeoff run, takeoff
distance, accelerate-stop distance and landing distance requirements. Declared distances may
also be used as an incremental improvement technique when it is not practical to fully meet
these requirements. The declared distances are TORA and TODA, which are applicable to
takeoff; ASDA which is applicable to an rejected takeoff; and LDA, which is applicable to
landing. A clearway may be included as part of the TODA, and a stopway may be included as
part of the ASDA. Declared distances may be used to obtain additional RSA and/or ROFA
prior to the approach runway end or beyond the departure runway end, to mitigate unacceptable
incompatible land uses in the RPZ, or to meet runway approach and/or departure surface
clearance requirements, in accordance with airport design standards. Declared distances may
also be used to mitigate environmental impacts. However, declared distances may only be used
for these purposes where it is impracticable to meet the airport design standards or mitigate the
environmental impacts by other means, and the use of declared distances will not result in
unacceptable operational impacts. Declared distances may limit or increase runway use. The
use of declared distances may result in a displaced runway threshold or change in the location of
the DER, and may affect the beginning and ending of the RSA, ROFA, and RPZ. For runways
without published declared distances, the declared distances are equal to the physical length of
the runway unless there is a displaced threshold. In such a case, the LDA is shortened by the
length of the threshold displacement. Declared distances that are not equal to the physical length
of the runway are discussed in the remainder of this section and must be approved by the FAA
and published in the A/FD (and in the Aeronautical Information Publication, for international
airports) for each operational runway direction. Note that except for the case of a displaced
threshold, the physical length of the runway available to and usable by an aircraft does not
change.
b.
RSA, ROFA, and RPZ Lengths and related nomenclature. The
nomenclature referenced in the following paragraphs is used throughout the rest of this section
and is always based upon the direction of operation.
(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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(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.
c.
Background. In applying declared distances in airport design, it is helpful to
understand the relationship between aircraft certification, aircraft operating rules, airport data,
and airport design. A balanced field length is the shortest field length at which a balanced field
takeoff can be performed. A balanced field takeoff is a condition where the accelerate-stop
distance is equal to the takeoff distance required for the aircraft weight, engine thrust, runway
condition, and aircraft configuration. The takeoff decision speed V1, or critical rejected takeoff
speed, is the fastest speed at which a pilot can decide to abort the takeoff. At speeds below V1,
the aircraft may be able to stop before the end of the runway. At speeds greater than V1, the
pilot must continue to takeoff even if an emergency occurs. The balanced field concept is
illustrated in Figure 3-6, Figure 3-7, and Figure 3-8. Aircraft certification provides the aircraft's
performance distances. The performance speeds, e.g., takeoff decision speed (V1), lift-off speed
(VLOF), takeoff safety speed (V2), stalling speed (VSO), or the minimum steady flight speed in
the landing configuration, and the following distances to achieve or decelerate from these
speeds are established by the manufacturer and confirmed during certification testing for
varying climatological conditions, operating weights, etc.
(a)
off, plus safety factors.

Takeoff run — the distance to accelerate from brake release to lift-

(b)
Takeoff distance — the distance to accelerate from brake release
past lift-off to start of takeoff climb, plus safety factors.
(c)
Accelerate-stop distance — the distance to accelerate from brake
release to V1 and then decelerate to a stop, plus safety factors.
(d)
Landing distance — the distance from the threshold to complete
the approach, touchdown, and decelerate to a stop, plus safety factors.
(2)
Aircraft operating rules provide a minimum acceptable level of safety by
controlling the aircraft maximum operating weights and limiting the aircraft's performance
distances as follows:
(a)

Takeoff run must not exceed the length of runway.

(b)

Takeoff distance must not exceed the length of runway plus

(c)

Accelerate-stop distance must not exceed the length of runway

(d)

Landing distance must not exceed the length of runway.

clearway.
plus stopway.

57

CLEARWAY

CLEARWAY CANNOT
BE MORE THAN
HALF THIS DISTANCE

35 FT [10.5 M]
ABOVE CLEARWAY

TAKEOFF DISTANCE
(115% DISTANCE
TO 35 FT [10.5 M])

58

Figure 3-6. Balanced Field Concept - Normal Takeoff Case
DISTANCE TO
35 FT [10.5 M]

LIFT-OFF
DISTANCE

2. CLEARWAY: SEE PARAGRAPH 311.

1. FULL STRENGTH RUNWAY EQUALS "TAKEOFF RUN".

NOTES:

115% OF
LIFT-OFF
1
DISTANCE

Draft AC 150/5300-13A
5/01/2012

(3)
Airport data provide the runway length and/or the following declared
distance information for calculating maximum operating weights and/or operating capability.

CLEARWAY

35 FT
[10.5 M]
ABOVE CLEARWAY

STOPWAY

CLEARWAY CANNOT
BE MORE THAN
HALF THIS DISTANCE

DECELERATE
TO STOP

ACCELERATE-STOP
DISTANCE

LIFT-OFF
DISTANCE
"TAKEOFF DISTANCE"
(DISTANCE TO 35 FT [10.5 M])

3. STOPWAY: SEE PARAGRAPH 312.

2. CLEARWAY: SEE PARAGRAPH 311.

1. FULL STRENGTH RUNWAY EQUALS "TAKEOFF RUN" AVAILABLE.

NOTES:

ENGINE FAILURE
AT V 1

ACCELERATE
TO V 1

5/01/2012
Draft AC 150/5300-13A

Figure 3-7. Balanced Field Concept – Rejected Takeoff Case

59

Figure 3-8. Balanced Field Concept - Landing Case

60
STOP POINT

LANDING DISTANCE

DISTANCE TO STOP
POINT MUST BE 60%
OF LANDING DISTANCE

50 FT [15 M]
ABOVE THRESHOLD

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5/01/2012

Draft AC 150/5300-13A

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).

9

27

OPERATIONAL DIRECTION

START OF ASDA, TODA AND TORA

NOTE: MOST COMMON START OF TAKEOFF

Figure 3-9. Normal Location of Start of Accelerate-Stop Distance Available (ASDA),
Takeoff Distance Available (TODA), and Takeoff Run Available (TORA)
(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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OPERATIONAL DIRECTION

27

END OF TORA,
TODA, LDA
AND ASDA

200' [61 M]

DEPARTURE RPZ

RSA

POFA
NOTE: MOST COMMON

Figure 3-10. Normal Location of Departure End of TORA, TODA, LDA and ASDA
OPERATIONAL DIRECTION

UNACCEPTABLE INCOMPATIBLE RPZ LAND USE

27

END OF TORA

200' [61 M]

DEPARTURE RPZ

Figure 3-11. Departure End of TORA Based on Departure RPZ

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Draft AC 150/5300-13A

OPERATIONAL DIRECTION
OBJECT PENETRATING THE 40:1
INSTRUMENT DEPARTURE SURFACE
DEPARTURE RPZ

27

END OF TORA

200' [61 M]

40:1 INSTRUMENT DEPARTURE SURFACE
40:1 INSTRUMENT DEPARTURE SURFACE (PENETRATED)

40:1 INSTRUMENT DEPARTURE SURFACE (PENETRATED)
40:1 INSTRUMENT DEPARTURE SURFACE
END OF TODA
END OF TORA

NOTE: THE PENETRATION TO THE INSTRUMENT DEPARTURE SURFACE
HAS BEEN MITIGATED BY THE DECREASED LENGTH OF THE TODA.

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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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

40:1 INSTRUMENT DEPARTURE SURFACE

27

CLEARWAY

END OF TORA

DER
END OF TODA

40:1 INSTRUMENT DEPARTURE SURFACE
CLEARWAY

END OF TORA
END OF TODA

Figure 3-13. TODA Extended By Use of A Clearway, Normal TORA

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Draft AC 150/5300-13A

OPERATIONAL DIRECTION

40:1 INSTRUMENT DEPARTURE SURFACE

27

CLEARWAY

END OF TORA

DER
END OF TODA

40:1 INSTRUMENT DEPARTURE SURFACE
END OF TODA
DER
CLEARWAY

END OF TORA

Figure 3-14. TODA Extended By Use of A Clearway, Shortened 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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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

STOP END OF LDA OR ASDA

27

RSA

OFA

R -S, T

S, T
R

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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OPERATIONAL DIRECTION

S

OFA

27

STOP END OF RWY 9 LDA OR ASDA

RSA
R-T

T
R

Figure 3-16. Stop End of LDA and ASDA Located to Provide Standard ROFA

OPERATIONAL DIRECTION

STOP END OF RWY 9 LDA OR ASDA

27

RSA

OFA

STOPWAY

R, S AND T

NOTE: STANDARD OFA AND RSA MUST EXIST BEYOND STOPWAY

Figure 3-17. Stop End of ASDA Located Based on Use of a Stopway

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Draft AC 150/5300-13A

e.

5/01/2012

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

END OF APPROACH RPZ
200' (FIXED) THRESHOLD
TO END OF APPROACH RPZ
START OF LDA RWY 9
RSA

9
OFA

THRESHOLD SITING
SURFACE

APPROACH RPZ

A
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

Figure 3-18. Normal Start of LDA

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OPERATIONAL DIRECTION

THRESHOLD SITING SURFACE

START OF
LDA RWY 9

9
0 OR 200' (FIXED)
SEE TABLE 3-1

THRESHOLD SITING SURFACE

NOTE: RPZ, RSA, AND OFA NOT SHOWN FOR CLARITY

Figure 3-19. Start of LDA at Displaced Threshold Based on Threshold Siting Surface
(TSS)

OPERATIONAL DIRECTION

UNACCEPTABLE INCOMPATIBLE RPZ LAND USE

START OF LDA RWY 9

9
200' [61 M] (FIXED)

APPROACH RPZ

THRESHOLD SITING SURFACE, OFA AND RSA NOT SHOWN FOR CLARITY

Figure 3-20. Start of LDA at Displaced Threshold Based on Approach RPZ

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5/01/2012

START OF RWY 9 LDA
P - S, T WITH VERTICAL GUIDANCE
R - S, T WITHOUT VERTICAL GUIDANCE
S AND T

RSA

9

OFA

P WITH VERTICAL GUIDANCE
R WITHOUT VERTICAL GUIDANCE

RPZ AND THRESHOLD SITING SURFACE NOT SHOWN FOR CLARITY

Figure 3-21. Start of LDA Based on RSA/ROFA
(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).
f.
Notification. The clearway and stopway lengths, if provided, and declared
distances (TORA, TODA, ASDA, and LDA) will be provided by the airport owner for inclusion
in the A/FD (and in the Aeronautical Information Publication, for international airports) for
each operational runway direction. Declared distances must be published for all international
airports and certificated airports, even when the distances are simply equal to the runway length
in both directions. When the threshold is sited for small airplanes, report LDA as “LDA for
airplanes of 12,500 pounds (5700 kg) or less maximum certificated takeoff weight.”
g.
Documenting Declared Distances. Record all standards that require a threshold
displacement, and indicate the controlling threshold displacement; the reason for a takeoff
starting farther up the runway based upon the takeoff direction (if applicable), and all reasons
for limiting the TORA, TODA ASDA and LDA to less than the runway length (if applicable).
Document the controlling limitations and the reason for the ASDA or TODA extending beyond

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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.
305.

RUNWAY GEOMETRY.

a.
Runway Length. AC 150/5325-4 and aircraft flight manuals provide guidance
on runway lengths for airport design, including declared distance lengths. The following factors
are some that should be evaluated when determining a runway length:
(1)

Airport elevation.

(2)

Local prevailing surface wind and surface temperature.

(3)

Runway surface conditions and slope.

(4)

Performance characteristics and operating weight of aircraft.

b.
Runway Width. Table 3–4 presents runway width standards based on aircraft
approach category and approach visibility minimums.
c.
Runway Shoulders. Runway shoulders provide resistance to blast erosion and
accommodate the passage of maintenance and emergency equipment and the occasional passage
of an aircraft veering from the runway. Table 3–4 presents runway shoulder width standards. A
stabilized surface, such as turf, normally reduces the possibility of soil erosion and engine
ingestion of foreign objects. Soil not suitable for turf establishment requires a stabilized or low
cost paved surface (see AC 150/5320-6). Paved shoulders are required for runways
accommodating ADG-III and higher aircraft. Turf, aggregate-turf, soil cement, lime or
bituminous stabilized soil are recommended adjacent to runways accommodating ADG-I and
ADG-II aircraft.
For further discussion regarding jet blast, refer to Appendix 3. Figure 3-22 depicts runway
shoulders.

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A
BLAST PAD

RUNWAY SAFETY AREA
STRUCTURAL PAVEMENT

BLAST PAD

SHOULDER

A
PLAN

RUNWAY CL
RUNWAY SAFETY AREA
SHOULDER

STRUCTURAL
PAVEMENT

SECTION

SHOULDER

A-A

Figure 3-22. RSA
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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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 wrongrunway 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

Figure 3-23. Intersecting Runways

SEE NOTE 3

SEE
NOTE 2

SEE
NOTE 2

A

B

SEE NOTE 3

SEE DETAIL

SEE NOTE 1

RUNWAY 1L

RUNWAY 9R

DETAIL

A

41°

DETAIL

SEE NOTE 1

RUNWAY 9L

B

3. DISTANCE VARIES PER TAXIWAY CURVE RADIUS.

2. MINIMUM DISTANCE IS REQUIRED RUNWAY CENTERLINE TO TAXIWAY CENTERLINE SEPARATION PLUS 1/2 TAXIWAY WIDTH.

1. MARKINGS ARE FOR ILLUSTRATION PURPOSES ONLY, SEE AC 150/5340-1, STANDARDS FOR AIRPORT MARKINGS FOR DETAILS.

NOTES:

SEE DETAIL

33°

RUNWAY 5L

Draft AC 150/5300-13A
5/01/2012

5/01/2012

306.

Draft AC 150/5300-13A

OBJECT CLEARING.

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.
a.

OFA. OFAs require clearing of objects as specified in paragraph 309.

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.
c.
OFZ. OFZs require clearing of object penetrations including aircraft fuselages
and tails. Frangible NAVAIDs that need to be located in the OFZ because of their function are
exempted from this standard. Paragraph 308 specifies OFZ standard dimensions.
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.
e.
NAVAIDs. Certain NAVAIDs require clearing of an associated “critical area”
for proper operation. These NAVAID critical areas are depicted in Chapter 6.
f.

RPZ. The RPZ clearing standards are specified in paragraph 310.

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.
307. RUNWAY SAFETY AREA (RSA) / ENGINEERED MATERIALS ARRESTING
SYSTEMS (EMAS).
a.

RSA Development.

(1)
Historical Development. In the early years of aviation, all aircraft
operated from relatively unimproved airfields. As aviation developed, the alignment of takeoff
and landing paths centered on a well-defined area known as a landing strip. Thereafter, the
requirements of more advanced aircraft necessitated improving or paving the center portion of
the landing strip. While the term "landing strip" was retained to describe the graded area
surrounding and upon which the runway or improved surface was constructed, the primary role
of the landing strip changed to that of a safety area surrounding the runway. This area had to be
capable under normal (dry) conditions of supporting aircraft without causing structural damage

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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

PERCENT NOT GOING BEYOND

90
80
70
60
50
40
30
20
10
0
0

200
100

400
300

600
500

800
700

1000
900

1200
1100

1400
1300

1600
1500

DISTANCE FROM RUNWAY END (FEET)

Figure 3-24. Approximate Distance Aircraft Overrun the Runway End
(2)
Recent Changes. FAA recognizes that incremental improvements inside
full RSA dimensions can enhance the margin of safety for aircraft. This is a significant change
from the earlier concept where the RSA was deemed to end at the point it was no longer graded
and constructed to standards. Previously, a modification to standards could be issued if the
actual, graded, and constructed RSA could not meet dimensional standards. Today,
modifications to standards no longer apply to RSAs. The airport owner and the FAA must
continually analyze a non-standard RSA with respect to operational, environmental, and
technological changes and revise the determination as appropriate. Incremental improvements
are included in the determination if they are practicable and they will enhance the margin of
safety. The concept of incremental improvement obviously precludes the placing of objects
within the standard RSA dimensions even if that location does not fully meet RSA standards.

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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;
(2)

drained by grading or storm sewers to prevent water accumulation;

(3)
capable, under dry conditions, of supporting snow removal equipment,
ARFF equipment, and the occasional passage of aircraft without causing damage to the aircraft;
and
(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.
c.
Construction Standards. Compaction of RSAs must comply with Specification
P-152, Excavation and Embankment, found in AC 150/5370-10.
d.
RSA Standards Cannot Be Modified. The standards remain in effect
regardless of the presence of natural or man-made objects or surface conditions that preclude
meeting full RSA standards. Facilities, including NAVAIDs, that would not normally be
permitted in an RSA should not be installed inside the full RSA dimensions even when the RSA
does not meet standards in other respects. A continuous evaluation of all practicable
alternatives for improving each sub-standard RSA is required until it meets all standards for
grade, compaction, and object frangibility. Order 5200.8 explains the process for conducting
this evaluation.
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
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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.
g.
EMAS. A standard EMAS provides a level of safety that is equivalent to an
RSA built to the dimensional standards in Table 3–4. Hence, an RSA using a “standard EMAS”
installation is considered to be a “standard RSA.” The term “standard RSA” was previously
used to describe an RSA meeting full dimensional standards. Such an RSA is now referred to as
a “full dimension RSA.”
(1)
An EMAS is designed to stop an overrunning aircraft by exerting
predictable deceleration forces on its landing gear as the EMAS material crushes. EMAS
performance is dependent on aircraft weight, landing gear configuration, and tire pressure.
(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.
308.

OBSTACLE FREE ZONE (OFZ).

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.
a.
Runway OFZ (ROFZ). The ROFZ is a defined volume of airspace centered
above the runway centerline, above a surface whose elevation at any point is the same as the
elevation of the nearest point on the runway centerline. The ROFZ extends 200 feet (61 m)
beyond each end of the runway. Its width is as follows:

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(1)

For operations by small aircraft:

(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.
(2)

400 feet (122 m) for operations by large aircraft,

b.
Inner-approach OFZ. The inner-approach OFZ is a defined volume of airspace
centered on the approach area. It applies only to runways with an ALS. The inner-approach
OFZ begins 200 feet (61 m) from the runway threshold at the same elevation as the runway
threshold and extends 200 feet (61 m) beyond the last light unit in the ALS. Its width is the
same as the ROFZ and rises at a slope of 50 (horizontal) to 1 (vertical) from its beginning.
c.
Inner-transitional OFZ. The inner-transitional OFZ is a defined volume of
airspace along the sides of the ROFZ and inner-approach OFZ. It applies only to runways with
lower than 3/4 statute mile (1.2 km) approach visibility minimums.
(1)
For operations on runways by small aircraft, the inner-transitional OFZ
slopes 3 (horizontal) to 1 (vertical) out from the edges of the ROFZ and inner-approach OFZ to a
height of 150 feet (46 m) above the established airport elevation.
(2)
For operations on runways by large aircraft, separate inner-transitional
OFZ criteria apply for Category (CAT) I and CAT II/III runways.
(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.
(i)

In U.S. customary units,
Hfeet = 61 - 0.094(Sfeet) - 0.003(Efeet).

(ii)

In SI units,
Hmeters = 18.4 - 0.094(Smeters) - 0.003(Emeters).

(iii) S is equal to the most demanding wingspan of the RDC of
the runway, and E is equal to the runway threshold elevation above sea level.
(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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(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.
(i)

In U.S. customary units,
Hfeet = 53 - 0.13(Sfeet) - 0.0022(Efeet) and
Yfeet = 440 + 1.08(Sfeet) - 0.024(Efeet).

(ii)

In SI units,
Hmeters = 16 - 0.13(Smeters)- 0.0022(Emeters) and
Ymeters = 132 + 1.08(Smeters) - 0.024(Emeters).

(iii) S is equal to the most demanding wingspan of the RDC of
the runway and E is equal to the runway threshold elevation above sea level. Beyond the
distance "Y" from runway centerline, the inner-transitional CAT II/III OFZ surface is identical to
that for the CAT I OFZ.
d.
Precision OFZ (POFZ). The POFZ is defined as a volume of airspace above an
area beginning at the landing threshold at the threshold elevation and centered on the extended
runway centerline (200 feet (61 m) long by 800 feet (244 m) wide). See Figure 3-30.
(1)
conditions are met:

The surface is in effect only when all of the following operational
(a)

The approach includes vertical guidance.

(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)).
(c)

An aircraft is on final approach within 2 miles (3.2 km) of the

runway threshold.
(2)
When the POFZ is in effect, a wing of an aircraft holding on a taxiway
waiting for runway clearance may penetrate the POFZ; however neither the fuselage nor the tail
may penetrate the POFZ. Vehicles up to 10 feet (3 m) in height necessary for maintenance are
also permitted in the POFZ.
(3)
The POFZ is applicable at all runway thresholds including displaced
thresholds. Refer to Figure 3-31.

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A

SEE FIGURE 3-29
FOR THIS VIEW

RUNWAY OFZ

A

INNER-APPROACH
OFZ
RUNWAY END WITH AN
APPROACH LIGHT SYSTEM

RUNWAY END WITHOUT AN
APPROACH LIGHT SYSTEM

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
SEE FIGURE 3-29
FOR THIS VIEW

RUNWAY OFZ

A

A
INNER-APPROACH
OFZ
INNER-TRANSITIONAL OFZ
RUNWAY END WITH AN
APPROACH LIGHT SYSTEM

RUNWAY END WITHOUT AN
APPROACH LIGHT SYSTEM

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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SEE FIGURE 3-29
FOR THIS VIEW

RUNWAY OFZ

A

A
INNER-APPROACH
OFZ
INNER-TRANSITIONAL OFZ
RUNWAY END WITH AN
APPROACH LIGHT SYSTEM

RUNWAY END WITHOUT AN
APPROACH LIGHT SYSTEM

PLAN

INNER-TRANSITIONAL OFZ

50:1
SECTION

A-A

Figure 3-27. OFZ for Operations on Runways By Large Aircraft With Lower Than ¾Statute Mile (1.2 km) Approach Visibility Minimums
SEE FIGURE 3-29
FOR THIS VIEW

DISPLACED THRESHOLD

A

INNER-APPROACH
OFZ

RUNWAY OFZ

A

INNER-TRANSITIONAL OFZ
RUNWAY END WITH AN
APPROACH LIGHT SYSTEM

RUNWAY END WITHOUT AN
APPROACH LIGHT SYSTEM

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 ¾Statute Mile (1.2 km) Approach Visibility Minimums and Displaced Threshold

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SEE PARAGRAPH 308

HORIZONTAL SURFACE 150 FT [46 M]
ABOVE AIRPORT ELEVATION
RUNWAY OFZ

SEE FIGURE 3-25 FOR ADDITIONAL VIEWS

VISUAL RUNWAYS AND RUNWAYS WITH NOT LOWER THAN
3/4 STATUTE MILE [1,200 M] APPROACH MINIMUMS
HORIZONTAL SURFACE
150 FT [46 M] ABOVE
AIRPORT ELEVATION

SEE PARAGRAPH 308

RUNWAY OFZ
INNER-TRANSITIONAL OFZ (3:1)
SEE FIGURE 3-26 FOR ADDITIONAL VIEWS

RUNWAYS DESIGNED FOR SMALL AIRPLANES WITH LOWER
THAN 3/4 STATUTE MILE [1,200 M] APPROACH MINIMUMS

HORIZONTAL SURFACE
150 FT [46 M] ABOVE
AIRPORT ELEVATION

RUNWAY OFZ

INNER-TRANSITIONAL OFZ (6:1)
H REFER TO PARAGRAPH 306

SEE PARAGRAPH 308
SEE FIGURE 3-27 FOR ADDITIONAL VIEWS

RUNWAYS SERVING LARGE AIRPLANES WITH CATEGORY I APPROACH MINIMUMS
INNER-TRANSITIONAL OFZ (5:1)

RUNWAY OFZ

INNER-TRANSITIONAL OFZ (6:1)

HORIZONTAL SURFACE
150 FT [46 M] ABOVE
AIRPORT ELEVATION

H REFER TO PARAGRAPH 306
Y
REFER TO
PARAGRAPH 308

SEE PARAGRAPH 308

SEE FIGURE 3-28 FOR ADDITIONAL VIEWS

RUNWAYS SERVING LARGE AIRPLANES WITH CATEGORY II AND III APPROACH MINIMUMS

Figure 3-29. Sectional Views of the OFZ

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SEE NOTE 1

TAXIWAY CL

400 FT
[122 M]

HOLD LINE

EXTENDED
RUNWAY CL

RUNWAY THRESHOLD
400 FT
[122 M]

POFZ LIMITS

POFZ

200 FT
[61 M]
NOTES:
1. WHEN THE POFZ IS IN EFFECT, A WING OF AN AIRCRAFT ON A TAXIWAY WAITING FOR
RUNWAY CLEARANCE MAY PENETRATE THE POFZ; HOWEVER, NEITHER THE FUSELAGE
NOR THE TAIL MAY INFRINGE ON THE POFZ.

Figure 3-30. Precision Obstacle Free Zone (POFZ) – No Displaced Threshold

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POFZ HOLD MARKING

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:
1. WHEN THE POFZ IS IN EFFECT, A WING OF AN AIRCRAFT ON A TAXIWAY WAITING FOR
RUNWAY CLEARANCE MAY PENETRATE THE POFZ; HOWEVER, NEITHER THE FUSELAGE
NOR THE TAIL MAY INFRINGE ON THE POFZ.
2. IT IS NORMALLY UNDESIRABLE TO HOLD AIRCRAFT ON THE PARALLEL PORTION OF THE
TAXIWAY. CONSIDERATION SHOULD BE GIVEN TO BUILDING THE PARALLEL TAXIWAY AT
A GREATER DISTANCE FROM THE RUNWAY CENTERLINE TO AVOID THIS SITUATION. REFER
TO DISCUSSIONS ON RUNWAY AND TAXIWAY SEPARATIONS IN CHAPTER 4. FOR
ADDITIONAL INFORMATION REGARDING POFZ HOLD MARKINGS, REFER TO AC 150/5340-1.

Figure 3-31. POFZ – Displaced Threshold

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309.

5/01/2012

RUNWAY OBJECT FREE AREA (ROFA).

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.
310.

RUNWAY PROTECTION ZONE (RPZ).

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.

(1)
RPZ Configuration/Location. The RPZ is trapezoidal in shape and
centered about the extended runway centerline. The central portion and controlled activity area
are the two components of the RPZ (see Figure 3-32).
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(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.
(b)
Controlled Activity Area. The controlled activity area is the
remaining area of the RPZ on either side of the central portion of the RPZ.
(2)
Approach/Departure RPZ. The approach RPZ dimensions for a runway
end is a function of the aircraft approach category and approach visibility minimum associated
with the approach runway end. The departure RPZ is a function of the aircraft approach
category and departure procedures associated with the DER. For a particular runway end, the
more stringent RPZ requirements, usually the approach RPZ requirements, will govern the
property interests and clearing requirements the airport owner should pursue.
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).
(a)
For runways designed for small aircraft in Aircraft Approach
Categories A and B: Starting 200 feet (61 m) beyond the far end of TORA, 1,000 feet (305 m)
long, 250 feet (76 m) wide, and RPZ 450 feet (137 m) wide at the far end.
(b)
For runways designed for large aircraft in Aircraft Approach
Categories A and B: starting 200 feet (61 m) beyond the far end of TORA, 1,000 feet (305 m)
long, 500 feet (152 m) wide, and at the far end of RPZ 700 feet (213 m) wide.
(c)
For runways designed for Aircraft Approach Categories C and D:
Starting 200 feet (61 m) beyond the far end of TORA, 1,700 feet (518 m) long, 500 feet (152 m)
wide, and at the far end of RPZ 1,010 feet (308 m) wide.

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W2
Q

CENTRAL
PORTION OF
THE RPZ
CONTROLLED
ACTIVITY AREA
OF THE RPZ

L

R

RUNWAY OBJECT
FREE AREA

W1
200 FT [ 61 M]

RUNWAY

RUNWAY SAFETY
AREA

NOTE: SEE TABLE 3-5 FOR DIMENSIONS W ,W , L, R AND Q.
1

Figure 3-32. RPZ

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BEGINNING OF APPROACH RPZ, RUNWAY 10

L

RUNWAY 10
APPROACH RPZ
END OF DEPARTURE RPZ,
RUNWAY 28

RUNWAY 28
DEPARTURE RPZ
CL
EXTENDED
RUNWAY

L

END OF
APPROACH RPZ,
RUNWAY10
END OF TORA,
RUNWAY 28

200 FT
[61 M]

BEGINNING OF
DEPARTURE RPZ,
RUNWAY 28

BEGINNING
OF LDA,
RUNWAY 10

PHYSICAL END OF RUNWAY
NO DISPLACED THRESHOLD
RWY 28 TORA ENDS AT
PHYSICAL END OF RUNWAY

APPROACH RPZ IN RED

DEPARTURE RPZ IN BLUE

Figure 3-33. Runway with no Published Declared Distances

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BEGINNING OF APPROACH RPZ, RUNWAY 10

CL
EXTENDED
RUNWAY

L

RUNWAY 10
APPROACH RPZ

END OF DEPARTURE RPZ,
RUNWAY 28

L
RUNWAY 28
DEPARTURE RPZ

END OF
APPROACH RPZ,
RUNWAY10

200 FT [61 M]

200 FT
[61 M]
BEGINNING OF
DEPARTURE RPZ,
RUNWAY 28

PHYSICAL END OF RUNWAY
TORA ENDS PRIOR TO
PHYSICAL END OF
RUNWAY BASED ON
TAKEOFF DIRECTION

TORA

APPROACH RPZ IN RED

DEPARTURE RPZ IN BLUE

Figure 3-34. Approach and Departure RPZs where the TORA is less than the TODA

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d.

Draft AC 150/5300-13A

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.

(2)

Vehicular parking and storage in the controlled activity area.

(3)

Irrigation channels as long as they do not attract birds.

(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.
e.
Recommendations. Where it is determined to be impracticable for the airport
owner to acquire and plan the land uses within the entire RPZ, the RPZ land use standards have
recommendation status for that portion of the RPZ not controlled by the airport owner.
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.
311.

CLEARWAY STANDARDS.

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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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.

≤

HALF RUNWAY LENGTH

A

A
RUNWAY / CLEARWAY CL

≥ 500 FT
[152 M]

DEPARTURE END
OF RUNWAY

PLAN
80
1
BUILDING

SECTION

A-A

Figure 3-35. Clearway
312.

STOPWAY STANDARDS.

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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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

TAKE OFF DIRECTION

NOTE: SEE AC 150/5340-1, STANDARDS FOR AIRPORT MARKINGS, FOR STOPWAY MARKINGS.

Figure 3-36. Stopway
313.

SURFACE GRADIENT.

a.
Aircraft Approach Categories A and B. The longitudinal and transverse
gradient standards for runways and stopways are as follows and as illustrated in Figure 3-37 and
Figure 3-38. Keep longitudinal grades and grade changes to a minimum.
(1)

The maximum longitudinal grade is ±2.0 percent.

(2)

The maximum allowable grade change is ±2.0 percent.

(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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(4)
The minimum allowable distance between the points of intersection of
vertical curves is 250 feet (76 m) multiplied by the sum of the grade changes (in percent)
associated with the two vertical curves.
(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.
(6)
Provide a smooth transition between the intersecting pavement surfaces as
well as adequate drainage of the intersection. Give precedence to the grades for the dominant
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 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.
b.
Aircraft Approach Categories C, D and E. The longitudinal and transverse
gradient standards for runways and stopways are as follows and as illustrated in Figure 3-39 and
Figure 3-40. Keep longitudinal grades and grade changes to a minimum.
(1)
The maximum longitudinal grade is ±1.50 percent; however, longitudinal
grades may not exceed ±0.80 percent in the first and last quarter of the runway length.
(2)
The maximum allowable grade change is ±1.50 percent, however, no
grade changes are allowed in the first and last quarter of the runway length.
(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.
(4)
The minimum allowable distance between the points of intersection of
vertical curves is 1,000 feet (305 m) multiplied by the sum of the grade changes (in percent)
associated with the two vertical curves.
(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.
(6)
Provide a smooth transition between intersecting pavement surfaces as
well as adequate drainage of the intersection. Give precedence to the grades for the dominant

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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.
c.
Intersecting Runways. Any grade issues concerning intersecting runways on an
airport are resolved in the following manner:
(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

TO
0.00 %

P.V.I.

VERTICAL
CURVE
LENGTH

0.00 % TO ±2
.00 %

DISTANCE BETWEEN CHANGES IN GRADE
= 250 FT [76 M] x SUM OF A + B IN PERCENT

P.V.T.

A

P.V.I.

VERTICAL
CURVE
LENGTH

P.V.T.

B

%
0.00

3. MAXIMUM DISTANCE BETWEEN POINTS OF VERTICAL INTERSECTION SHOULD BE 250 FT [76 M] x SUM OF
ABSOLUTE GRADE CHANGES.

2. MAXIMUM GRADE CHANGE AT VERTICAL CURVES SHOULD NOT EXCEED 2.00 %.

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%.

NOTES:

P.V.C.

±2.00%

P.V.C.

RUNWAY VERTICAL PROFILE AT CENTERLINE

%
2.00
TO ±

Draft AC 150/5300-13A
5/01/2012

Figure 3-37. Longitudinal Grade Limitations for Aircraft Approach Categories A & B

RUNWAY WIDTH

1.50 % TO 3.00%

SEE NOTE 2

1.50 % TO 5.00 %

1.00 % TO 2.00 %

SHOULDER

4:1 FILL
SLOPE

4:1 SLOPE
MAX

3. DRAINAGE IMPROVEMENTS SUCH AS DITCHES, INLETS OR HEADWALLS SHALL NOT BE LOCATED
WITHIN THE SAFETY AREA. DITCH SECTIONS INCLUDE GRADED AREAS NOT MEETING LONGITUDINAL
OR TRANSVERSE SAFETY AREA GRADING REQUIREMENTS OR ANY CHANNEL LININGS SUCH AS RIPRAP.

2. MAINTAIN A 5.00 % GRADE FOR 10 FEET OF UNPAVED SURFACE ADJACENT TO THE PAVED SURFACE.

1. A 1.5 IN [38 mm] PAVEMENT EDGE DROP MUST BE USED BETWEEN PAVED AND UNPAVED SURFACES.

NOTES:

1.50 % TO 3.00 %

SEE NOTE 1

1.50 % TO 5.00 %

1.00 % TO 2.00 %

SHOULDER

RUNWAY SAFETY AREA

5/01/2012
Draft AC 150/5300-13A

Figure 3-38. Transverse Grade Limitations for Aircraft Approach Categories A & B

97

98
VERTICAL
CURVE
LENGTH

0.00 % TO ±0.80 %

END 1/4 OF RUNWAY

P.T.

GRADE
CHANGE

P.C.

0.00 %
T
±1.50 % O

P.I.

GRADE
CHANGE
1.50 % MAX

P.T.

TO
0.00 %
±1.50 %

VERTICAL
CURVE
LENGTH

PROFILE OF RUNWAY CENTERLINE

P.C.

P.I.

0.00 % TO
±0.80 %

0.00

%T
O -3
.00

200 FT
[61 M]

4. THE MINIMUM DISTANCE BETWEEN POINTS OF VERTICAL INTERSECTION MUST BE 1,000 FT [305 M] x SUM OF THE ABSOLUTE GRADE CHANGES.

3. THE MINIMUM VERTICAL CURVE LENGTH IS EQUAL TO 1,000 FT [305 M] x GRADE CHANGE.

2. MINIMUM LENGTH OF VERTICAL CURVES = 1,000 FT [305 M] x GRADE CHANGE (IN %).

VERTICAL
CURVE
LENGTH

GRADE
CHANGE

END 1/4 OF RUNWAY

END OF RUNWAY

DISTANCE BETWEEN CHANGE IN GRADE

P.T

1. MINIMUM DISTANCE BETWEEN CHANGE IN GRADE = 1,000 FT [305 M] x SUM OF GRADE CHANGES (IN %).

NOTES:

P.I.

P.C.

DISTANCE BETWEEN CHANGE IN GRADE

O
%T
0.00

0%
-3.0

200 FT
[61 M]

END OF RUNWAY

%

Draft AC 150/5300-13A
5/01/2012

Figure 3-39. Longitudinal Grade Limitations for Aircraft Approach Categories C D, & E

RUNWAY WIDTH

1.50 % TO 3.00%

SEE NOTE 2

1.50 % TO 5.00 %

1.00 % TO 1.50 %

SHOULDER

4:1 FILL
SLOPE

4:1 SLOPE
MAX

3. DRAINAGE IMPROVEMENTS SUCH AS DITCHES, INLETS OR HEADWALLS SHALL NOT BE LOCATED
WITHIN THE SAFETY AREA. DITCH SECTIONS INCLUDE GRADED AREAS NOT MEETING LONGITUDINAL
OR TRANSVERSE SAFETY AREA GRADING REQUIREMENTS OR ANY CHANNEL LININGS SUCH AS RIPRAP.

2. MAINTAIN A 5.00 % GRADE FOR 10 FEET OF UNPAVED SURFACE ADJACENT TO THE PAVED SURFACE.

1. A 1.5 IN [38 mm] PAVEMENT EDGE DROP MUST BE USED BETWEEN PAVED AND UNPAVED SURFACES.

NOTES:

1.50 % TO 3.00 %

SEE NOTE 1

1.50 % TO 5.00 %

1.00 % TO 1.50 %

SHOULDER

RUNWAY SAFETY AREA

5/01/2012
Draft AC 150/5300-13A

Figure 3-40. Transverse Grade Limitations for Aircraft Approach Categories C D, & E

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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.
(1)
Longitudinal grades, longitudinal grade changes, vertical curves, and
distance between changes in grades for that part of the RSA between the runway ends are the
same as the comparable standards for the runway and stopway. Exceptions are allowed when
necessary because of taxiways or other runways within the area. In such cases, modify the
longitudinal grades of the RSA by the use of smooth curves. For the first 200 feet (61 m) of the
RSA beyond the runway ends, the longitudinal grade is between 0 and 3.0 percent, with any
slope being downward from the ends. For the remainder of the safety area (Figure 3-41), the
maximum allowable positive longitudinal grade is such that no part of the RSA penetrates any
applicable approach surface or clearway plane. The maximum allowable negative grade is 5.0
percent. Limitations on longitudinal grade changes are plus or minus 2.0 percent per 100 feet
(30 m). Use parabolic vertical curves where practical. Avoid the use of maximum grades if
possible. The ability for an overrunning aircraft to stop within the RSA is decreased as the
downhill grade increases. Also, using maximum grades may result in approach lights and/or a
LOC being mounted on non-frangible supports and degraded LOC performance.
(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

FACE

CH SURF
A

CH SUR
APPROA

CE

NO PENETRATION OF APPROACH
SURFACE PERMITTED

MAXIMUM ± 5.00 %
PERMITTED

MAXIMUM GRADE CHANGE
± 2.00 % PER 100 FT [30 M]
USE VERTICAL CURVE

LONGITUDINAL GRADE

RUNWAY SAFETY AREA WIDTH
FILL
FILL
MAXIMUM ± 5.00 %

CL
EXTENDED
RUNWAY

SURFACE SMOOTHNESS REQUIRED

NOTE: TRANSITIONS BETWEEN DIFFERENT GRADIENTS SHOULD BE WARPED SMOOTHLY.

TRANSVERSE GRADE

Figure 3-41. RSA Grade Limitations Beyond 200 feet (61 m) from the Runway End
314.

TURF RUNWAYS.

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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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.
d.
Compaction. Turf runways should be compacted to the same standards as
required for the RSA for paved runways (see paragraph 307.c).
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.
f.
Thresholds. Thresholds should be permanently identified to ensure that airspace
evaluation is valid for the runway. Turf runways that are mowed to fence lines with no distinct
threshold location marked can be hazardous due to the adjacent fences, roads, trees, and power
lines. One type of permanent marker is a threshold strip of concrete pavement, 60 feet (18.5 m)
wide by 10 feet (3 m) long, painted white. No portion of the concrete pavement should be more
than 1.5 inches (38 mm) above the surrounding grade level. Frangible cones may also be used
for this purpose. Ensure that approaches have clear 20:1 approach slopes starting at the
threshold.
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.
h.
Hold Markings. Hold position markings should be provided to ensure adequate
runway clearance for holding aircraft.
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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5/01/2012

315.

Draft AC 150/5300-13A

MARKING AND LIGHTING.

a.
Runway Holding Position (Holdline). At airports with operating ATCTs,
runway holding positions (holdlines) identify the location on a taxiway where a pilot is to stop
when he/she does not have clearance to proceed onto the runway. At airports without operating
control towers, these holdlines identify the location where a pilot should ensure there is
adequate separation from other aircraft before proceeding onto the runway. The holdline
standards, which assume a perpendicular distance from a runway centerline to an intersecting
taxiway centerline, are in Table 3–4. However, these distance standards may need to be
increased and the marking be placed appropriately when the taxiway intersects the runway at an
acute angle.
b.
Marking at Intersecting Runways. Refer to AC 150/5340-1 for the current
airport marking standards. Any marking issues concerning intersecting runways on an airport
are to be resolved in the following manner:
(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.
c.
Runway Lighting. Refer to the appropriate lighting ACs in the AC 150/5340
series to properly design airfield and runway lighting. A listing of these ACs can be found in
Chapter 1.
316.

RUNWAY AND TAXIWAY SEPARATION REQUIREMENTS.
a.

Parallel Runway Separation--Simultaneous VFR Operations.

(1)
Standard. For simultaneous landings and takeoffs using VFR, the
minimum separation between centerlines of parallel runways is 700 feet (213 m).
(2)
Recommendations. The minimum runway centerline separation distance
recommended for ADG V and VI runways is 1,200 feet (366 m). ATC practices, such as holding
aircraft between the runways, frequently justify greater separation distances. Runways with
centerline spacings under 2,500 feet (762 m) are normally treated as a single runway by ATC
when wake turbulence is a factor.
b.
Parallel Runway Separation--Simultaneous IFR Operations. To attain IFR
capability for simultaneous (independent) landings and takeoff on parallel runways, the
longitudinal (in-trail) separation required for single runway operations is replaced, in whole or
in part, by providing lateral separation between aircraft operating to parallel
runways. Subparagraphs (1) and (2) identify the minimum centerline separations for parallel
runways. Where practical, parallel runway centerline separation of at least 5,000 feet (1524 m)

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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.
(1)
Simultaneous Approaches. Precision instrument operations require
electronic NAVAIDs and monitoring equipment, ATC, and approach procedures.
(a)
Dual simultaneous precision instrument approaches are normally
approved on parallel runway centerline separation of 4,300 feet (1311 m). On a case-by-case
basis, the FAA will consider proposals utilizing separations down to a minimum of 3,000 feet
(914 m) where a 4,300 foot (1311 m) separation is impractical. This reduction of separation
requires special high update radar, monitoring equipment, etc.
(b)
Triple simultaneous precision instrument approaches for airports
below 1,000 feet (305 m) elevation normally require parallel runway centerline separation of
5,000 feet (1524 m) between adjacent runways. Triple simultaneous precision instrument
approaches for airport elevations at and above 1,000 feet (305 m) and reduction in separation are
currently under study by the FAA. In the interim, the FAA will, on a case-by-case basis,
consider proposals utilizing separations down to a minimum of 4,300 feet (1311 m) where a
5,000-foot (1524 m) separation is impractical or the airport elevation is at or above 1,000 feet
(305 m). Reduction of separation may require special radar, monitoring equipment, etc.
(c)
Quadruple simultaneous precision instrument approaches are
currently under study by the FAA. In the interim, the FAA, on a case-by-case basis, will
consider proposals utilizing separations down to a minimum of 5,000 feet (1524 m). Quadruples
may require special radar, monitoring equipment, etc.
(2)
Simultaneous Departures or Approaches and Departures. Simultaneous
departures do not always require radar ATC-F. The following parallel runway centerline
separations apply:
(a)

Simultaneous Departures.

i.
Simultaneous non-radar departures require a parallel
runway centerline separation of at least 3,500 feet (1067 m).
ii.
Simultaneous radar departures require a parallel runway
centerline separation of at least 2,500 feet (762 m).
(b)
Simultaneous Approach and Departure. Simultaneous radarcontrolled approaches and departures require the following parallel runway centerline
separations:
i.

When the thresholds are not staggered, at least 2,500 feet

(762 m).
ii.
When the thresholds are staggered and the approach is to
the near threshold, the 2,500-foot (762 m) separation can be reduced by 100 feet (30 m) for each

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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.
iii.
When the thresholds are staggered and the approach is to
the far threshold, the minimum 2,500-foot (762 m) separation requires an increase of 100 feet
(30 m) for every 500 feet (152 m) of threshold stagger. See Figure 3-42 below.
NEAR THRESHOLD

2,300 FT [701 M]
(2,500 FT [762 M] IS DECREASED
BY 100 FT [30.5 M] FOR
EACH 500 FT [152 M]
OF THRESHOLD STAGGER)

1,000 FT [305 M]

FAR THRESHOLD

EXAMPLE OF APPROACH TO THE NEAR THRESHOLD WITH
A 1,000 FT [305 M] STAGGER
NEAR THRESHOLD

1,000 FT [305 M]

2,700 FT [823 M]
(2,500 FT [762 M] IS INCREASED
BY 100 FT [30.5 M] FOR
EACH 500 FT [152 M] OF
THRESHOLD STAGGER)

FAR THRESHOLD

EXAMPLE OF APPROACH TO THE FAR THRESHOLD WITH
A 1,000 FT [305 M] STAGGER

Figure 3-42. Parallel Runway Separation, Simultaneous Radar Controlled Approach –
Staggered Threshold

105

Draft AC 150/5300-13A

317.

5/01/2012

APPROACH PROCEDURE PLANNING.

a.
Background. This paragraph applies to the establishment of new and revised
authorized IAPs.
(1)
This paragraph identifies airport landing surface requirements to assist
airport operators in their evaluation and preparation of the airport landing surface to support new
and revised IAPs. It also lists the airport data provided by the procedure sponsor that the FAA
needs to conduct the airport airspace analysis specified in Order JO 7400.2. The airport must be
acceptable for IFR operations based on an Airport Airspace Analysis (AAA), under Order JO
7400.2.
(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.
(4)
Airport operators are always encouraged to consider an ALS to enhance
the safety of an instrument procedure. In the absence of any identified benefits or safety
enhancement from an approach light system, airport operators should at least consider installing
lower cost visual guidance aids such as Runway End Identifier Lights (REIL) or Precision
Approach Path Indicator (PAPI)
b.
Introduction. To be authorized for a new IAP, the runway must have an
instrument runway designation. Instrument runways are runway end specific. The runway end
designation is based on the findings of an AAA study (Refer to Order JO 7400.2). In addition,
for all obligated National Plan of Integrated Airport Systems (NPIAS) airports, the instrument
runway designation for the desired minimums must be depicted on the FAA approved ALP. If
not depicted, a change to the ALP is required. As part of the ALP approval process, the FAA
will conduct an AAA study to determine the runway's acceptability for the desired minimums.
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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d.

Draft AC 150/5300-13A

Airport Aeronautical Surveys.

(1)
Use the standards identified in AC 150/5300-16, AC 150/5300-17, and AC
150/5300-18 to survey and compile the appropriate data to support the development of
instrument procedures.
(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 150/530018.
(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
HATh 2

< 3/4 statute mile

< 1-statute mile

200 ft

250 ft
Table 3–1, Row 9
Clear

TERPS GQS 3
Clear

See Note 4

TERPS Chapter 3, Section 3

34:1 Clear

20:1 Clear

Precision Obstacle Free Zone (POFZ)
200 ft × 800 ft

Required

Not Required

TERPS precision final surfaces

ALP 5

Required
4,200 ft (Paved)

Minimum Runway Length
Runway Markings (See AC 150/5340-1)

Precision

Non-precision

Holding Position Signs & Markings
(See AC 150/5340-1 and AC 150/5340-18)

Precision

Non-precision

Runway Edge Lights 6
Parallel Taxiway 7

HIRL / MIRL
Required

Approach Lights 8

MALSR, SSALR, or ALSF

Runway Design Standards;
e.g., OFZ

< 3/4-statute mile approach ≥ 3/4-statute mile approach
visibility minimums
visibility minimums
Reference paragraph 303
Reference paragraph 303
and Table 3–1, rows 7 & 9
and Table 3–1, rows 6 & 9
Vertically Guided Airport Airspace Analysis Survey
criteria in AC 150/5300-18

Threshold Siting Criteria To Be Met 9
Survey Required for Lowest Minimums

Recommended

NOTES:
1.
2.
3.
4.
5.
6.
7.
8.
9.

108

Visibility minimums are subject to application of Order 8260.3 (“TERPS”), and associated orders or this table,
whichever are higher.
The HATh indicated is for planning purposes only. Actual obtainable HATh is determined by TERPS.
The GQS is applicable to approach procedures providing vertical path guidance.
If the final surface is penetrated, HAT and visibility will be increased as required by TERPS.
An ALP is only required for airports in the NPIAS; it is recommended for all others.
Runway edge lighting is required for night minimums. High intensity lights are required for RVR-based
minimums.
A full-length parallel taxiway meeting separation requirements. See Table 3–4 and Table 3–5.
To achieve lower visibility minimums based on credit for lighting, an approach light system is required.
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.

5/01/2012

Draft AC 150/5300-13A

Table 3–3. Standards for Non-precision Approaches (NPAs)
and APV with => 250 ft. HATh
Visibility Minimums 1
HATh 2

< 3/4-statute mile < 1-statute mile
250

400

TERPS GQS
(APV only)
TERPS Chapter 3, Section 3

34:1 clear

20:1 clear

ALP 3
Minimum Runway Length
Runway Markings
(See AC 150/5340-1)
Holding Position Signs &
Markings (See AC 150/5340-1
and AC 150/5340-18)
Runway Edge Lights 6
Parallel Taxiway 7

450’

Varies

Table 3–1, Row 9
Clear
20:1 clear or penetrations lighted for night
minimums (See AC 70/7460-1)
Recommended

4

4,200 ft
(Paved)

3,200 ft
(Paved)

3,200 ft

4, 5

Precision

Non-precision 5

Visual (Basic) 5

Precision

Non-precision 5

Visual (Basic) 5

HIRL / MIRL

MIRL / LIRL

Required

MIRL / LIRL
(Required only for
night minimums)

Recommended
Required 9

Threshold Siting Criteria To
Be Met 10
(Reference paragraph 303)

Table 3–1, row 7

Table 3–1, row 6

Survey Required for Lowest
Minimums

Vertically Guided
Airport Airspace
Analysis Survey
AC 150/5300-18

Runway Design Standards,
e.g. OFZ

Circling 10

Required

MALSR, SSALR,
or ALSF Required
< 3/4-statute mile
approach visibility
minimums

Approach Lights 8

=> 1-statute mile
Straight In

Recommended 9

≥ 3/4-statute mile
approach visibility minimums
Table 3–1, rows 1-5

Not Required
Not Required
Table 3–1,
rows 1-4

Non-Vertically Guided Airport Airspace Analysis Survey
AC 150/5300-18

NOTES:
1. Visibility minimums are subject to the application of Order 8260.3 (“TERPS”), and associated orders or this table,
whichever is higher.
2. The HATh indicated is for planning purposes only. Actual obtainable HATh is determined by TERPS.
3. An ALP is only required for obligated airports in the NPIAS; it is recommended for all others.
4. Runways less than 3,200 feet are protected by 14 CFR Part 77 to a lesser extent. However, runways as short as 2400 feet
could support an instrument approach provided the lowest HATh is based on clearing any 200-foot (61 m) obstacle within
the final approach segment.
5. Unpaved runways require case-by-case evaluation by the RAPT.
6. Runway edge lighting is required for night minimums. High intensity lights are required for RVR-based minimums.
7. A full-length parallel taxiway must lead to the threshold.
8. To achieve lower visibility minimums based on credit for lighting, a full approach light system (ALSF-1, ALSF-2, SSALR,
or MALSR) is required for visibility < 1-statute. Intermediate (MALSR, MALS, SSALF, SSALS, SALS/SALSF) or Basic
(ODALs) systems will result in higher visibility minimums.
9. ODALS, MALS, SSALS, and SALS are acceptable.

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318.

5/01/2012

RUNWAY REFERENCE CODE (RRC).

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.
319.

AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF) ACCESS.

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.
a.
Recommendation. It is recommended that the entire RSA and RPZ be
accessible to rescue and fire fighting vehicles such that no part of the RSA or RPZ is more than
330 feet (100 m) from either an all-weather road or a paved operational surface. Where an
airport is adjacent to a body of water where access by rescue personnel from airport property is
desirable, it is recommended that boat launch ramps with appropriate access roads be provided.
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.
320.

JET BLAST.

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.
321.

RUNWAY DESIGN REQUIREMENTS MATRIX.

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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Draft AC 150/5300-13A

(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.
(2)
Table 3–5 provides the recommended separation distances between
parallel taxiways and runways based on efficiency of aircraft ground operations. When it is not
possible to achieve these separation distances, they may be reduced to the minimum standards
indicated in Table 3–4. The values in Table 3–4 are based on minimum airspace requirements,
which are determined by landing and takeoff flight path profiles and physical characteristics of
aircraft. See paragraph 410.c for additional information on the effect of exit taxiway design on
runway/taxiway separation.
(3)
Runway to aircraft parking area separation is determined by the landing
and takeoff flight path profiles and physical characteristics of aircraft. The runway to parking
area separation standard precludes any part of a parked aircraft (tail, wingtip, nose, etc.) from
being within the ROFA or penetrating the OFZ.

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5/01/2012

Table 3–4. Runway Design Standards Matrix
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.

A – IV
Visibility Minimums

RUNWAY DESIGN CODE (RDC):
(select RDC from pull-down menu at right)
Visual
ITEM
Runway Design
Runway Length
Runway Width
Shoulder Width
Blast Pad Width
Blast Pad Length
Wind Crosswind Component
Runway Protection
Runway Safety Area (RSA)
Length beyond departure end
Length prior to threshold
Width
Runway Object Free Area (ROFA)
Length beyond runway end
Length prior to threshold
Width
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
Inner Width
Outer Width
Acres
Departure Runway Protection Zone (RPZ)
Length
Inner Width
Outer Width
Acres
Runway Separation
Runway centerline to:
Parallel runway centerline
Holding position
Parallel Taxiway/Taxilane centerline
Aircraft parking area
Helicopter touchdown pad

DIM1

A
B

150' (46 m)
25' (7.5 m)
200' (61 m)
200' (61 m)
20

Not Lower
than 1 mile
(1.6 km)

Not Lower Lower than 3/4
than 3/4 mile
mile
(1.2 km)
(1.2 km)

Refer to paragraphs 302 and 305
150' (46 m)
150' (46 m)
150' (46 m)
25' (7.5 m)
25' (7.5 m)
25' (7.5 m)
200' (61 m)
200' (61 m)
200' (61 m)
200' (61 m)
200' (61 m)
200' (61 m)
20
20
20

R
P
C

1000' (305 m) 1000' (305 m) 1000' (305 m) 1000' (305 m)
600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)

R
P
Q

1000' (305 m) 1000' (305 m) 1000' (305 m) 1000' (305 m)
600' (183 m) 600' (183 m) 600' (183 m) 600' (183 m)
800' (244 m) 800' (244 m) 800' (244 m) 800' (244 m)
Refer to paragraph 308
Refer to paragraph 308

N/A
N/A

N/A
N/A

N/A
N/A

200' (61 m)
800' (244 m)

L 1000' (305 m) 1000' (305 m) 1700' (518 m) 2500' (762 m)
W1 500' (152 m) 500' (152 m) 1000' (305 m) 1000' (305 m)
W2 700' (213 m) 700' (308 m) 1510' (460 m) 1750' (533 m)
78.914
13.770
13.770
48.978
L 1000' (305 m) 1000' (305 m) 1000' (305 m) 1000' (305 m)
W1 500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
W2 700' (213 m) 700' (213 m) 700' (213 m) 700' (213 m)
13.770
13.770
13.770
13.770

H
D
G

Refer to paragraph 316
250' (76 m) 250' (76 m)
250' (76 m)
250' (76 m)
400' (122 m) 400' (122 m) 400' (122 m) 400' (122 m)
500' (152 m) 500' (152 m) 500' (152 m) 500' (152 m)
AC 150/5390-2
150/5390-2
Refer
to to AC
Refer

NOTE: Check the online version for the latest updates. Appendix 1 contains non-interactive tables
for all RDCs.

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Draft AC 150/5300-13A

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).

Table 3–5. Runway to Taxiway Separation Based on TDG
TDG
1
Runway centerline to
taxiway/taxilane centerline

250 ft
(76 m)

2

3

4

5

6

7

300 ft
350 ft
350 ft
600 ft
600 ft
600 ft
(91 m) (107 m) (107 m) (183 m) (183 m) (183 m)

113

114

V

C

Figure 3-43. Typical Airport Layout
U

W

RUNWAY CENTERLINE

W-0

D

2. SHADED AREA SURROUNDING TAXIWAYS DELINEATES THE LIMITS OF THE TAXIWAY SAFETY AREA.

H

A - RUNWAY LENGTH

B
A - RUNWAY LENGTH

AREA RESERVED FOR
AIRPORT DEVELOPMENT

J

D
RUNWAY CENTERLINE

1. DIMENSION LETTERS ARE KEYED TO TABLE 3-5, 4-2 AND 4-3.

NOTES:

200 FT [61 M]

RUNWAY
PROTECTION ZONE

L

Q

P - APPROACH
R - DEPARTURE

E

E

G

G

K

B

Draft AC 150/5300-13A
5/01/2012

5/01/2012

Draft AC 150/5300-13A

Table 3–6. Crop Buffers
Distance in Feet (Meters)
from Runway Centerline to
Crop
Visual &
< ¾ mile
≥ ¾ mile
(1.2 km)
(1.2 km)
feet (meters)
feet (meters)
Category A & B Aircraft
200 2
400
Group I
(61)
(122)
250
400
Group II
(76)
(122)
400
400
Group III
(122)
(122)
400
400
Group IV
(122)
(122)
Category C, D, & E Aircraft
530 3
575 3
Group I
(162)
(175)
530 3
575 3
Group II
(162)
(175)
530 3
575 3
Group III
(162)
(175)
530 3
575 3
Group IV
(162)
(175)
530 3
575 3
Group V
(162)
(175)
530 3
575 3
Group VI
(162)
(175)
Aircraft
Approach
Category and
Design
Group 1

Visual &
≥ ¾ mile
(1.2 km)
feet (meters)

feet (meters)

Distance in
Feet (Meters)
from
Centerline of
Taxiway to
Crop
feet (meters)

300 3
(91)
400 3
(122)
600
(183)
1,000
(305)

600
(183)
600
(183)
800
(244)
1,000
(305)

45
(13.5)
66
(20)
93
(28)
130
(40)

40
(12)
58
(18)
81
(25)
113
(34)

1,000
(305)
1,000
(305)
1,000
(305)
1,000
(305)
1,000
(305)
1,000
(305)

1,000
(305)
1,000
(305)
1,000
(305)
1,000
(305)
1,000
(305)
1,000
(305)

45
(13.5)
66
(20)
93
(28)
130
(40)
160
(49)
193
(59)

40
(12)
58
(18)
81
(25)
113
(34)
138
(42)
167
(51)

Distance in Feet (Meters)
from Runway End to Crop
< ¾ mile
(1.2 km)

Distance in
Feet (Meters)
from Edge of
Apron to
Crop
feet (meters)

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.

322.

to 399. RESERVED.

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Intentionally left blank.

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Chapter 4. TAXIWAY AND TAXILANE DESIGN
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

COCKPIT TO MAIN GEAR (FEET)

140

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

Figure 4-1. Taxiway Design Groups (TDGs)

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b.

5/01/2012

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.
(3)
Three Node Concept. To maintain pilot situational awareness, taxiway
intersections should provide a pilot a maximum of three choices of travel. Ideally, these are right
and left right angle turns and continuation straight ahead. See Figure 4-2.
(4)
Intersection Angles. Design turns to be 90 degrees wherever possible.
For acute angle intersections, standard angles (deltas) of 30, 45, 60, 90, 120, 135, and 150
degrees are preferred. Angles other than standard will require specific design. See paragraph
417 for guidance on fillet design. See Figure 4-2.
(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.
(a)
Increase Pilot Situational Awareness. A pilot who knows where
he/she is on the airport is less likely to enter a runway improperly. Complexity leads to
confusion. Keep taxiway systems simple, using the “three node” concept.
(b)
Avoid wide expanses of pavement. Wide pavements require
placement of signs far from a pilot’s eye. Under low visibility conditions or due to pilot focus on
the centerline, signs can be missed. This is especially critical at runway entrance points. Where
a wide expanse of pavement is unavoidable, such as a crossover providing for a 180 degree turn
between parallel taxiways, avoid direct access to a runway.

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∆

SEE NOTE

NOTE: STANDARD VALUES FOR ∆ ARE 30°, 45°, 60° OR 90°.

Figure 4-2. Three Node Taxiway
(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.
(d)
Avoid “high energy” intersections. These are intersections in the
middle third of the runways. By limiting runway crossings to the first and last thirds of the
runway, the portion of the runway where a pilot can least maneuver to avoid a collision is kept
clear.
(e)
Increase visibility. Right angle intersections, both between
taxiways and between taxiways and runways, provide the best visibility to the left and right for a
pilot. Acute angle runway exits provide for greater efficiency in runway usage, but should not be

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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.
(f)
Avoid “dual purpose” pavements. Runways used as taxiways and
taxiways used as runways can lead to confusion. A runway should always be clearly identified
as a runway and only a runway.
(g)
Indirect Access. Do not design taxiways to lead directly from an
apron to a runway. Such configurations can lead to confusion when a pilot typically expects to
encounter a parallel taxiway.
(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.
(6)
Coordination. An efficient taxiway system can only be designed with
knowledge of operational requirements. Coordination with the airport’s ATCT personnel is
essential, especially at busier airports with parallel runways and multiple aprons, and where
departure queues are common and inbound and outbound traffic could conflict.
(7)
Operational Requirement. Changes in taxiway geometry in response to
Air Traffic operational needs must be analyzed for possible effects on runway incursions.
Coordinate with the Safety Risk Management (SRM) team when analyzing proposed taxiway
geometry. See Order 5200.11 for projects within the movement area.

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TAXIWAY
M

RU
NW
AY

TAXIWAY A

TAXIWAY
L

APRON

RUNWAY

TAXIWAY G

5/01/2012

TA
XI
W

AY

AY

B

RUNWAY

J

W
XI
TA

W
AY

J
AY

R

IWA
YJ

TA
XI
W

TAX

TAXIWAY J5

R

TAXIWAY K

TA
XI
W

AY

AY
N

RU
NW
AY

AY
W
I
X
TA B

(b) Extra-wide throated taxiway leading from the
apron directly to parallel taxiways and runways

U
N

TA
XIW

AY
P

K

APRON

(a) Taxiway crossing high-speed exit and
Wide throated runway entrance

TA
XIW

J

TA
XI
W

TAXIWAY R

TAXIWAY P

AY

N
U
AY
W

BOARDING
AREA D

XI
TA

TA
XI
W

RU
NW
AY

AY
P
TA
XIW

APRON

L

TA
XIW

AY
W

(c) Taxiway intersection exceeds "3-node" concept

XI

APRON

TA

AY
N

AY

W

J

AY

L1

TAXIWAY
J1

(d) Taxiway intersecting multiple runways

Figure 4-3. Taxiway Designs to Avoid (Examples a, b, c, d)

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TAXIWAY C-1

TAXIWAY C-2

TAXIWAY C-3

RUNWAY

TAXIWAY D-2

9

TAXIWAY D-1

RU

NW
AY

TAXIWAY D

TAXIWAY D

TA

XI
W

AY

H

TA

APRON

C

XIW
N AY

TA

XIW
P AY

R

TAXIWAY WQ

(f) Two or more taxiway entrances
lacking "No Taxi" islands

AY P
AXIW

RU
NW
AY

T

TAXIWAY WR

TAXIWAY A

(g) "Y" Shaped taxiway crossing a runway

Figure 4-4. Taxiway Designs to Avoid (Examples e, f, g)

122

RU
NW
AY

TA
TAXIWAY HF

YN

IWA

TAXIWAY WP

36
R

TAX

XIW

AY

RUNWAY

TAXIWAY HF

(e) Aligned taxiway between two closely spaced runway ends

5/01/2012

402.

Draft AC 150/5300-13A

TAXIWAY DEFINITIONS.

See paragraph 102 for detailed definitions.
403.

PARALLEL TAXIWAYS.

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

Figure 4-5. Parallel Taxiways

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a.
Taxiway to Taxiway Separation. The required separation distance between
parallel taxiways is generally determined by the ADG, as summarized in Table 4–1. However,
if 180 degree turns are necessary between parallel taxiways, the required separation is
determined by TDG because of the required turn radius, as shown in Table 4–2.
Table 4–1. Design Standards Based on Airplane Design Group (ADG)

ITEM

DIM
(See
Figure
3-43)

ADG
I

II

III

IV

V

VI

49 ft
(15 m)
89 ft
(27 m)
79 ft
(24 m)

79 ft
(24 m)
131 ft
(40 m)
115 ft
(35 m)

118 ft
(36 m)
186 ft
(57 m)
162 ft
(49 m)

171 ft
(52 m)
259 ft
(79 m)
225 ft
(69 m)

214 ft
(65 m)
320 ft
(98 m)
276 ft
(84 m)

262 ft
(80 m)
386 ft
(118 m)
334 ft
(102 m)

69 ft
(21 m)
44.5 ft
(14 m)
64 ft
(20 m)
39.5 ft
(12 m)

105 ft
(32 m)
65.5 ft
(20 m)
97 ft
(30 m)
57.5 ft
(18 m)

158 ft
(48 m)
97 ft
(30 m)
146 ft
(45 m)
84 ft
(26 m)

215 ft
(66 m)
129.5 ft
(39 m)
195 ft
(59 m)
112.5 ft
(34 m)

267 ft
(81 m)
160 ft
(49 m)
245 ft
(75 m)
138 ft
(42 m)

324 ft
(99 m)
193 ft
(59 m)
298 ft
(91 m)
167 ft
(51 m)

20 ft
(6 m)
15 ft
(5 m)

26 ft
(8 m)
18 ft
(5 m)

35 ft
(10.5 m)
23 ft
(7 m)

44 ft
(13 m)
27 ft
(8 m)

53 ft
(16 m)
31 ft
(9 m)

62 ft
(19 m)
36 ft
(11 m)

TAXIWAY PROTECTION
TSA

E

Taxiway OFA
Taxilane OFA
TAXIWAY SEPARATION
Taxiway Centerline to Parallel
1
Taxiway/Taxilane Centerline
Taxiway Centerline to Fixed or
Movable Object
Taxilane Centerline to Parallel
1
Taxilane Centerline
Taxilane Centerline to Fixed or
Movable Object
WINGTIP CLEARANCE
Taxiway Wingtip Clearance
Taxilane Wingtip Clearance

J
K

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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Table 4–2. Design Standards Based on TDG
DIM
(See
Figure
4-6

ITEM

Taxiway Width

W

Taxiway Edge Safety Margin

M

Taxiway Shoulder Width
Taxiway/Taxilane Centerline
to Parallel Taxiway/Taxilane
1
Centerline
TAXIWAY FILLET DIMENSIONS

TDG
1

2

3

4

5

6

25 ft
35 ft
50 ft
(7.5 m) (10.5 m) (15 m)
5 ft
7.5 ft
10 ft
(1.5 m) (2 m)
(3 m)
10 ft
10 ft
20 ft
(3 m)
(3 m)
(6 m)

50 ft
(15 m)
10 ft
(3 m)
20 ft
(6 m)

75 ft
75 ft
(23 m) (23 m)
15 ft
15 ft
(5 m)
(5 m)
25 ft
35 ft
(7.5m) (10.5 m)

69 ft
(21 m)

160 ft
(49 m)

240 ft
(73 m)

69 ft
(21 m)

160 ft
(49 m)

7
82 ft
(25 m)
15 ft
(5 m)
40 ft
(12 m)

350 ft
350 ft
(107 m) (107 m)

See Table 4–3, Table 4–4, Table 4–5, Table 4–6,
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.

b.
Runway to Taxiway Separation. See paragraph 410.c for additional
information on the effect of exit taxiway design on runway/taxiway separation.
404.

TAXIWAY WIDTH.

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. Nonstandard intersection angles will require specific design.

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TAXIWAY EDGE
SAFETY MARGIN
(M)

TAXIWAY
PAVEMENT
WIDTH
(W)

MAIN GEAR
WIDTH (MGW)

CL

COCKPIT TO
MAIN GEAR
(CMG)

TAXIWAY EDGE
SAFETY MARGIN
(M)

NOTES:
1. MAIN GEAR WIDTH AS DEFINED IN THIS AC IS THE DISTANCE BETWEEN OUTSIDE OF TIRES
2. FOR DIMENSION M AND DIMENSION W VALUES SEE TABLE 4-2.
3. SEE APPENDIX 1 FOR CMG AND MGW DATA.

Figure 4-6. Pavement Edge Clearance on Straight Segment
405.

CURVES AND INTERSECTIONS.

a.
Cockpit Over Centerline. Curves and intersections should be designed to
accommodate cockpit over centerline steering. Taxiway intersections designed to accommodate
cockpit over centerline steering require more pavement, but enable more rapid movement of
traffic with minimal risk of aircraft excursions from the pavement surface. See Figure 4-7 and
Table 4–3 through Table 4–8.

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R-FILLET
R-CL
R-OUTER

W-0
W-1

W-2

L-3

L-1
L-2

NOTE: REFER TO TABLES 4-3 THROUGH 4-8 FOR DIMENSIONAL VALUES.

Figure 4-7. Taxiway Turn
Table 4–3. Intersection Details for TDG 1
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

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

R-Fillet

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Table 4–4. Intersection Details for TDG 2
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

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

R-Fillet

Table 4–5. Intersection Details for TDGs 3 & 4
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

0

0

0

0

25

25

25

20

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

R-Fillet
R-CL

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Table 4–6. Intersection Details for TDG 5
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

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

R-Fillet

Table 4–7. Intersection Details for TDG 6
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

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

R-Fillet

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Table 4–8. Intersection Details for TDG 7
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

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

R-Fillet

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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TERMINAL APRON
INADVISABLE DEPARTURE TAXIWAY
ROUTE - DIRECT FROM PARKING
AREA/TERMINAL RAMP TO RUNWAY

CL TAXIWAY

CL RUNWAY

Figure 4-8. Poor Taxiway Design

TERMINAL APRON
RELOCATE EXISTING TAXIWAY CONNECTOR
THAT PROVIDED DIRECT ACCESS
FROM APRON TO RUNWAY

NEW LOCATION OF TAXIWAY
CONNECTOR ELIMINATING DIRECT
ACCESS FROM APRON TO RUNWAY

CL TAXIWAY

CL RUNWAY

Figure 4-9. Proper Taxiway Design
131

Draft AC 150/5300-13A

406.

5/01/2012

CROSSOVER TAXIWAYS.

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-CL

R-FILLET

W-2
W-1

W-0

L-3

L-2

L-1

NOTE: REFER TO TABLES 4-3 THROUGH 4-8 FOR DIMENSIONAL VALUES.

Figure 4-10. Crossover Taxiway
407.

BYPASS TAXIWAYS.

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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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.

OUTER COMMON CURVE

CL TAXIWAY

NO TAXIWAY
ISLAND

CL RUNWAY

BYPASS TAXIWAY

ENTRANCE TAXIWAY

Figure 4-11. Bypass Taxiway
408.

RUNWAY/TAXIWAY INTERSECTIONS.

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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These expansive pavement areas and numerous markings for taxiway (yellow) and runway
(white) centerline and edge markings lead to pilot disorientation.
409.

ENTRANCE TAXIWAYS.

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.
b.
Configuration. The ideal configuration of a runway entrance taxiway is at right
angles to the runway at the end of a runway where the landing threshold and beginning of
takeoff coincide. Intersection angles of other than 90 degrees do not provide the best view of
the runway and approach for a pilot at the holding position. A displaced threshold may require
the holding position to be located along the parallel taxiway due to a need to keep aircraft out of
the POFZ and approach surfaces. This can lead to runway incursions when pilots do not expect
to encounter the holding position away from its traditional location. The centerline radius and
minimum fillet dimensions should comply with Table 4–3 through Table 4–8. The outer
pavement edge of an entrance taxiway must be curved. Squared off corners may allow the
taxiway to be misidentified as a runway by a pilot on approach. Do not design entrance
taxiways to provide direct access from an apron, as shown in Figure 4-8. Instead, configure
taxiways as shown in Figure 4-9.

CL TAXIWAY

CL RUNWAY

Figure 4-12. Entrance Taxiway

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410.

Draft AC 150/5300-13A

EXIT TAXIWAYS.

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.
b.
High-Speed Exit Taxiways. A specific case of an acute angle runway exit
taxiway that forms a 30 degree angle with the runway centerline is commonly referred to as a
“high speed” exit taxiway. The purpose of a high speed exit is to enhance airport capacity.
Ideally, aircraft exiting the runway via a high speed exit taxiway should continue on the parallel
taxiway in the landing direction. When it is necessary for aircraft to reverse direction to taxi to
the ramp, either additional pavement shown in Figure 4-14 and Figure 4-15 must be provided or
a second parallel taxiway with crossover taxiways must be constructed. Do not provide direct
access from a high speed exit to another runway. Avoid providing access from a high speed
exit to the outer of two parallel taxiways unless it is necessary to provide for taxiing in the
opposite direction from landing. The cost to construct high-speed exits on runways seldom
serving aircraft in approach categories above B will rarely be justified.
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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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 colocate 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

Figure 4-13. Right-Angled Exit Taxiway

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Draft AC 150/5300-13A

200
[61]

71 [ 21.5]

R 1,500 [457]

600
[183]

R 1,500 [457]
22 [6.5 M]
R 170 [52]

R 600 [183]

R 105 [32]
R 216 [66]

R 150 [46]
85 [26]

51 [15.5]

49 [15]

82 [25]

354 [108]

141 [43]

632 [193]

167 [51]

369 112]

NOTES:
1. DIMENSIONS ARE EXPRESSED IN FEET [METERS].
2. DO NOT SCALE DRAWING.

Figure 4-14. ADG-VI/TDG-7 High Speed Exit Taxiway

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150
[46]

30°

23 [7]
400
[122]

R 150 [46]

R 120 [37]

R 1,500 [457]

R 105 [32]

R 1,500 [457]

R 135 [41]

50 [15]

43 [13]
62 [19]

59 [18]

75
[23]
155 [47]

26 [8]
83 [25.5]

225 69]
436 [133]

76 [23]

NOTES:
1. DIMENSIONS ARE EXPRESSED IN FEET [METERS].
2. DO NOT SCALE DRAWING.

Figure 4-15. ADG-V/TDG-5 High Speed Exit Taxiway

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150
[46]

30°

23 [7]
400
[122]

R 150 [46]

R 120 [37]

R 1,500 [457]

R 105 [32]

R 1,500 [457]

R 135 [41]

50 [15]

43 [13]
62 [19]

59 [18]

75
[23]
155 [47]

26 [8]
83 [25.5]

225 69]
436 [133]

76 [23]

NOTES:
1. DIMENSIONS ARE EXPRESSED IN FEET [METERS].
2. DO NOT SCALE DRAWING.

Figure 4-16. ADG-III/TDG-3 High Speed Exit Taxiway

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150
[46]

30°

20 [6]

R 135 [41]

400
[122]

R 50 [15]
R 120 [37]

R 1,500 [457]

R 150 [46]

R 1,500 [457]

19 [6]
109 [33]
43 [13]
62 [19]
75
[23]
155 [47]

26 [8]
83 [25.5]

135 [41]
462 [141]

NOTES:
1. DIMENSIONS ARE EXPRESSED IN FEET [METERS].
2. DO NOT SCALE DRAWING.

Figure 4-17. ADG-V/TDG-6 High Speed Exit Taxiway

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498 [152]

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Draft AC 150/5300-13A

CL TAXIWAY

CL RUNWAY

INADVISABLE CO-LOCATION
OF HIGH-SPEED TAXIWAY EXITS
CREATING MORE PAVEMENT AREA

Figure 4-18. Poor Design of High Speed Exits

CL TAXIWAY

CL RUNWAY

RECOMMENDED SEPARATION OF
HIGH-SPEED TAXIWAY EXITS

Figure 4-19. Proper Design of High Speed Exits
e.
Exit Taxiway Location. AC 150/5060-5 provides guidance on the effect of exit
taxiway location on runway capacity. Table 4–9 presents cumulative percentages of aircraft
observed exiting existing runways at specific exit taxiway locations. In general, each 100-foot
(30 m) reduction of the distance from the threshold to the exit taxiway reduces the runway
occupancy time by approximately 0.75 second for each aircraft using the exit. Conversely, the
runway occupancy time of each additional aircraft now overrunning the new exit location is
increased by approximately 0.75 second for each 100 feet (30 m) from the old location to the
next available exit. For example, the percent of aircraft exiting at or before an exit located
4,000 feet (1219 m) from the threshold are:
(1)
When the runway is wet, 100 percent of S, 80 percent of T, 1 percent of L,
and 0 percent of H aircraft;
(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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(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.
Table 4–9. Exit Taxiway Cumulative Utilization Percentages
WET RUNWAYS

DRY RUNWAYS

DISTANCE
THRESHOLD

RIGHT & ACUTE
ANGLED EXITS

TO EXIT
S
0 ft (0 m)
500 ft (152 m)
1000 ft (305 m)
1500 ft (457 m)
2000 ft (610 m)
2500 ft (762 m)
3000 ft (914 m)
3500 ft (1067 m)
4000 ft (1219 m)
4500 ft (1372 m)
5000 ft (1524 m)
5500 ft (1676 m)
6000 ft (1829 m)
6500 ft (1981 m)
7000 ft (2134 m)
7500 ft (2286 m)
8000 ft (2438 m)
8500 ft (2591 m)
9000 ft (2743 m)
S - Small, single engine
T - Small, twin engine
L - Large
H - Heavy

411.

T

L

RIGHT
ANGLED EXITS
H

S

T

L

ACUTE
ANGLED EXITS
H

S

0
0
0
0
0
0
0 0
0
0
0
0
0
0
0
0 0
1
4
0
0
0
6
0
0 0
13
23
0
0
0
39
0
0 0
53
60
0
0
0
84
1
0 0
90
84
1
0
0
99
10
0 0
99
96
10
0
0 100
39
0 0
100
99
41
0
0 100
81
2 0
100
100
80
1
0 100
98
8 0
100
100
97
4
0 100 100
24 2
100
100 100
12
0 100 100
49 9
100
100 100
27
0 100 100
75 24
100
100 100
48
10 100 100
92 71
100
100 100
71
35 100 100
98 90
100
100 100
88
64 100 100
100 98
100
100 100
97
84 100 100
100 100
100
100 100 100
93 100 100
100 100
100
100 100 100
99 100 100
100 100
100
100 100 100 100 100 100
100 100
100
12,500 lbs (5670 kg) or less
12,500 lbs (5670 kg) or less
12,500 lbs (5670 kg) to 300,000 lbs (136080 kg)
300,000 lbs

T

L

H

0
0
0
0
1
10
40
82
98
100
100
100
100
100
100
100
100
100
100

0
0
0
0
0
0
0
9
26
51
76
92
98
100
100
100
100
100
100

0
0
0
0
0
0
0
0
3
19
55
81
95
99
100
100
100
100
100

HOLDING BAYS FOR RUNWAY ENDS.

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.
a.
Location. Although the most advantageous position for a holding bay is
adjacent to the taxiway serving the runway end, it may be satisfactory in other locations. Place
holding bays to keep aircraft out of the OFZ, POFZ, and the RSA, as well as avoid interference
with ILSs.

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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.

Figure 4-20. Typical Holding Bay Configurations

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CL RUNWAY

HOLD LINE

Figure 4-21. Poor Holding Bay Design
412.

TAXIWAY TURNAROUNDS.

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

Figure 4-22. Taxiway Turnaround
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5/01/2012

413.

Draft AC 150/5300-13A

APRON TAXIWAYS AND TAXILANES.

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.
414.

END-AROUND TAXIWAYS (EATS).

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.
a.
Design Considerations. The centerline of an EATs must be a minimum of
1,500 feet (457 m) from the DER for a minimum of 500 feet each side of the extended runway
centerline, as shown in Figure 4-23. These minimum dimensions are increased if necessary to
prevent aircraft tails from penetrating any surface identified in Order 8260.3, as shown in Figure
4-24. The design will be based on the relative elevations of the DER and EAT and the aircraft
tail height. As can be seen in Figure 4-24, it will often be advantageous to construct the EAT at
a lower elevation than the DER. An airspace study for each site will be performed to verify that
the tail height of the critical design group aircraft operating on the EAT does not penetrate any
surface identified in Order 8260.3. The study will also confirm compliance with 14 CFR Part
121, Section121.189, Airplanes: Turbine Engine Powered: Takeoff Limitations. This section

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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

De

TAXIWAY

RUNWAY

TAXIWAY

NOTE: END AROUND TAXIWAY FOR ADG-II, WITH A DER ELEVATION EQUAL TO EAT ELEVATION.

1200 FT [365 M]
DISTANCE MAY VARY

VISUAL SCREEN

RUNWAY SAFETY AREA

RUNWAY DEPARTURE SURFACE

CENTRAL
PORTION
OF DEPARTURE
SURFACE

END AROUND
TAXIWAY

DISTANCE FROM
RUNWAY END (Ds )

1500 FT [457 M]
DISTANCE MAY VARY

300 FT
[91 M]

5/01/2012
Draft AC 150/5300-13A

Figure 4-23. End-Around Taxiway (EAT) – ADG-II

147

148

Figure 4-24. End-Around Taxiway (EAT) – ADG-IV
VISUAL SCREEN

RUNWAY SAFETY AREA

TAXIWAY

RUNWAY

TAXIWAY

NOTE: END AROUND TAXIWAY FOR ADG-IV, WITH A DER ELEVATION EQUAL TO EAT ELEVATION.

END AROUND
TAXIWAY

De

DISTANCE FROM RUNWAY END (Ds )

RUNWAY DEPARTURE SURFACE

1800 FT [548 M]
DISTANCE MAY VARY

400 FT
[122 M]

Draft AC 150/5300-13A
5/01/2012

5/01/2012

415.

Draft AC 150/5300-13A

ALIGNED TAXIWAYS PROHIBITED.

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.
416.

TAXIWAY SHOULDERS.

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.
b.
Pavement Strength. Shoulder pavement needs to support the occasional
passage of the most demanding airplane as well as the heaviest existing or future emergency or
maintenance vehicle for the design life of the full strength pavement. Standards are contained
in AC 150/5370-10 and AC 150/5320-6.
c.
Drainage. Surface drainage must be maintained in shoulder areas. See
paragraph 418.b and Figure 4-25 for gradient standards. Where a paved shoulder abuts the
taxiway, the joint should be flush. A 1.5 inch (38 mm) step is the standard at the edge of paved
shoulders to enhance drainage and to prevent fine graded debris from accumulating on the
pavement. Base and subbase courses must be of sufficient depth to maintain the drainage
properties of granular base or subbase courses under the taxiway pavement. An alternative is to
provide a subdrain system with sufficient manholes to permit observation and flushing of the
system.
d.
Marking and Lighting. AC 150/5340-1 provides guidance for marking
shoulders. New construction should provide for edge lights to be base mounted and for the
installation of any cable under the shoulder to be in conduit. When adding shoulders to existing
taxiways, the existing taxiway edge lighting circuitry, if not suitable, should be
updated/modified prior to shoulder paving.
417.

FILLET DESIGN.

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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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.
418.

SURFACE GRADIENT AND LINE OF SIGHT (LOS).

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.
(2)
Avoid changes in longitudinal grades unless no other reasonable
alternative is available. The maximum longitudinal grade change is 3.0 percent.
(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.
(4)
The minimum distance between points of intersection of vertical curves is
100 feet (30 m) multiplied by the sum of the grade changes (in percent) associated with the two
vertical curves.
(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 WIDTH

1.50 % TO 3.00 %

SEE NOTE 2

1.50 % TO 5.00 %

1.00 % TO 2.00 %

SHOULDER

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.

2. MAINTAIN A 5.00% GRADE FOR 10 FT [3 M] OF UNPAVED SURFACE ADJACENT TO THE PAVED SURFACE.

1. A 1.5 IN [38 mm] PAVEMENT EDGE DROP MUST BE USED BETWEEN PAVED AND UNPAVED SURFACES.

NOTES:

1.50 % TO 3.00%

SEE NOTE 1

1.50 % TO 5.00 %

1.00 % TO 2.00 %

SHOULDER

TAXIWAY SAFETY AREA

Draft AC 150/5300-13A
5/01/2012

Figure 4-25. Taxiway Transverse Gradients for Approach Categories A & B

TAXIWAY WIDTH

1.50 % TO 3.00 %

SEE NOTE 2

1.50 % TO 5.00 %

1.00 % TO 1.50 %

SHOULDER

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.

2. MAINTAIN A 5.00% GRADE FOR 10 FT [3 M] OF UNPAVED SURFACE ADJACENT TO THE PAVED SURFACE.

1. A 1.5 IN [38 mm] PAVEMENT EDGE DROP MUST BE USED BETWEEN PAVED AND UNPAVED SURFACES.

NOTES:

1.50 % TO 3.00%

SEE NOTE 1

1.50 % TO 5.00 %

1.00 % TO 1.50 %

SHOULDER

TAXIWAY SAFETY AREA

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Figure 4-26. Taxiway Transverse Gradients for Approach Categories C D, & E

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419.

5/01/2012

TAXIWAY CLEARANCE REQUIREMENTS.

a.
Taxiway Separations. The required distance between a taxiway/taxilane
centerline and other objects is based on the required wingtip clearance, which is a function of
the wingspan, and is thus determined by ADG. The need for ample wingtip clearance is driven
by the fact that the pilots of most modern jets cannot see their aircraft's wingtips. The required
distance between a taxiway/taxilane centerline and another taxiway/taxilane centerline,
however, may be a function of the TDG because of turning requirements.
(1)
Taxiway centerline to object separation, as shown in Figure 4-28 and
Figure 4-29, is equal to 0.7 times the maximum wingspan of ADG, plus 10 feet (3 m), resulting
in the same wingtip clearance as noted above. Applying this separation to both sides of the
taxiway centerline defines the Taxiway OFA (see paragraph 419.b).

SEPARATION DISTANCE

TAXIWAY C
L TO TAXIWAY CL

CL TAXIWAY

WINGTIP CLEARANCE

CL TAXIWAY

Figure 4-27. Wingtip Clearance - Parallel Taxiways

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WINGTIP CLEARANCE

WIDTH

TAXIWAY PAVEMENT

OBJECT FREE AREA

SEPARATION DISTANCE
TAXIWAY CL TO OBJECT

CL TAXIWAY
TAXIWAY
SAFETY
AREA

WINGTIP CLEARANCE

OBJECT

Figure 4-28. Wingtip Clearance from Taxiway
(2)
Taxiway to taxiway centerline separation, as shown in Figure 4-27 and
Table 4–1, is equal to 1.2 times the maximum wingspan of the ADG plus 10 feet (3 m). This
gives a wingtip clearance of 0.2 times the wingspan plus 10 feet (3 m). However, this separation
must be increased if 180 degree turns to a parallel taxiway are necessary, as shown in Figure
4-10 and Table 4–2. The minimum radius to prevent excessive tire scrubbing is one which
results in a maximum nosewheel steering angle (B) of 50 degrees.
(3)
Taxilane to taxilane centerline separation is equal to 1.1 times the
maximum wingspan of ADG plus 10 feet (3 m), as shown in Figure 4-30. This gives a wingtip
clearance of 0.1 times the wingspan plus 10 feet (3 m). Reduced clearances are acceptable
because taxi speed is very slow outside the movement area, taxiing is precise, and special
operator guidance techniques and devices are normally present.

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(4)
Taxilane centerline to object separation, as shown in Figure 4-30, is equal
to 0.6 times the wingspan of the maximum wingspan of ADG plus 10 feet (3 m), resulting in the
same wingtip clearance noted above. Applying this separation to both sides of the taxilane
centerline defines the Taxilane OFA (see paragraph 419.b). The Taxilane OFA for a dual lane
taxilane is the sum of the wingspans of two aircraft plus 3 times the wingtip clearance, or 2.3
times the wingspan plus 30 feet (9 m).

OBJECT

WINGTIP CLEARANCE
APRON

OBJECT FREE AREA

TAXIWAY
SAFETY
AREA

SEPARATION DISTANCE
FROM C
L APRON
TO OBJECT

1/2 TAXIWAY PAVEMENT
WIDTH (1/2 W)
EDGE OF APRON

WINGTIP CLEARANCE

OBJECT

Figure 4-29. Wingtip Clearance from Apron Taxiway

156

DUAL LANE WIDTH

TAXILANE OBJECT FREE AREA
(2.3 x WINGSPAN + 30 FT [9M])

1.1 WINGSPAN
+ 10 FT [3 M]

SINGLE LANE WIDTH

SERVICE ROAD

TAXILANE OBJECT FREE AREA
(1.2 x TAXIWAY SAFETY AREA + 20 FT [6 M])

SERVICE ROAD

5/01/2012
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Figure 4-30. Wingtip Clearance from Taxilane

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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.
c.
Taxiway/Taxilane Safety Area (TSA). The TSA is centered on the
taxiway/taxilane centerline. To provide room for rescue and fire fighting operations, the TSA
width equals the maximum wingspan of the ADG. Table 4–1 presents TSA dimensional
standards.
d.

Design Standards. The TSA must be:

(1)
cleared and graded and have no potentially hazardous ruts, humps,
depressions, or other surface variations;
(2)

drained by grading or storm sewers to prevent water accumulation;

(3)
capable, under dry conditions, of supporting snow removal equipment,
ARFF equipment, and the occasional passage of aircraft without causing structural damage to the
aircraft; and
(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.
e.
Construction Standards. Specifications for compaction of TSAs are provided
in AC 150/5370-10, Item P-152, Excavation and Embankment.
420.

MARKINGS/LIGHTING/SIGNS.

Refer to AC 150/5340-1, AC 150/5340-30 and AC 150/5340-18.

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Draft AC 150/5300-13A

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.
422.

TAXIWAY BRIDGES.

Refer to Chapter 7 for detailed design guidance on bridges.
423.

JET BLAST.

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.
424.

to 499. RESERVED.

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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.
502.

APRON TYPES.
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.
503.

APRON LAYOUT AND RUNWAY INCURSION PREVENTION.

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.
a.
Wide throat taxiway entrances should be avoided. Such large pavement
expanses adjacent to an apron may cause confusion to pilots and loss of situational awareness.

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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.
c.
Avoid direct connection from an apron to a parallel taxiway at the end of a
runway. Such geometry contributes to runway incursion incidents.

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AVOID WIDE-THROAT TAXIWAYS

PARKING APRON
OR HANGARS

AVOID DIRECT CONNECTION
FROM APRON TO END OF
CONNECTING TAXIWAY
IF PARTIAL PARALLEL TAXIWAY
IS NOT FEASIBLE, CONSTRUCT
CONNECTING TAXIWAY OVER
TO PARALLEL TAXIWAY IN LAST
THIRD OF RUNWAY

APRON

APRON

BEST TO CONSTRUCT
PARTIAL PARALLEL
TAXIWAY

AVOID DIRECT CONNECTION
FROM APRON TO END OF
CONNECTING TAXIWAY

Figure 5-1. Runway Incursion Prevention

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504.

5/01/2012

APRON DESIGN REQUIREMENTS.

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.
b.
Design Characteristics. Aprons of any type require the evaluation of several
characteristics. Each apron serves an airport for a specialized purpose in most cases. There are
critical characteristics such as capacity, layout, efficiency, flexibility, safety and hangars to be
considered.
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:
(a)
Basic concept: A rectangular or square shaped apron located
adjacent to a terminal building. This type of apron is best suited for a low traffic volume airport.
Aircraft maybe parked nose towards or away from the terminal building.
(b)
Expanded concept: Is an upgraded design from the basic concept.
The apron can accommodate more passenger aircraft parked side by side with the aircraft nose
configuration pointed towards the terminal building.
(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.
d.
Apron Layout. The primary design consideration is to provide adequate
wingtip clearances for the aircraft positions and the associated taxilanes. 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 as described in paragraph 306 and, if applicable, the
Runway Visibility Zone as described in paragraph 207.c . Table 3–4 gives the required setback
from a runway to parked aircraft.
(1)
Design Considerations. Table 4–1 gives the required OFA and wingtip
clearance for a particular ADG.
e.
Efficiency. Freedom of movement and providing apron services with minimal
vehicle movement, taxiing less and expediting aircraft transport to the taxiway are all measures
of efficiency to be considered in all types of apron design. In addition, below are other design
considerations:
(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.
(3)
Flexibility. Apron planners must evaluate several characteristics, such as
the mix of aircraft types and sizes. Current and future use should be considered. Future
expansion capability for the airport is important to an efficient apron design that allows for apron
expansion without major construction or alteration to existing infrastructure or disruption to
existing apron operations.
f.
Safety. Aircraft maneuvering safely on an apron is a result of the incorporation
of several key design elements.

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(1)
Clearances. Apron design must at all times allow aircraft to maintain
specified clearances during apron movement activities.
(2)
Services. All services provided to apron parked aircraft, especially
fueling, must incorporate necessary safety procedures.
(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.
506.

OBJECT CLEARANCE.

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.
507.

DE-ICING FACILITIES.

Refer to AC 150/5300-14.
508.

SURFACE GRADIENTS.

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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Draft AC 150/5300-13A

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.
510.

MARKING AND LIGHTING.

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
511.

PAVEMENT DESIGN.

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.
512.

JET BLAST.

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.
513.

ATCT VISIBILITY / LINE OF SIGHT (LOS).

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.
514.

SERVICE ROADS.

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.
515.

TERMINAL DESIGN CONSIDERATIONS.

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.
516.

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Chapter 6. NAVIGATION AIDS (NAVAIDs) AND ON-AIRPORT
AIR TRAFFIC CONTROL FACILITIES (ATC-F)
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.
602.

INTRODUCTION AND PURPOSE.

This chapter introduces, in general terms, all necessary Communications, Navigation,
Surveillance and Weather (CNSW) facilities required for safe airport and air traffic operations.
Use this information as general planning guidance to avoid conflicts between existing and/or
planned airport facilities, including ATC facilities. The actual standards for siting requirements
and establishment of ATC facilities are provided by FAA orders and standards referenced within
this chapter. In some cases, those siting standards may not be consistent with airport design
standards in this AC. In such cases, coordinate with the appropriate FAA Airports office.
Coordination with the appropriate FAA Air Traffic Organization (ATO) service center and
technical operations field offices before finalizing plans for any airport expansion or CNSW
installation is necessary to avoid conflicts and/or interruption to the NAS service. Figure 6-1
depicts the most commonly used systems and the general vicinity of these CNSW facilities on an
airport.
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

ASOS
PARAGRAPH 634

TVOR
PARAGRAPH 630

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

ATCT
PARAGRAPH 616

AP

RO
N

LDIN
PARAGRAPH 622

RVR (TAKE OFF)

ASDE
PARAGRAPH 620

LOC
PARAGRAPH 626

NOT TO SCALE

Figure 6-1. Typical CNSW Placement
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Draft AC 150/5300-13A

FEDERALLY OWNED AND NON-FEDERALLY OWNED NAVAIDS.

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 FAAinstalled 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.
604.

SITING CRITERIA/LAND REQUIREMENTS.

a.
Siting Criteria/Land Requirements. For each NAVAID and ATC facility
there are specific criteria that must be met to allow the device to function properly. These are
further described in the paragraphs for each NAVAID system. The optimum location of the
device relative to the runway/taxiway or airport varies by the function of the device. There are
tolerances to the ideal device siting location, which allow some flexibility to fit existing
facilities. See also AC 5300-18 for NAVAIDS characteristics.
b.
Separation/Clearance. In addition to the location of the NAVAID and the land
needed, there are specific separation and clearance standards for each device for it to function
properly. Each device has an allowable height and separation distances for above-ground
objects around the device so that the electronic or light signal is not impacted. The size, shape,
mass and material nature of the object can impact the function of a device that transmits an
electronic signal. For communications and surveillance antennas, including some NAVAID
antennas, there is a critical area immediately around the device that must be kept clear of all
above-ground objects. Once a NAVAID is installed, it is important for the airport operator to
maintain the separation and clearance standards as future construction is considered. A “Notice
of Proposed Construction or Alteration” (FAA Form 7460-1) must be submitted to the FAA to
allow an evaluation of the potential impact of any proposed construction in the vicinity of a
NAVAID. Sometimes the nature of construction activity will by itself mean that the NAVAID
must be temporarily turned off, to prevent a false signal from being transmitted. Reference AC
150/5370-2.
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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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.
(3)
Protection. Maintenance activities such as mowing or the use of service
vehicles within the critical area should be coordinated with the tower and local FAA technical
operations offices to prevent a degradation of the function of the NAVAID during IFR
conditions when the operation of the NAVAID is critical. Proposed construction in the vicinity
of any NAVAID must be reviewed and analyzed as mentioned in paragraph 603 to determine
any potential impacts to the function of the NAVAID. For off-airport NAVAIDs, installation of
fencing or guardrails along the perimeter of the critical area is needed to keep these areas clear.
For certain systems, due to false reflective targets or poor accuracy, care should be exercised
when a decision to fence around a critical area is made.
d.
Jet Blast/Exhaust. NAVAIDs, monitoring devices, and equipment shelters
should be located at least 300 feet (91 m) behind the source of jet blast to minimize the
accumulation of exhaust deposits on antennas.
605.

NAVAIDS AS OBSTACLES.

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.
a.
Fixed-by-Function. While it is desirable not to have any objects in areas that
could be a hazard to aircraft, some NAVAIDs have been classified as being fixed-by-function.
In other words, the NAVAID location is critical for its proper functioning and the safety benefit
derived from the operation of the NAVAID outweighs the potential risk of an aircraft striking
the NAVAID. A fixed-by-function determination allows NAVAIDs to be in the RSAs or
OFAs. However, the power and control equipment and shelters associated with certain
NAVAIDs are not considered to be fixed-by-function in regard to the RSA or OFA, unless
operational requirements require them to be near the NAVAID. See Fixed-By-Function
definition, paragraph 102. Table 6–1 gives fixed-by-function designations for various
NAVAIDs in regard to the RSA or ROFA.

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Table 6–1. Fixed-by-Function Designation for NAVAID and Air Traffic Control (ATC)
Facilities for RSA and ROFA
NAVAID

in
RSA
No
Yes
No
No
No
No
No
No 2
Yes
Yes
No
No
No
No
No
No
Yes
Yes
No
No
No
Yes
No
No
No
No

Fixed-By-Function
Associated
in ROFA
Equipment
No
N/A
Yes
No 1
No
N/A
No
N/A
No
N/A
No
N/A
No
No
No 2
No
Yes
Yes
Yes
No1
No
No
No
No
No
N/A
No
N/A
No
N/A
No
No
Yes
No1
Yes
No
No
No
Yes
Yes
No
N/A
Yes
No
No
No
No
No
No
No
No
No

Airport Beacon
ALS
ASDE-X
ASOS, AWOS
ASR
ATCT
DME
GS
IM
LDIN
LOC
LLWAS
MM
NDB
OM
PRM
REIL
Runway Lights
RTR
RVR
VOR/TACAN/VORTAC
PAPI & VASI
WAAS
WCAM
WEF
Wind Cone
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.

b.
Frangibility. NAVAID objects located within operational areas on the airport
are generally mounted with frangible couplings, with the point of frangibility no higher than 3
inches (76 mm) above the ground on the mounting legs, which are designed to break away upon
impact. This reduces the potential damage to an aircraft that inadvertently leaves the paved
surfaces. This requirement is the standard for RSAs, whether the NAVAID is fixed-by-function
or not. AC 150/5220-23 provides guidance on frangible connections to meet frangibility
requirements.

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Figure 6-2. Two Frangible Connections
c.
Non-Standard Installations. Any NAVAID or associated equipment that
remains inside the RSA and is not fixed-by-function or does not meet frangibility requirements
is a non-standard installation. The FAA will require that the NAVAID be removed from the
RSA if practicable.
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.
606.

PHYSICAL SECURITY.

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:
a.
Off-Airport Facilities. Navigational and ATC-F located off an airport and in a
location that is accessible to animals or the public will have a security perimeter fence installed
at the time of construction. Figure 6-36 shows an example of security perimeter fence installed
around an off-airport weather detection facility/sensor.
b.
On-Airport Facilities. Navigational and ATC-F located on the airport have at
least the protection of the operational areas. Any protection device, e.g., a guard rail or security
fence, that penetrates a 14 CFR Part 77 surface is an obstruction to air navigation. As such, it is
presumed to be a hazard to air navigation until an FAA study determines otherwise. Table 6–2,
Table 6–3, Table 6–4, and Table 6–5 capture on-airport and off-airport facility types.

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Table 6–2. List of NAVAID Facility Type
Acronym
ALS
ARBCN
DF
DME
DMER
ETB
FM
GDL
GS
IM
LDIN
LMM
LOC
LOM
MALS
MALSF
MALSR
MM
NDB
ODALS
OM
PAPI
REIL
RVR
SSALR
SSALS
TACAN
TVOR
VASI
VOR
VORTAC
VOT
WRS

Facility Type
Approach Lighting System
Airway Beacon
Direction Finder – UHF/VHF
Distance Measuring Equipment
Distance Measuring Equipment Remaining
Embedded Threshold Bar
Fan Marker
Guidance Light Facility
Glideslope
Inner Marker
Lead-in Lighting System
Compass Locator at the ILS Middle Marker (MM)
Localizer
Compass Locator at the ILS Outer Marker
Medium Intensity Approach Lighting System
Medium Intensity ALS with Sequenced Flashing
Lights
Medium Intensity ALS with Runway Alignment
Middle Marker
Non-directional Beacon
Omnidirectional Airport Lighting System
Outer Marker
Precision Approach Path Indicator
Runway End Identifier Lights
Runway Visual Range
Simplified Short Approach Light System with
Runway Alignment
Simplified Short Approach Light System
Tactical Air Navigation
Terminal VHF Omnidirectional Range
Visual Approach Slope Indicator
VHF Omnidirectional Range
Combined VOR & TACAN
VHF Omnidirectional Range Test
WAAS Reference System

On-Airport
X
X

Off-Airport
X
X

X
X
X
X
X
X
X
X
X

X
X
X
X
X

X

X
X

X

X

X
X

X
X
X
X
X

X
X
X
X
X

X

X
X
X
X
X
X
X
X

X
X

X
X
X
X

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Table 6–3. Surveillance Facility Type
Acronym
ARSR
ASDE
ASR
ATCBI
ATCRB
MODES
PRM
RBPM
RMLR
RMLT

Facility Type
Air Route Surveillance Radar
Airport Surface Detection System
Airport Surveillance Radar
Air Traffic Control Beacon Interrogator
Air Traffic Control Radar Beacon
Mode Select Beacon System
Precision Runway Monitor
Remote Beacon Performance Monitor
Radar Microwave Link Repeater
Radar Microwave Link Terminal

On-Airport

Off-Airport
X

X
X
X
X
X
X
X
X
X

Table 6–4. Communications Facility Type
Acronym
BUEC
ECS
GBT
IFST
RCAG
RCLR
RCLT
RCO
RTR
SACOM
SSO
TMLR

Facility Type
Backup Emergency Communication System
Emergency Communication System
Ground Based Transceiver
International Flight Service Transmitter
Remote Communication Air to Ground
Radio Communications Link Repeater
Radio Communications Link Terminal
Remote Communications Outlet
Remote Transmitter/Receiver
Satellite Communications Network
Self-Sustained Outlet
Television Microwave Link Repeater

On-Airport

Off-Airport
X
X
X
X
X
X
X
X

X
X
X
X

Table 6–5. Weather Detection Facility Type
Acronym
ASOS
AWOS
AWSS
LLWAS
NXRAD
OAW
RRH
SAWS
TDWR
WCAM
WEF
WME

176

Facility Type
Automated Surface Observing System
Automated Weather Observing System
Automated Weather Sensor System
Low Level Windshear Alert System
Next Generation Weather Radar
Off Airways Weather Station
Remote Readout Hygrothermometers
Stand Alone Weather Sensors
Terminal Doppler Weather Radar
Weather Camera
Wind Equipment F-400 Series
Wind Measuring Equipment

On-Airport
X
X
X
X

X
X
X
X
X

Off-Airport

X
X
X
X
X
X

5/01/2012

607.

Draft AC 150/5300-13A

MAINTENANCE ACCESS.

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.
608.

ELECTRICAL POWER.

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.
609.

CABLE PROTECTION.

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.
610.

CABLE LOOP SYSTEM.

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.
611.

COMMUNICATION AND POWER CABLE TRENCHES.

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.

a.
General. The design and construction of the infrastructure that houses
electrical/electronic components of NAVAIDs, surveillance, weather and communication
systems are closely controlled by strict design guidelines via standards and orders. These orders

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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.
(1)

Specification FAA-C-1217, Electrical Work, Interior.

(2)
Standard FAA-STD-019, Lightning and Surge Protection, Grounding,
Bonding and Shielding Requirements for Facilities and Electronics Equipment.
(3)
613.

Order JO 6580.3.

TOWERS AND ELEVATED STRUCTURES.

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.
614.

AIR TRAFFIC ORGANIZATION (ATO) – ORDERS AND NOTICES.

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.
615.

DECOMMISSIONED FACILITIES.

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.
616.

AIRPORT TRAFFIC CONTROL TOWER (ATCT).

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.

Figure 6-3. ATCT Facility
617. REMOTE TRANSMITTER/RECEIVER (RTR). RTR is an air-to-ground
communications system having transmitters and/or receivers and other ancillary equipment
serving a terminal facility. This on-airport facility allows radio communications between the
pilot and ATCT. Line-of-sight between communications towers, aircraft and ATCT is critical.
Location of such facilities is usually within the BRL. There is no current order to site this

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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.

Figure 6-4. RTR Communication Facility
618.

AIRPORT SURVEILLANCE RADAR (ASR).

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.

Figure 6-5. ASR Steel Tower (17 feet (5 m) high)
619.

PRECISION RUNWAY MONITOR (PRM).

PRM is an electronically scanned secondary
radar that monitors simultaneous close
parallel instrument approaches to airports.
This system enables air traffic controllers to
monitor aircraft approaches to parallel
runways spaced less than 4,300 feet (1311
m) apart. There are no FAA orders to
reference a siting criteria for PRM facilities.
The general location of a PRM is adjacent to
one of the parallel runways.

Figure 6-6. PRM Facility

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620.

5/01/2012

AIRPORT SURFACE DETECTION EQUIPMENT (ASDE).

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.
621.

APPROACH LIGHTING SYSTEM (ALS).

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.
(1)
An ALS with Sequenced Flashing Lights (ALSF) with Sequenced
Flashers I (ALSF-1) or ALS with Sequenced Flashers II (ALSF-2) is a 2,400-foot (122 m) high
intensity ALS with lights stations positioned every 100 feet (30 m). These systems also include
sequenced flashing lights. They are required for CAT II and CAT III precision approaches. A
civil ALSF-2 may be operated as a Simplified Short Approach Light System with Runway
Alignment (SSALR) during favorable weather conditions.

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2400 FT [732 M]

1000 FT [305 M]

500 FT [152 M]

THRESHOLD

SYMBOLS LEGEND
STEADY BURNING RED LIGHTS
(ALIGNED WITH TOUCHDOWN
ON RUNWAY)

SEQUENCED FLASHING LIGHTS
THRESHOLD LIGHTS

HIGH INTENSITY STEADY BURNING
WHITE LIGHTS

Figure 6-7. ALSF-2

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RAIL

2400 FT [732 M]

1400 FT [427 M]

1000 FT [305 M]

200 FT[61 M]

THRESHOLD

SYMBOLS LEGEND
HIGH INTENSITY STEADY BURNING
WHITE LIGHTS

SEQUENCED FLASHING LIGHTS
THRESHOLD LIGHTS

Figure 6-8. SSALR

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(2)
A Medium Intensity ALS with Runway Alignment (MALSR) is a 2,400foot (732 m) medium intensity ALS with light stations position every 200 feet (61 m). This
system includes sequenced flashing runway alignment indicator lights (RAILs). It is an
economy ALS approved for CAT I precision approaches. A SSALR system has the same
configuration as a MALSR, but uses high intensity lights.

2400 FT [732 M]

1400 FT [427 M]

1000 FT [305 M]

200 FT [61 M]

THRESHOLD

SYMBOLS LEGEND
MEDIUM INTENSITY STEADY
BURNING WHITE LIGHTS

SEQUENCED FLASHING LIGHTS
THRESHOLD LIGHTS

Figure 6-9. MALSR

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Figure 6-10. MALSR Facility
(3)
A Medium Intensity Approach Lighting System (MALS) or Medium
Intensity ALS with Sequenced Flashing Lights (MALSF) is a 1,400-foot (427 m) medium
intensity ALS with light stations positioned every 200 feet (61 m). It enhances non-precision
instrument and night visual approaches. The MALSF includes sequenced flashing lights on the
outer three light stations. Simplified Short Approach Light System (SSALS) and SSALF have
the same configuration as a MALS and MALSF respectively, but use high intensity lights instead
of medium intensity. Additional information and guidance can be found in AC 150/5340-30.

1400 FT [427 M]

1000 FT [305 M]

200 FT[61 M]

THRESHOLD

SYMBOLS LEGEND
MEDIUM INTENSITY STEADY
BURNING WHITE LIGHTS

THRESHOLD LIGHTS

Figure 6-11. MALS

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1400 FT [427 M]

1000 FT [305 M]

200 FT[61 M]

THRESHOLD

SYMBOLS LEGEND
MEDIUM INTENSITY STEADY
BURNING WHITE LIGHTS

THRESHOLD LIGHTS

Figure 6-12. MALSF
(4)
An Omnidirectional Approach Lighting System (ODALS) consists of
seven (7) 360° flashing light stations that extend up to 1,500 feet (457 m) from the runway
threshold. Two of the lights are positioned on either side of the runway threshold and effectively
function as REILs. Additional information and guidance can be found in AC 150/5340-30.

1500 FT [457 M]

300 FT [91 M]

THRESHOLD

SYMBOLS LEGEND
360° FLASHER

Figure 6-13. ODALS

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b.
Land Requirements. An ALS requires a site centered on the extended runway
centerline. It is 400 feet (122 m) wide. It starts at the threshold and extends 200 feet (61 m)
beyond the outermost light of the ALS.
c.
Clearance Requirements. A clear LOS is required between approaching
aircraft and all lights in an ALS.
622.

APPROACH LEAD-IN LIGHTING SYSTEMS (LDINS).

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.

TYP

L
ICA

TAN
DIS

CE

300

0T

,0
O5

00

[9
FT

1

O1
4T

4
,52

M]

200 FT [61 M]

THRESHOLD

SYMBOLS LEGEND
SEQUENCED FLASHING LIGHTS

THRESHOLD LIGHTS

Figure 6-14. Lead-in Lighting System (LDIN)

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a.
LDIN Configuration. Each LDIN installation is unique. LDIN is designed to
overcome problems associated with hazardous terrain, obstructions, noise sensitive areas, etc.
LDIN systems may be curved, straight, or a combination thereof. The lights are placed on the
desired approach path, beginning at a point within visual range of the final approach. Generally
the lights are spaced at 3,000-foot (914 m) intervals.
b.
Land Requirements. Sufficient land or property interest to permit installation
and operation of the lights, together with the right to keep the lights visible to approaching
aircraft, is required.
c.
Clearance Requirements. A clear line-of-sight is required between
approaching aircraft and the next light ahead of the aircraft.
At many non-towered airports, the intensity of the lighting system can be adjusted by the pilot.

Figure 6-15. Approach LDIN Facility
623.

RUNWAY END IDENTIFIER LIGHTING (REIL).

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°
(HORIZONTAL)

10°
(VERTICAL)

10°
(VERTICAL)

15°
(HORIZONTAL)

SYMBOLS LEGEND
HIGH INTENSITY FLASHING WHITE LIGHTS

Figure 6-16. REIL
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.
b.
Installation. Unidirectional REIL units usually are aimed 15 degrees outward
from a line parallel to the runway and inclined at an angle 10 degrees. This standard can be
modified because of user complaints of blinding effects, flight inspection findings, and/or
environmental impact.

Figure 6-17. REIL

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AIRPORT ROTATING BEACONS.

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.
Location. The beacon is located to preclude interference with pilot or ATCT
controller vision. Beacons should be within 5,000 feet (1524 m) of a runway.
b.
Land Requirements. Most beacons are located on airport property. When
located off the airport, provide sufficient land or property interest to permit installation and
operation of the beacon with the right to keep the beacon visible to approaching aircraft.
c.
Clearance Requirements. A beacon should be mounted high enough above the
surface so that the beam sweep, aimed 2 degrees or more above the horizon, is not blocked by
any natural or manmade object.
625.

PRECISION APPROACH PATH INDICATOR (PAPI).

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
[15 M]

1000 FT [305 M]

20 TO 30 FT
[6 TO 9 M]

THRESHOLD

SYMBOLS LEGEND
RED AND WHITE PAPI LIGHTS

Figure 6-18. PAPI

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Figure 6-19. PAPI Light Boxes
626.

INSTRUMENT LANDING SYSTEM (ILS).

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 VARIES FROM 2,000 FT TO 7,000 FT
[610 M TO 2,134 M].
DIM Y VARIES FROM 400 FT TO 600 FT
[122 M TO 183 M].
DIM X
CRITICAL
AREA

1,050 FT - 2,000 FT
[457 M - 610 M]

30°
LOCALIZER
50 FT
[15 M]

30°
EQUIPMENT
SHELTER

250 FT [76 M] RADIUS

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.

Figure 6-21. LOC 8-Antenna Array

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Figure 6-22. LOC 14-Antenna Array
c.
GS Antenna. The GS signal is used to establish and maintain the aircraft's
descent rate until visual contact confirms the runway alignment and location.
(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'
800'
TO
1200'

35°

DIM X
CRITICAL
AREA

NOTE:
THE X AND Y DIMENSIONS VARY
DEPENDING ON THE SYSTEM USED.
DIM X VARIES FROM 800 FT TO 3,200 FT
[244 M TO 975 M].
DIM Y VARIES FROM 100 FT TO 200 FT
[30.5 M TO 61 M].

Figure 6-23. GS Siting and Critical Area
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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.

Figure 6-24. GS Antenna and Equipment Shelter
627.

DISTANCE MEASURING EQUIPMENT (DME).

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 colocated with a VOR and/or a LOC shelter. Refer to Order 6780.5 for guidance on DME
installation.

Figure 6-25. DME Antenna
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628.

5/01/2012

RUNWAY VISUAL RANGE (RVR).

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.

Figure 6-26. Touchdown RVR
a.
Number. The number of RVRs required depends upon the runway approach
category and physical length.
(1)

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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.
c.
runway.

Lateral Location. RVR installations are located adjacent to the instrument

(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.
629.

VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE (VOR).

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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Figure 6-27. Enroute VOR Facility

Figure 6-28. Terminal VOR (TVOR) Facility

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TVOR

TA

XIW
AY

250 FT
[76 M]
500 FT [152 M]

RUNWAY

500 FT
[152 M]

Y

WA

N
RU

NOTE: SEE FAA ORDER 6820.10
FOR VOR SITING DETAILS

Figure 6-29. TVOR Installation
ANTENNA SHELTER

2.00°
SEE NOTE

COUNTERPOISE

ANTENNA
HEIGHT
16 FT TO 17 FT
[5 M]

2.50°
SEE NOTE
1.20°
SEE NOTE

1,000 FT [305 M]
MINIMUM

200 FT [51 M] RADIUS
MINIMUM

Figure 6-30. TVOR Clearances
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630.

5/01/2012

NON-DIRECTIONAL BEACON (NDB).

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.

Figure 6-31. NDB Facility
631.

SEGMENTED CIRCLES AND WIND CONES.

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.

Figure 6-32. Segmented Circle and Wind Cone

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ASOS AND AWOS.

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.

Figure 6-33. ASOS Weather Sensors Suite
633.

WEATHER CAMERA (WCAM).

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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Figure 6-34. Weather Camera (WCAM) Pole
634.

WIND EQUIPMENT F-400 (WEF).

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.

Figure 6-35. Weather Equipment Sensor Pole
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LOW LEVEL WINDSHEAR ALERT SYSTEM (LLWAS).

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.

Figure 6-36. LLWAS Sensor Pole
636.

to 699. RESERVED.

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Chapter 7. AIRFIELD BRIDGES AND TUNNELS
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.
702.

SITING GUIDELINES.

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.
703.

DIMENSIONAL CRITERIA.

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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a.
Length. Bridge length is measured along the runway or taxiway centerline.
While minimum lengths are preferable and realized when the constraining feature crosses at
right angles, other overriding factors may cause the constraining feature to cross on a skewed or
curved alignment.
b.
Width. Bridge width is measured perpendicular to the runway or taxiway
centerline. Safety Area standards require that the width of any runway/taxiway bridge must
never be less than the runway/taxiway safety area. When both the runway and parallel taxiway
pass over a surface feature, it is good practice to construct the bridge or tunnel to the full width.
Constructing the bridge without a gap between the RSA and taxiway safety area will facilitate
access by emergency vehicles.
c.
Grading. Grading standards for runways and taxiways specified elsewhere in
this AC apply.
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.
e.
Clearances. Bridges: No structural members should project more than 3 inches
(76 mm) above grade, with the exception of parapets. Parapets should be constructed at a
height of 12 inches (30 cm) to contain aircraft and vehicles that wander to the pavement edge.
Construct parapets to the strength requirements of federal highway standards.

Figure 7-1. Tunnel Under a Runway and Parallel Taxiway
206

PARAPET

NOT TO SCALE

2. ROADWAY TUNNELS NORMALLY HAVE SLIGHT LONGITUDINAL GRADIENT AND SOME
TYPE OF RETAINING WALL AT PORTALS.

PARAPET

TAXIWAY SAFETY AREA
SEE NOTE 1

ROADWAY/TUNNEL GRADE

SEE NOTE 1

TAXIWAY
C
L

1. WIDTH OF SAFETY AREAS AND CENTERLINE SEPARATION DISTANCES BETWEEN RUNWAYS TO
PARALLEL TAXIWAYS VARY ACCORDING TO THE AIRPLANE DESIGN GROUP. SEE TABLE 3-5.

NOTES:

RUNWAY SAFETY AREA
SEE NOTE 1

RUNWAY
C
L

5/01/2012
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Figure 7-2. Cross-Section of a Tunnel Under a Runway and Taxiway

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Figure 7-3. Airfield Bridge
704.

LOAD CONSIDERATIONS.

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.
705.

MARKING AND LIGHTING.

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.

a.
Identify bridge edges/tunnel portals with a minimum of three equally-spaced
L-810 obstruction lights on each side of the bridge structure, as shown in Figure 7-4.
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b.
Paint 3-foot (1 m) yellow stripes spaced 25 feet (7.5 m) apart on taxiway
shoulders on bridge decks, as shown in Figure 7-4. See AC 150/5340-1.
c.
Centerline lighting is recommended. Consider reducing the spacing between
successive taxiway light fixtures (whether on the edge or centerline) to less than lighting
standards of AC 150/5340-30 on the portion of the taxiway pavement crossing the
bridge/tunnel.

HIGHWAY

HIGHWAY

25 FT [7.5 M]

5 FT
[1.5M]

TAXIWAY
SHOULDER

TAXIWAY CL

OBSTRUCTION LIGHTS
(150 FT [46 M] SPACING
MAXIMUM)

TAXIWAY SAFETY AREA

NOTES:
1. THE SHOULDER AREA ASSUMES A FULLY-CLOSED COVER INSTEAD OF A PARTIAL COVER OPEN TO TRAFFIC BELOW.
2. SEE AC 150/ 5340-1 FOR TAXIWAY MARKING DETAILS.

Figure 7-4. Shoulder Markings for Taxiway Bridges

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706.

5/01/2012

OTHER CONSIDERATIONS.

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.
a.
Security Measures and Fences. Security measures and fences should be
provided adjacent to the bridge/tunnel to prevent inadvertent entry of persons, vehicles, or
animals into operational areas. Coordination with Transportation Security Administration may
need to be considered. Please refer to 49 CFR Part 1542.
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.
c.
Pavement Heating/Auto-Deicing Sprayers. Where pavement freezing is a
problem on bridges, in-pavement heating or the installation of auto-deicing sprayers may be
desirable. Accordingly, the drainage system needs to be capable of accepting melted runoff
without refreezing or flooding the bridged surface. Melt-off containing deicing fluids may
require additional mitigation measures for environmental compliance.
d.
Service Roads. Airport emergency, maintenance, and service equipment may
use a runway or taxiway bridge if their presence does not interfere with aircraft operations or
increase the potential for runway incursions. Airports with an excessive volume of internal
ground vehicle traffic should construct a separate bridge specifically for this traffic. The
vehicular bridge is subject to runway and taxiway centerline to fixed/movable object criteria.
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.

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Figure 7-5. Example of a Structural Deck with Lighted Depressed Roadway
h.
Bridge Clearance Signage. Signage should clearly identify the available
vertical clearance under all runway/taxiway bridges to avoid over-height vehicles damaging the
structure and/or impacting airport operations. Contact the local authority for requirements.
i.
Drainage. Adequate drainage must be provided for roadways that pass
under/through the bridge/tunnels. Contact the local authority for requirements.
707.

STORM WATER STRUCTURES.

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.
708.

to 799. RESERVED.

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Appendix 1

Appendix 1. AIRCRAFT CHARACTERISTICS
A1-1. BASIC AIRCRAFT CHARACTERISTICS.
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.

•

Approach speed is defined as 1.3 × the stall speed.
WING SPAN

MGW

TAIL
HEIGHT

WHEELBASE
CMG
LENGTH

Figure A1-1. Typical Dimensions of Large Aircraft

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MGW
WINGSPAN

TAIL HEIGHT

WHEELBASE
LENGTH

Figure A1-2. Typical Dimensions of Small Aircraft
Sources of the information provide in this appendix include aircraft manufacturers’ websites and
various databases:

214

•

FAA Aircraft Characteristics Database:
http://www.faa.gov/airports/engineering/aircraft_char_database/

•

Eurocontrol Aircraft Performance Database V2.0:
http://elearning.ians.lu/aircraftperformance/

•

Boeing Airplane Characteristics for Airport Planning:
http://www.boeing.com/commercial/airports/plan_manuals.html

•

Airbus Airplane Characteristics for Airport Planning:
http://www.airbus.com/support/maintenance-engineering/technical-data/aircraftcharacteristics/

•

Embraer Aircraft Characteristics for Airport Planning:
http://www.embraercommercialjets.com/#/en/downloads

5/01/2012

Draft AC 150/5300-13A
Appendix 1

A1-2. BACKGROUND.
a.
Aircraft physical characteristics have operational and economic significance
which materially affect an airport's design, development, and operation. They influence the
design aspects of runways, taxiways, ramps, aprons, servicing facilities, gates, and life safety
facilities. Their consideration when planning a new airport or improving existing airport
facilities maximizes their utilization and safety. Airport designers should consider anticipated
growth in air traffic and the effects of near future model aircraft operating weights and physical
dimensions.
b.
Military aircraft frequently operate at civil airports. Joint-use airports
should also meet the physical characteristics for military aircraft. Hence, during airport facility
design, consider routine military operations such as medical evacuation, strategic deployment
and dispersal, and Reserve and National Guard training missions.
A1-3. AIRCRAFT ARRANGED BY AIRCRAFT MANUFACTURER, AND RDC.
a.
Aircraft Characteristics Database. The FAA is redesigning the Aircraft
Characteristic Database and incorporating it in the Airport Design section of the FAA AirportGIS System (see https://airports-gis.faa.gov/airportsgis/). The FAA expects to complete this
work in the near future. See http://www.faa.gov/airports/engineering/aircraft_char_database/.
b.
Access to Database. Until the new database is complete, aircraft characteristics
data is available below as well as on the FAA website at:
http://www.faa.gov/airports/engineering/aircraft_char_database/).
Table A1-1. Aircraft Characteristics Database – Sorted By Aircraft Manufacturer/Model
Manufacturer

Aircraft

RDC TDG

Airbus

A-318

C III

3

Airbus

A-319

C III

3

Airbus

A-300

C IV 5

Airbus

A-300-600

C IV 5

Airbus

A-310

C IV 5

Airbus

A-320

C III

3

Airbus

A-321

C III

5

Airbus

A-330-200

C V

6

Airbus

A-330-300

C V

6

Wingspan

Tail
Height

ft (m)

111.9
(34)
111.9
(34)
147.1
(45)
147.1
(45)
144
(43.9)
111.9
(34.1)
116.4
(35.5)
197.8
(60.30)
197.8
(60.30)

Length

CMG

ft (m)

ft (m)

ft (m)

41.2
(13)
38.6
(12)
54.3
(17)
54.3
(17)
52.3
(15.9)
39.6
(12.1)
39.7
(12.10)
59.8
(18.23)
56.4
(17.18)

103.2
(31)
111.2
(34)
177.5
(54)
177.5
(54)
150.6
(45.89)
123.3
(37.57)
146
(44.50)
191.5
(58.37)
209
(63.69)

42.4
(12.9)
45
(13.7)
75
(22.9)
75
(22.9)
63.9
(19.48)
50.2
(15.31)
64.2
(19.6)
86.7
(26.5)
97.2
(29.6)

MGW
WheelOuter to
base
Outer
ft (m)
ft (m)

-

29.4
(9)
29.4
(9)
36
(11)
36
(11)
36
(11)
29.4
(9)
29.8
(9.1)
41.4
(12.6)
41.4
(12.6)

MTOW

Approach
Speed

lbs (kg)

kts

149,914
(68000)
166,449
(75500)
363,760
(165000)
375,887
(170501)
292,994
(132900)
171,961
(78000)
205,030
(93000)
524,700
(238000)
518,086
(235000)

138
138
135
135
135
138
138
131
131

215

Draft AC 150/5300-13A
Appendix 1

Manufacturer

Aircraft

5/01/2012

RDC TDG

Airbus

A-340-200

D V

6

Airbus

A-340-300

D V

6

Airbus

A-340-500

D V

6

Airbus

A-340-600

D V

6

Airbus

A-350-900

D V

6

Airbus

A-380-800

D VI 7

ATR
ATR
Beech
Beech
Beech
Beech
Beech

Alenia ATR42-200/300
Alenia ATR72-200/210
Bonanza
V35B
Beech 55
Baron
Beech 60
Duke
King Air
F90
100 King
Air

B III

3

B III

3

A I

1

A I

1

B II

1

B II

1

B II

2

Boeing

707-320B

C IV 5

Boeing

717200HGW

C III

3

Boeing

727-100

C III

3

Boeing

B737-100

C III

3

Boeing

737-200

C III

5

Boeing

B737-300

C III

3

Boeing

737-400

C III

3

Boeing

737-500

C III

3

Boeing

B737-600

C III

3

Boeing

737-700

C III

3

Boeing

737-700W

C III

3

216

Wingspan

Tail
Height

Length

CMG

ft (m)

ft (m)

ft (m)

ft (m)

197.8
(60.30)
197.8
(60.30)
208.2
(63.45)
208.2
(63.4)
212.4
(64.74)
261.8
(80)
80.7
(25)
88.9
(27)
33.4
(10)
37.7
(11)
39.4
(12)
45.9
(14)
45.9
(14)
145.8
(44.4)
108.0
(32.9)
108.0
(32.90)
93.0
(28.3)
93.0
(28.30)
94.8
(28.9)
94.8
(28.9)
94.8
(28.9)
112.6
(34.3)
112.6
(34.3)
117.4
(35.8)

56
(17.06)
55.89
(17.04)
57.5
(17.53)
58.8
(17.93)
56.33
(17.17)
79.3
(24.2)
24.9
(8)
25.3
(8)
7.6
(2)
9.5
(3)
12.5
(4)
34.1
(10)
15.4
(5)
42.1
(12.8)
34.3
(10.4)
34.3
(10.40)
37.2
(11.3)
37.3
(11.40)
37.6
(11.5)
37.6
(11.5)
37.6
(11.5)
40.7
(12.7)
41.6
(12.7)
41.6
(12.7)

195
(59.42)
209
(63.69)
228.9
(67.93)
247.3
(75.36)
219.3
(66.89)
239.5
(73)
74.5
(23)
89.2
(27)
26.3
(8)
27.9
(9)
33.8
(10)
39.8
(12)
40.0
(12)
152.9
(46.6)
133.2
(40.6)
133.2
(40.60)
94.0
(28.7)
100.2
(30.50)
109.6
(33.4)
119.6
(36.4)
101.8
(31.0)
102.5
(31.2)
110.3
(33.6)
110.3
(33.6)

90.3
(27.5)
97.2
(29.6)
125.8
(38.3)
121.6
(37.1)
101.3
(30.9)
111.3
(34)
29
(9)
36
(11)
21
(6)
68.4
(20.85)
55.90
(17.04)
60.20
(18.34)
39.1
(11.93)
42.2
(12.86)
45.8
(13.97)
51.8
(15.8)
41.6
(12.68)
42.1
(12.83)
46.6
(14.20)
46.6
(14.20)

MGW
WheelOuter to
base
Outer
ft (m)
ft (m)

7
(2)
7
(2)
13
(4)
15
(5)

-

-

-

41.4
(12.61)
41.4
(12.6)
41.4
(12.6)
41.4
(12.6)
42.2
(12.9)
47
(14.3)
16
(5)
24
(7)
12
(3.5)
8
(2)
8
(2)
13
(4)
14
(4)
26.3
(8.02)
22.9
(6.98)
23.0
(7.01)
20.9
(6.36)
20.9
(6.36)
20.9
(6.38)
20.9
(6.38)
20.9
(6.38)
22.9
(6.99)
22.9
(6.99)
22.9
(6.99)

MTOW

Approach
Speed

lbs (kg)

kts

606,271
(275000)
609,578
(276500)
881,850
(400000)
881,850
(400000)
590,839
(268000)
1,254,430
(569000)
36,817
(16700)
47,399
(21500)
3,400
(1542)
5,071
(2300)
6,768
(3070)
10,950
(4967)
11,795
(5350)
333,600
(151319)
121,000
(54885)
160,000
(72575)
110,000
(49895)
115,500
(52390)
138,500
(62823)
150,000
(68039)
133,500
(60555)
143,500
(65091)
154,500
(70080)
154,500
(70080)

150
150
150
150

145
104
105
70
90
98
108
111
128
139
124
136
129
135
139
128
125
130
130

5/01/2012

Manufacturer

Draft AC 150/5300-13A
Appendix 1

Aircraft

RDC TDG

Boeing

B777200LR

C V

6

Boeing

B727-200

C III

5

Boeing

B737-800

D III

3

Boeing

737-800W

D III

3

Boeing

B737-900

D III

3

Boeing

737-900W

D III

3

Boeing

737-900ER D III

3

Boeing

737900ERW

C III

3

Boeing

BBJ

C III

3

Boeing

BBJ2

D III

3

Boeing

757-200

C IV 5

Boeing

B757-300

D IV 5

Boeing

767-200

C IV 5

Boeing

767-200ER D IV 5

Boeing

767-300

Boeing

767-300ER D IV 5

Boeing

B767-400

D IV 5

Boeing

B767400ER

D IV 5

Boeing

B747-100

D V

6

Boeing

B747-400

D V

6

Boeing

B747-200

D V

6

Boeing

747-200F

D V

6

Boeing

B747-300

D V

6

Boeing

B 777-200

C V

6

C IV 5

Wingspan

Tail
Height

ft (m)

212.6
(64.8)
108.0
(32.9)
112.6
(34.3)
117.4
(35.8)
112.6
(34.3)
117.4
(35.8)
112.6
(34.3)
117.4
(35.8)
117.4
(35.8)
117.4
(35.8)
124.8
(38.0)
124.8
(38 .0)
156.1
(47.6)
156.1
(47.6)
156.1
(47.6)
156.1
(47.6)
170.3
(52)
170.3
(51.9)
195.8
(59.7)
213.0
(64.9)
195.8
(59.7)
195.8
(59.7)
195.8
(59.7)
199.9
(60.9)

Length

CMG

ft (m)

ft (m)

ft (m)

61.3
(18.7)
34.9
(10.6)
41.4
(12.6)
41.4
(12.6)
41.4
(12.6)
41.4
(12.6)
41.4
(12.6)
41.4
(12.6)
41.6
(12.7)
41.4
(12.6)
45.1
(13.7)
44.8
(13.6)
52.9
(16.1)
52.9
(16.1)
52.6
(16.0)
52.6
(16.0)
55.8
(17)
55.8
(17)
64.3
(19.6)
64.0
(19.5)
64.3
(19.6)
64.3
(19.6)
64.3
(19.6)
61.5
(18.7)

242.3
(73.9)
153.2
(46.7)
129.5
(39.5)
129.5
(39.5)
138.2
(42.1)
138.2
(42.1)
138.2
(42.1)
138.2
(42.1)
110.3
(33.6)
129.5
(39.5)
155.3
(47.3)
178.6
(54.4)
159.2
(48.5)
159.2
(48.5)
180.3
(54.9)
180.3
(54.9)
201.3
(61)
201.3
(61)
229.2
(69.9)
231.9
(70.7)
229.2
(69.9)
229.2
(69.9)
229.2
(69.9)
209.1
(63.7)

96.8
(29.51)
70.2
(21.39)
56.4
(17.20)
56.4
(17.20)
61.6
(18.78)
61.6
(18.78)
61.6
(18.78)
61.6
(18.78)
46.6
(14.20)
56.4
(17.2)
72
(21.94)
85.3
(26.00)
72.1
(21.98)
72.1
(21.98)
82.2
(25.06)
82.2
(25.06)
92
(28)
93.3
(28.44)
91.7
(27.95)
91.7
(27.95)
91.7
(27.95)
91.7
(27.95)
91.7
(27.95)
98.6
(29.51)

MGW
WheelOuter to
base
Outer
ft (m)
ft (m)

-

-

-

-

-

42.3
(12.90)
23.3
(7.11)
23.0
(7.00)
23
(7.00)
23.0
(7.00)
23
(7.00)
23
(7.00)
23
(7.00)
23
(7.0)
23
(7.00)
28
(8.55)
28.0
(8.55)
35.8
(10.90)
35.8
(10.90)
35.8
(10.90)
35.8
(10.90)
36
(11)
36.0
(11.00)
41.2
(12.56)
41.3
(12.60)
41.2
(12.56)
41.2
(12.56)
41.2
(12.56)
42.3
(12.89)

MTOW

Approach
Speed

lbs (kg)

kts

775,000
(351535)
184,800
(83824)
174,200
(79016)
174,200
(79016)
174,200
(79016)
174,200
(79016)
187,700
(85139)
187,700
(85139)
171,000
(77564)
174,200
(79016)
255,000
(115666)
273,000
(123831)
335,000
(151954)
395,000
(179169)
351,000
(159211)
412,000
186880
450,000
(204117)
450,000
(204117)
750,000
(340195)
875,000
(396894)
833,000
(377843)
833,000
(377843)
750,000
(340195)
545,000
(247208)

140
133
142
142
141
141
141
140
132
142
137
143
135
142
140
145
150
150
144
157
150
150
142
136

217

Draft AC 150/5300-13A
Appendix 1

Manufacturer

Boeing
Boeing
Boeing
Boeing
Boeing

Aircraft

B 777200ER
B 777200LR
B777-300
B777300ER
B747400ER

5/01/2012

RDC TDG

C V

6

C V

6

D V

6

D V

6

D V

5

Boeing

747-400F

D V

6

Boeing

747-SP

C V

5

Boeing

B747-8

D VI 6

British
Aerospace

BAE-146200
Citation
Mustang
Citation
CJ2+
Citation
CJ3
Citation
CJ4
Citation
XLS+
Citation
Sovereign

Cessna
Cessna
Cessna
Cessna
Cessna
Cessna

C III

3

I

1

B II

2

C II

2

II

1

II

2

II

3

Cessna

Citation X

II

3

Cessna

Citation Ten C II

3

Cessna

Centurion

A I

1

B I

1

B I

1

A III

3

A III

3

B III

3

Cessna
Stationair6
Cessna 182
Cessna
Skylane
DeHavilland DHC-8-300
Canada
Dash 8
DeHavilland DHC-7
Canada
Dash 7
DeHavilland DHC-8-100
Canada
Dash 8
Cessna

Douglas

218

DC-8-50

C IV 3

Wingspan

Tail
Height

ft (m)

199.9
(60.9)
212.6
(64.8)
199.9
(60.9)
212.6
(64.8)
213.0
(64.9)
213
(64.9)
195.7
(59.6)
224.4
(68.4)
86.4
(26)
43.2
(13.2)
49.8
(15.2)
53.3
(16.2)
50.8
(15.5)
56.3
(17.2)
63.3
(19.3)
63.9
(19.5)
69.2
(21.1)
36.7
(11)
35.8
(11)
36.1
(11)
89.9
(27)
93.2
(28)
85.0
(26)
142.4
(43.4)

Length

CMG

ft (m)

ft (m)

ft (m)

61.5
(18.7)
61.5
(18.7)
61.5
(18.7)
61.3
(18.7)
64.3
(19.6)
64.1
(19.5)
65.8
(20.1)
64.2
(19.6)
28.2
(9)
13.4
(4.1)
14
(4.3)
15.2
(4.6)
15.3
(4.7)
17.2
(5.24)
20.3
(6.2)
19.3
(5.9)
19.3
(5.9)
9.8
(3)
9.8
(3)
9.2
(3)
24.6
(7)
26.2
(8)
24.6
(7)
43.6
(13.3)

209.1
(63.7)
242.3
(73.9)
242.3
(73.9)
242.3
(73.9)
231.9
(70.7)
231.9
(70.7)
184.8
(56.3)
250.7
(76.4)
93.7
(29)
40.6
(12.4)
47.7
(14.5)
51.2
(15.6)
53.3
(16.3)
52.5
(16)
63.5
(19.4)
72.3
(22.0)
73.6
(22.4)
28.2
(9)
28.2
(9)
28.2
(9)
84.3
(26)
80.7
(25)
73.2
(22)
150.7
(45.9)

98.6
(29.51)
98.6
(29.51)
114.3
(34.85)
114.3
(34.85)
91.7
(27.95)
91.7
(27.95)
75
(22.86)
105.0
(32.00)
10(e)
(3.0)(e)
14(e)
(4.3)(e)
16(e)
(4.9)(e)
17(e)
(5.2)(e)
18(e)
(5.5)(e)
25(e)
(7.6)(e)
27(e)
(8.2)(e)
28(e)
(8.6)(e)
63(e)
(19.2)(e)

MGW
WheelOuter to
base
Outer
ft (m)
ft (m)

-

42.3
(12.89)
42.3
(12.89)
42.3
(12.89)
42.3
(12.89)
41.4
(12.62)
41.3
(12.60)
41.1
(12.53)
41.8
(12.73)
37
20
(11.5)
(6)
17(e)
17(e)
17(e)
13.5(e)
16(e)
12(e)
13(e)
13(e)
6
(2)
7
(2)
6
(2)
33
(10)
28
(8.5)
33
(10)
-

10
(3)
9
(3)
9
(3)
27
(8)
26
(8)
27
(8)
25 (e)
(7.62)

MTOW

Approach
Speed

lbs (kg)

kts

656,000
(297557)
775,000
(351535)
660,000
(299371)
775,000
(351535)
910,000
(412770)
875,000
396894
696,000
(315701)
970,000
(439985)
93,035
(42201)
8,645
(3921.4)
12,500
(5670)
13,870
(6291)
16,950
(7689)
20,200
(9163)
30,300
(13,744)
36,100
(16375)
36,600
(16602)
4,012
(1223)
3,638
(1650)
2,800
(1270)
41,099
(18642)
47,003
(21321)
34,502
(15650)
325,000
(147418)

139
140
149
149
157
158
140
159
125

115
130

130
75
92
92
90
83
100
137

5/01/2012

Manufacturer

Douglas
Embraer
Embraer

Draft AC 150/5300-13A
Appendix 1

Aircraft

DC-8-60

RDC TDG

C IV 3

EMB-110
B II
Bandeirante
EMB-120
B II
Brasilia

Embraer

170

C III

Embraer

175

III

Embraer

190

C III

Embraer

195

III

Embraer

ERJ135

C II

Embraer

ERJ140

II

Embraer

ERJ145

C II

Embraer

ERJ145XR

Fokker
Fokker

2
2

II

F-27
B III
Friendship
F-28
C III
Fellowship

3
3

Gulfstream

G150

II

Gulfstream

G280

II

Gulfstream

G350

C II

Gulfstream

G450

II

Gulfstream

G500

C III

Gulfstream

G550

C III

Gulfstream

G650

III

Learjet

Learjet 24

C I

1

Learjet

Learjet 25

C I

1

McDonnell
Douglas

MD-11

D IV 6

Wingspan

Tail
Height

ft (m)

142.4
(43)
50.2
(15)
65.0
(20)
85.3
(26.0)
85.3
(26.0)
94.3
(28.72)
94.3
(28.72)
65.8
(20.04)
65.8
(20.04)
65.8
(20.04)
65.8
(20.04)
95.1
(29)
88.8
(27)
55.6
(16.94)
63
(19.2)
77.8
(23.72)
77.8
(23.72)
93.5
(28.50)
93.5
(28.50)
99.7
(30.36)
35.1
(11)
35.4
(11)
170.5
(52.0)

Length

CMG

ft (m)

ft (m)

ft (m)

42.3
(13)
16.1
(5)
21.0
(6)
32.3
(10.0)
31.9
(9.73)
34.7
(10.57)
34.6
(10.55)
22.2
(6.76)
22.2
(6.76)
22.2
(6.76)
22.2
(6.76)
27.9
(9)
27.9
(9)
19.1
(5.82)
21.3
(6.5)
25.2
(7.67)
25.2
(7.67)
25.8
(7.87)
25.8
(7.87)
25.7
(7.82)
12.3
(4)
12.1
(4)
58.8
(17.9)

187.3
(57)
46.6
(14)
65.6
(20)
98.1
(29.90)
103.9
(31.68)
118.9
(36.24)
126.8
(38.65)
86.4
(26.33)
93.3
(28.45)
98
(29.87)
98
(29.87)
75.8
(23)
89.9
(27)
56.8
17.30)
66.8
(20.37)
89.3
(27.23)
89.3
(27.23)
96.4
(29.39)
96.4
(29.39)
99.8
(30.41)
43.0
(13)
47.6
(15)
202.2
(61.6)

63
(19)
-

-

101.7
(40.00)

MGW
WheelOuter to
base
Outer
ft (m)
ft (m)

17
(5)
23
(7)

29
(9)
30
(9)

17
(5)
17
(5)
-

25
(7.5)
17
(5)
24
(7)

27
(8)
20
(6)

10
(3)
10
(3)
41.3
(12.57)

MTOW

Approach
Speed

lbs (kg)

kts

349,874
(158703)
13,007
(5900)
26,455
(12000)
79,344
(35990)
82,673
(37500)
105,359
(47790)
107,564
(48790)
41,887
(19000)
44,312
(20100)
48,501
(22000)
53131
(24100)
44,996
(20410)
72,995
(33111)
26,100
(11839)
39,600
(17962)
70,900
(32160)
74,600
(33838)
85,100
(38601)
91,000
(41277)
99,600
(45178)
13,001
(5897)
14,991
(6800)
630,500
(285995)

137
92
120
124

124

130

135

120
125

140

140
140

128
137
153

219

Draft AC 150/5300-13A
Appendix 1

Manufacturer

Piper
Piper

220

Aircraft

5/01/2012

RDC TDG

PA-28R
Cherokee A I
Arrow
PA-28-140
A I
Cherokee

1
1

Wingspan

Tail
Height

Length

CMG

ft (m)

ft (m)

ft (m)

ft (m)

29.9

7.9

24.3

-

(9)

(2)

(7)

35.1
(11)

7.2
(2)

24.0
(7)

-

MGW
WheelOuter to
base
Outer
ft (m)
ft (m)

MTOW

Approach
Speed

lbs (kg)

kts

8

12

2,491

(2)

(3.5)

(1130)

7
(2)

11
(3)

2,425
(1100)

70
65

5/01/2012

Draft AC 150/5300-13A
Appendix 2

Appendix 2. WIND ANALYSIS
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.

20°

10°

50

N
IO
CT
E
R
DI E TO
ND IV
WI LAT AY
RE NW
RU

30
°

40

40
°

HEADWIND
COMPONENT
-KNOTS

°
50

30

°
60
20

70°

80°

90°

0

10

20

30

40

50

10

CROSSWIND
COMPONENT
-KNOTS

100°

10

20

110
°

30

30

14

TAILWIND
COMPONENT
-KNOTS

0°

50

0°

REP

OR

D

15

170°

180°
50

°
160

40

S

T

ED

0°

W

IN

P

O

13

40

EXAMPLE:

0°

TS

12

KN

20

-

DIRECTION OF FLIGHT
RUNWAY

10

E

WIND SPEED 20
KNOTS. ANGLE BETWEEN
RUNWAY AND DIRECTION
OF WIND-60°. CROSSWIND
COMPONENT - 17 KNOTS.
HEADWIND COMPONENT 10 KNOTS.

E

D

Figure A2-1. Wind Vector Diagram

221

Draft AC 150/5300-13A
Appendix 2

5/01/2012

b.
Airport planners and designers should make an accurate analysis of wind to
determine the orientation and number of runways at an airport. Construction of two runways
may be necessary to achieve the desired 95 percent wind coverage. The correct application of
the results of the wind data analysis will add substantially to the safety and utility of the airport.
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.
A2-3. ALLOWABLE CROSSWIND COMPONENTS.
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.
RDC
A-I and B-I
A-II and B-II
A-III, B-III and C-I through D-III
A-IV through D-VI

Maximum Allowable Crosswind (Knots)
10.5
13
16
20

A2-4. COVERAGE AND ORIENTATION OF RUNWAYS.
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.
A2-5. ASSEMBLING WIND DATA.
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

222

5/01/2012

Draft AC 150/5300-13A
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.
A2-6. DATA SOURCE.
The best source of wind information is the National Oceanic and Atmospheric Administration,
National Climatic Data Center (NCDC). The NCDC is located at:
Climate Services Branch
National Climatic Data Center
151 Patton Avenue
Asheville, North Carolina 28801-5001
Tel: 828-271-4800 / Fax: 828-271-4876
Public Web Address: www.ncdc.noaa.gov
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.
b.
When there is a question on the reliability of or lack of wind data, it may be
necessary to obtain onsite wind observations. If the decision is made to obtain onsite wind data,
the recommended monitoring period should be at least 1 year to produce reliable data. One year
will usually be adequate to determine the daily wind fluctuations and seasonal changes for the
site. Airport development should not proceed until adequate wind data have been acquired.

223

Draft AC 150/5300-13A
Appendix 2

5/01/2012

N

W

NN

350°
3

33

30

0°

°

28
27

0°

0°

40

°

60

0°

°

31

22
21

50

30

17
16

TS

290
°

110

250

°

260°

100°

W

90°

270°

80°

280°

11
10 KNO

70°

°

E
EN

WN

°

W

E

20°

E

32

NN

10°

N

W

N

360°

40°

ES

E

E

NN

0°

13

23

0°

0°

12

0°

24
E

N

N

22

0°

14
21

0°

15
200

190°

W

SE

0°

°
160

°

SS

0°

180°

170°

SSE

S

M.P.H.

RADIUS OF
CIRCLE
(KNOTS)
*3.5 UNITS

WIND SPEED DIVISIONS
KNOTS
0 - 3.5

0 - 3.5

3.5 - 6.5

3.5 - 7.5

*6.5 UNITS

6.5 - 10.5

7.5 - 12.5

10.5 UNITS

10.5 - 16.5

12.5 - 18.5

16.5 UNITS

16.5 - 21.5

18.5 - 24.5

21.5 UNITS

21.5 - 27.5

24.5 - 31.5

27.5 UNITS

27.5 - 33.5

31.5 - 38.5

*33.5 UNITS

33.5 - 40.5

38.5 - 46.5

*40.5 UNITS

40.5 - OVER

46.5 - OVER

*MAY NOT BE NEEDED FOR MOST WINDROSE ANALYSES

Figure A2-2. Windrose Blank Showing Direction and Divisions

224

E

5/01/2012

Draft AC 150/5300-13A
Appendix 2

A2-7. ANALYZING WIND DATA.
The most common wind analysis procedure uses a windrose which is a scaled graphical
presentation of the wind information.
a.
Drawing the Windrose. The standard windrose (Figure A2-2) is a series of
concentric circles cut by radial lines. The perimeter of each concentric circle represents the
division between successive wind speed groupings (Figure A2-2). Radial lines are drawn
dividing the windrose into 36 wind sectors so that the area of each sector is centered on the
direction of the reported wind.
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 onetenth 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.
c.
Crosswind Template. A transparent crosswind template is a useful aid in
carrying out the windrose analysis (Figure A2-4). The template is essentially a series of three
parallel lines drawn to the same scale as the windrose. The allowable crosswind for the runway
as determined by the RDC establishes the physical distance between the outer parallel lines and
the centerline. When analyzing the wind coverage for a runway orientation, the design
crosswind limit lines can be drawn directly on the windrose. NOTE: NCDC wind directions
are recorded on the basis of true north. The magnetic runway headings will be determined
based on the magnetic declination for the site.
d.
Analysis Procedure. The purpose of the analysis is to determine the runway
orientation which provides the greatest wind coverage within the allowable crosswind limits.
This can be readily estimated by rotating the crosswind template about the windrose center
point until the sum of the individual segment percentages appearing between the outer
“crosswind limit” lines is maximized. It is accepted practice to total the percentages of the
segments appearing outside the limit lines and to subtract this number from 100. For analyses
purposes, winds are assumed to be uniformly distributed throughout each of the individual
segments. Figure A2-3 and Figure A2-4 illustrate the analysis procedure as it would be used in
determining the wind coverage for a runway, oriented 90-270, intended to serve all types of
aircraft. The wind information is from Figure A2-3. Several trial orientations may be needed to
determine the orientation which maximizes wind coverage.

225

Draft AC 150/5300-13A
Appendix 2

5/01/2012

Table A2-1. Standard Wind Analysis Results for ALL_WEATHER
TITLE:

DIRECTION
10°
20°
30°
40°
50°
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
190°
200°
210°
220°
230°
240°
250°
260°
270°
280°
290°
300°
310°
320°
330°
340°
350°
360°
Calm
TOTAL

Anytown, USA
RUNWAY ORIENTATION:
CROSSWIND COMPONENT:
TAILWIND COMPONENT:

0-3
174
213
235
167
182
199
158
134
145
103
92
90
93
65
64
61
80
88
125
184
264
321
396
415
323
311
248
226
162
130
82
97
66
85
102
140
18705
24725

270
13
60

DEGREE
KNOTS
KNOTS

WIND COVERAGE:
97.79%
HOURLY OBSERVATIONS OF WIND SPEED (KNOTS)
4-6
7-10
11-16
17-21
22-27
28-33
652
586
247
6
0
0
816
698
221
7
0
0
894
656
158
4
0
0
806
559
88
0
0
0
809
345
44
1
0
0
753
332
30
5
0
0
550
187
20
0
0
0
453
194
22
1
0
0
373
169
16
2
0
0
321
115
19
1
0
0
293
138
25
0
0
0
283
207
33
3
0
0
279
188
28
0
0
0
246
195
55
2
0
0
213
194
42
4
0
0
236
201
105
16
1
0
254
306
140
10
2
0
372
485
194
25
2
0
499
608
278
17
2
0
717
700
370
27
2
0
950
725
331
26
0
0
1419
1030
445
40
5
0
1658
1355
630
97
9
1
1600
1465
782
83
13
2
1166
1093
730
119
33
5
979
918
715
139
23
4
760
810
660
143
28
3
625
815
666
105
14
2
572
865
710
98
11
0
470
788
590
68
5
0
394
659
325
31
1
0
302
485
246
15
0
0
281
450
196
6
1
0
265
369
151
4
1
0
314
323
152
12
0
0
394
457
223
16
0
0
21968

19670

9687

1133

153

17

34-40
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

> 41
0
0
2
0
0
0
1
0
0
2
0
0
0
1
0
1
1
0
0
0
2
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0

0

11

SOURCE:
Anytown, USA ANNUAL PERIOD RECORD 1995-2004
REFERENCE: Appendix 1 of AC 150/5300-13, Airport Design, including Changes 1 through 17.

226

TOTAL
1665
1955
1949
1620
1381
1319
916
804
705
561
548
616
588
564
517
621
793
1166
1529
2000
2298
3260
4146
4361
3469
3089
2652
2453
2418
2051
1492
1145
1000
875
903
1230
18705
77364

5/01/2012

Draft AC 150/5300-13A
Appendix 2

N

W

NN

360

350

340

28

90

+

100

+
+

+

0
23

+

+

+

SW

22
0

+

+

110

ES

+
+

+

+

+

.1

12
0

0
24

+

.5 .4
.1
.3 .2

.1

+

+

E

13
0

250
W
WS

.4

.1
+

+

+

+
.6

+

+

+

.1

+

+

0
14
21
0

SE

W
N

31
0

290

WN
W

30
0

.1

+
+
85.8

.9
.9
1.0
.8

.2

+

.1

E

10
KNOTS

+
.1

80

280

.2

70

11

E

.3 .3
.2 .2
.3

EN

270

+

+

.9

.2

+

+

.8
.9
.9

.2

+

.3

.4

.1

+

+

60

260

+

50

.3

.1

+

+
17
16

+
.1

+

+

+

+

+

21

+

+

+

22

E

+
+

+

W

40

27

N

0
32

+

E

20

30

0
33

+

NN

10

0
15
200

SS

W

190

180

170

160

E

SS

S

Figure A2-3. Completed Windrose using Figure A1-2 Data

227

Draft AC 150/5300-13A
Appendix 2

5/01/2012

N

W
NN
340

360

350

28

+
+

0
24

+

+

0
23

+

+

+

SW

22
0

+

+

110

+
+

+

+

+

+

0
14
21
0

0
15

SS

200

W

190

180

170

160

PLASTIC
TEMPLATE

E

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.

Figure A2-4. Windrose Analysis

228

28

CL

13 KNOTS

+

.1

ES

+

.5 .4
.1
.3 .2

.1

12
0

W
WS

250

.4

E
13 KNOTS

+

90

+

E

97.79 %

.1

+

+
+
+

100

WIND COVERAGE:

.6

+

+

85.8

.1

+

+
+

13
0

260

.1

+

.1

SE

N
W
30
0

WN
W

290

280

270

+
.1

80

10

CL

.2

10
KNOTS

70

11

+

.9
.9
1.0
.8

.2

+

.3 .3
.2 .2
.3

.9

.2

+

+

.8
.9
.9

.2

+

.3

.4

.1

+

+

E
EN

.3

.1

+

+

60

+
.1

+
17
16

+

+

+

21

+

+

+

+

+

22

50

31
0

+
+

+

W

40

27

E
N

0
32

+

20
30

0
33

+

NN
E

10

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Draft AC 150/5300-13A
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.
A2-10. COMPUTER WIND ANALYSIS.
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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Intentionally left blank.

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Appendix 3

Appendix 3. THE EFFECTS AND TREATMENT OF JET BLAST
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.
A3-2.

JET BLAST EFFECTS.

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
where:
P = pressure (lbs/ft2)
V = velocity (mi/hr)

P = 0.04733 V2
or

where:
P = pressure (pascals)
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.
A3-3.

JET ENGINE EXHAUST VELOCITY AND TEMPERATURE.

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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A3-4.

5/01/2012

BLAST FENCES.

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.
A3-5.

SHOULDERS AND BLAST PADS.

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.
A3-6.

SHOULDER AND BLAST PAD DIMENSIONS.

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.
b.
Drainage. Surface drainage should be maintained and/or improved in the
shoulder and blast pad areas. Where a paved shoulder or blast pad abuts the runway, the joint
should be flush. Minimum transverse grades are specified in Chapter 3 for runways, Chapter 4
for taxiways and Chapter 5 for aprons. For runway blast pads, the longitudinal and transverse
grades of the respective safety area will apply. A 1.5 inch (38 mm) pavement edge drop should
be provided between the edge of paved shoulders and blast pads and unpaved surfaces to
enhance drainage and to prevent fine graded debris from accumulating on the pavement. Base
and subbase courses must be of sufficient depth to maintain the drainage properties of granular
base or subbase courses under the runway, taxiway, or apron pavement. AC 150/5320-5
contains guidance and recommendations on the design of subsurface pavement drainage systems.
c.

Marking. AC 150/5340-1 provides guidance for marking shoulders and blast

pads.
A3-7.

AIRCRAFT PARKING LAYOUT AND JET BLAST EFFECT(S).

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.
b.
Aircraft Parking Layout Methodology. The following methodology is
recommended when siting aircraft parking locations:
(1)
Select the design aircraft – Determine the jet blast contours (velocity and
distance) from the aircraft/engine manufacturer’s jet blast data.
(2)
Apply the recommended jet exhaust velocity exposure limitation(s) in
paragraph (c) below.
(3)
Analyze the impact to the taxiway/taxilane system for taxi-in, taxi-out,
pushback, and power-back parking operations.
(4)
Perform a safety review on turbojet aircraft departing their gate or
hardstand when performing a powered turning maneuver onto the taxiway/taxilane. When an
aircraft executes a turning maneuver of 45 degrees or more from the gate/hardstand, additional

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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 widebody 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:
(1)
Terminal tail-to-tail parking: 35 mph (56 kmh) maximum to reduce
damage to adjacent aircraft, personnel and objects. It assumes ramp personnel are trained and
aware that occasion wind peaks occur and may affect their ability to walk against the generated
winds. Service roads may be directly behind the aircraft fuselage for tug/tractor service. No
light general aviation aircraft or commuter aircraft should be parked adjacent to turbojet aircraft.
(2)

Terminal parking where parallel or skewed terminals face each other:

(a)
Use a 50 mph (80 kmh) maximum break-away condition to
determine the “reach” of the initial jet blast from aircraft taxiing in/out one terminal into the
facing terminal concourse and its associated service road.
(b)
A 35 mph (56 kmh) maximum is recommended under breakaway
conditions to locate the facing terminal gate parking and associated service roads. This value
assumes that ramp personnel are trained to expect occasional wind burst from jet blast; there is
no general aviation parking; and parked commuter aircraft do not board or deplane passengers
directly to/from the apron.
(3)

General aviation/commuter parked next to turbojet aircraft:

(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.
(4)
Hardstand(s): For hardstands, the focus is on mitigating the effects of
“power + turn = hazard” taxiing operation.
(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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(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.
(d)
Use a 35 mph (56 kmh) maximum is recommended on service
roads from a hardstand location.

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Appendix 4

Appendix 4. END-AROUND TAXIWAY (EAT) SCREENS
A4-1.

SCREEN SIZING.

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.
a.
Horizontal Geometry. The width of the screen should be designed to be
perceived by the departing aircraft to originate and end at the taxiway/runway hold line(s) at the
DER from the V1 point. In order to calculate the screen width, the distance to where the screen
will be located beyond the runway end must first be determined. From the runway centerline V1
point, lines are drawn through the runway hold line position closest to the DER (normally
derived from the Hold Line Position in Table 3–4 and extended until they intersect with a line
perpendicular to the runway at the screen location. See Figure A4-1. Use the formula in Figure
A4-2 to calculate the width of the visual screen.

Ds

1/2 De
Dh
V1

A°

0.4 X RUNWAY LENGTH

1/2 De
EAT SCREEN

Figure A4-1. EAT Screen Horizontal Geometry

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∠A = arctan

Dh
Dv

(tan ∠A(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.
Figure A4-2. Visual Screen Width Calculation
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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To calculate the required height of the screen above grade, HS:
(ELEVV1 + HEYE – HNACELLE - ELEVEAT)( DEAT - DS)
Hs =
+ HNACELLE + ELEVEAT - ELEVGAS
(DEAT + 0.4 × LRWY)
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.
Check that the screen is below the 40:1 departure surface:
Hs + ELEVGAS < DS/40 + ELEVDER,
Check that the screen is below the 62.5:1 OEI surface:
Hs + ELEVGAS < DS/62.5 + ELEVDER,
Figure A4-3. EAT Screen Vertical Dimension Calculation

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
.4 × LRWY

- HNACELLE

Figure A4-4. DER/EAT Elevation Difference

Table A4-1. Aircraft Characteristics
ADG
III
IV
V
VI

Nacelle Height
(HNACELLE)
9
12
18
18

Pilot’s Eye Height
(HEYE)
TBD
TBD
29
29

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A4-2.

5/01/2012

SCREEN CONSTRUCTION.

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.
a.
Foundations. The foundation of the screen structure must be sufficient to hold
the visual screen in position. The base of the foundation should have a sufficient mow strip
around it to provide a safety buffer between mowing equipment and the screen structure.
b.
Frame. The frame structure of the screen must be constructed so it is durable,
able to withstand wind loading, and frangible in construction. Figure A4-5 illustrates three
methods for constructing the frame structure, depending on the overall height of the structure.
The visual screen structure should be constructed to allow the front panels of the screen to be
angled upward 12 (±1°) degrees from the vertical plane. All connections within the frame
structure, the panels, and the foundations should be designed to break away from the structure in
the event of an aircraft strike.
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.
(1)
Aluminum Honeycomb Performance Criteria. The screen panels are
constructed of aluminum honeycomb material. The front panel of the screen is constructed of 4foot-tall (1 m) panels, with the remaining difference added as required. For example, three 4foot (1 m) high panels plus one 1-foot (0.5 m) tall panel would be used to create a 13-foot (4 m)
tall screen. There is 0.5” space between panels to allow for thermal and deflection movements.
The front and back panel faces should be specified to meet the required deflection allowance and
should be a minimum 0.04 inches (1 mm) thick. The honeycomb material should be of sufficient
thickness to meet the required deflection allowance, but should not be more than 3 inches (76
mm) thick. The internal aluminum honeycomb diameter should be of sufficient strength to meet
the required deflection allowance, but should not be more than 0.75 inches (19 mm). The panel
edge closures should be of aluminum tube that is 1 inch (25 mm) times the thickness of the
honeycomb and sealed. The deflection allowance for the screen is 0.5 inches (13 mm) maximum
at the center of the panel when supported by four points at the corner of the panel. The panel
faces should have a clear anodized finish on both front and back.

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Appendix 4

PF1

HIGH FRAME ELEVATION:
SCREEN
SURFACE

FRAMING SCHEDULE
VISUAL SCREEN 26 FT [8] H 32 FT [10]
WIND SPEED (MPH)
MEMBER
P1
P2
P3
PF1

P1

90
HSS 8x6x5/16
HSS 10x6x1/2
HSS 12x6x1/2
HSS 6x4x3/16

130
HSS 8x8x1/2
HSS 12x8x9/16
HSS 16x8x1/2
HSS 6x4x5/16

150
HSS 12x8x3/8
HSS 16x8x1/2
HSS 20x8x1/2
HSS 6x4x5/16

FRANGIBLE
CONNECTION

"H"

INTERMEDIATE FRAME ELEVATION:
FRAMING SCHEDULE
VISUAL SCREEN 18 FT [5] H 26 FT [8]
WIND SPEED (MPH)

P2
VERTICAL
COLUMN

MEMBER
P1
P2
P3
PF1

90
HSS 8x6x5/16
HSS 10x6x1/2

130
HSS 8x8x1/2
HSS 12x8x9/16

150
HSS 12x8x3/8
HSS 16x8x1/2

HSS 6x4x3/16

HSS 6x4x5/16

HSS 6x4x5/16

FRANGIBLE
CONNECTION
P3

LOW FRAME ELEVATION:
FRAMING SCHEDULE
VISUAL SCREEN H 18 FT [5]
WIND SPEED (MPH)

FOUNDATION

MEMBER
P1
P2
P3
PF1

90
HSS 8x6x5/16

130
HSS 8x8x1/2

150
HSS 12x8x3/8

HSS 6x4x3/16

HSS 6x4x5/16

HSS 6x4x5/16

NOTE: DIMENSIONS ARE EXPRESSED IN FEET [METERS].

Figure A4-5. Examples of Mounting Screen to Vertical Column

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12 [3.5] C/C TYP

12 [3.5] C/C TYP

4 [1]

PANEL A1

PANEL A3
(ROTATED)

4 [1]

PANEL A2

PANEL A2
(ROTATED)

4 [1]

PANEL A3

PANEL A1
(ROTATED)

PANEL A3

18 IN [456 mm]

PANEL B1

PANEL B2

PANEL B1

CL OF
SUPPORT COLUMN

PANEL A1

PANEL A2

CL OF
SUPPORT COLUMN

NOTE: PANEL DESIGNATIONS (A1, A1 ROTATED, ETC.) REFER TO PAINT SCHEME BELOW.

INDIVIDUAL PANEL LOCATION
12 [3.5] C/C TYP

12 [3.5] C/C TYP

12 [3.5]

45°
TYP

18 IN [456 mm]

CL OF
SUPPORT COLUMN

CL OF
SUPPORT COLUMN

DIAGONAL STRIPE DIMENSIONS
DIMENSIONAL NOTE: UNLESS OTHERWISE SPECIFIED, DIMENSIONS ARE EXPRESSED IN FEET [METERS].

Figure A4-6. Examples of Panel Layout for 13-Foot (4 m) High Screen

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(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.
(5)
Adhesion. The screen surface material has a pressure-sensitive adhesive,
which conforms to adhesive requirements of FP-85 (Class 1) and ASTM D 4956, Standard
Specification for Retroreflective Sheeting for Traffic Control, (Class 1). The pressure-sensitive
adhesive is recommended for application by hand or with a mechanical squeeze roller applicator.
This type adhesive lends itself to large-scale rapid production of signs, according to
manufacturer's instructions.

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PREDOMINANT FLOW

YES

PREDOMINANT FLOW

NO
Figure A4-7. Diagonal Stripe Orientation
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:
(1)
Temperature. The screen surface material must withstand a specified
ambient temperature range. A range of: -4 degrees to +130 degrees F (-20 degrees to +55
degrees C) is recommended.
(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-

(4)

Sunlight. The screen surface material must withstand exposure to direct

driven rain.
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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e.
Provision for Alternate Spacing of Visual Screen. If access is needed through
the area where the visual screen is constructed, various sections of the screen may be staggered
up to 50 feet (15 m) from each other, as measured from the runway end, so an emergency vehicle
can safely navigate between the staggered sections of screen. The sections of screen must be
overlapped so the screen appears to be unbroken when viewed from the runway at the V1 takeoff
position.
f.
Frangibility. The screen structure, including all of its components, must be of
the lowest mass possible to meet the design requirements so as to minimize damage should the
structure be struck. The foundations at ground level must be designed so they will shear on
impact, the vertical supports must be designed so they will give way, and the front panels must
be designed so they will release from the screen structure if struck. The vertical support posts
must be tethered at the base so they will not tumble when struck. Figure A4-5 provides
information on how this frangibility can be achieved. See AC 150/5220-23 for more
information.
g.
NAVAID Consideration. The following concerns must be considered when
determining the siting and orientation of the visual screen. The visual screen may have adverse
effects on NAVAIDs if it is not sited properly. The complexity of the airport environment
requires that all installations be addressed on a case-by-case basis, so mitigations can be
developed to ensure the installation of the visual screen does not negatively affect NAVAID
performance.
(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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Table A4-2. CIE Chromaticity Coordinate Limits
Color

x

y

X

Y

x

y

x

y

Min

White

.303

.287

.368

.353

.340

.380

.274

.316

35

Red

.613

.297

.708

.292

.636

.364

.558

.352

8.0

Max

12.0

Munsell
Paper
6.3GY
6.77/0.8
8.2R
3.78/14.0

Table A4-3. Minimum Coefficient of Retroreflection Candelas/Foot Candle/Square
Foot/Candelas/Lux/Square Meter
Observation Angle 1
(Degrees)
0.2
0.2
0.5
0.5

Entrance Angle 2
(Degrees)
-4
+30
-4
+30

White

Red

70
30
30
15

14.5
6.0
7.5
3.0

(Reflectivity must conform to Federal Specification FP-85 Table 718-1 and ASTM D 4956.)
1

Observation (Divergence) Angle – The angle between the illumination axis and the observation axis.

2

Entrance (Incidence) Angle – The angle from the illumination axis to the retroreflector axis. The retroreflector axis
is an axis perpendicular to the retroreflective surface.

Table A4-4. Visual Screen Panel Wind Loads
WIND SPEED
[mph (k/h)]
(3 SECOND GUST)
90 mph (145 k/h)
130 mph (209 k/h)
150 mph (241 k/h)

246

WIND LOAD
(PSI)
0.17
0.35
0.47

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Appendix 5

Appendix 5. GENERAL AVIATION APRONS AND HANGARS
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.
A5-2. GENERAL AVIATION APRON.
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.
b.
Itinerant Aircraft. Some apron area should be established to handle itinerant
aircraft, which are usually only on the airport for a few days at the most. Wheel chalks are
generally used rather than tiedown anchors. The aircraft stalls can either be designed so that the
aircraft can go in and out of the stall under its own power or the aircraft may have to be pushed
into the stall with the engine off by hand or with a tug. Itinerant parking is generally associated
with the FBO at a general aviation airport or can be accommodated near a terminal building.
The terminal apron will generally set aside some area for itinerant general aviation aircraft.
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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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
1/2 DIM W

TAXIWAY CENTERLINE

DIM V

DIM Z

PROVIDE REQUIRED TOFA FOR WINGTIPS OF PARKED AIRCRAFT

3 [1]

DIM Y

DIM X
DIM W

YELLOW LINE
4" WIDE
(TYPICAL)

DIM V
TIE DOWN ANCHORS
(TYPICAL)

RECOMMENDED TIEDOWN DIMENSIONS FOR SMALL AIRCRAFT (DIMENSIONS ARE IN FEET [METERS]
DESIGN AIRCRAFT TAXILANE SPACING* STALL SPACING**
(DIM W)
(DIM V)
WINGSPAN

WING TIEDOWNS
(DIM X)

TAIL TIEDOWNS NESTED DEPTH
(DIM Z)
(DIM Y)

36 [11]

75 [23]

46 [14]

21 [6]

17 [5]

30 [9]

40 [12]

80 [24.5]

50 [15]

25 [7.5]

17.5 [5]

35 [10.5]

49 [15] ***

90 [27]

59 [18]

30 [9]

20 [6]

40 [12]

55 [17]

100 [30.5]

65 [20]

35 [10.5]

22.5 [7]

45 [13.5]

* PROVIDE REQUIRED CLEAR TAXILANE OBJECT FREE AREA BETWEEN NOSE/PROPELLER OF AIRCRAFT.
** PROVIDE 10 [3] MINIMUM SPACE BETWEEN WINGTIPS.
*** AIRCRAFT DESIGN GROUP I

Figure A5-1. Tiedown Layouts
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A5-3. WASH PADS.
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.
A5-5. OBJECT CLEARANCE.
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.
A5-6. SURFACE GRADIENTS.
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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A5-8. MARKING AND LIGHTING.
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 nonmovement 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

DIM Y

DIM Y

DIM Y

TAXILANE

TAXILANE

TAXILANE

30 [9] MIN
BETWEEN
GROUPS

DIM W
MINIMUM

DIM X
MINIMUM

ONE-WAY TRAFFIC

TWO-WAY TRAFFIC

RECOMMENDED T-HANGAR DIMENSIONS FOR SMALL AIRCRAFT (DIMENSIONS ARE IN FEET [METERS]
CLEAR HANGAR
DOOR WIDTH

SINGLE TAXILANE
SPACE (DIM W)

DUAL TAXILANE
SPACE (DIM X)

TAXILANE WIDTH
(DIM Y)

TAXILANE TO
TAXILANE SPACE (DIM Z)

40 [12]

70 [21]

125 [38]

20 [6]

54 [16]

45 [13.5]

75 [23]

135 [41]

25 [8]

60 [18]

49 [15] *

79 [24]

145 [44]

25 [8]

64 [20]

55 [17]

86 [26]

160 [49]

30 [9]

71 [22]

60 [18]

95 [29]

170 [52]

35 [11]

76 [23]

* AIRCRAFT DESIGN GROUP I

Figure A5-2. T-hangar Layout

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b.
Corporate Hangars. Corporate or box hangars are generally separated from
other hangars, but sometimes they are joined side by side in groups of 4-6 bays in one building.
Most corporate have a minimum opening of 50 feet (15 m) and the layout is usually square,
being 50 feet (15 m) by 50 feet (15 m) or larger. Certain corporate jet aircraft cannot fit in Thangar bays due to the configuration of the wings, even though they may have short enough
wingspans. Sometimes larger corporate hangars accommodate several aircraft of varying size.
Corporate hangars should be placed on the perimeter of aircraft storage areas since the aircraft
doors are on one side.
c.

Safety considerations must be incorporated into the design of all hangars.

(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.
(3)
Hazards. A hangar must incorporate subfloor design measures to mitigate
fuel and oil spillage. Hangars used for light or heavy maintenance/repairs and overhauls of
aircraft engines must consider the installation of oil, water and fuel separation system. Design
should mitigate any fuel or hazardous fumes from accumulating in high concentrations inside a
hangar.
(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

Appendix 6. COMPASS CALIBRATION PAD
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.
a.
An aircraft magnetic compass is a navigation instrument with certain inherent
errors resulting from the nature of its construction. All types of magnetic compasses indicate
direction with respect to the earth's magnetic field. This is true even for the gyro-stabilized
and/or fluxgate compasses. Aircraft navigation is based on applying the appropriate angular
corrections to the magnetic reading in order to obtain the true heading.
b.
The aircraft magnetic compass should be checked following pertinent aircraft
modifications and on a frequent, routine schedule. One method of calibrating the compass is to
use a compass calibration pad to align the aircraft on known magnetic headings and make
adjustments to the compass and/or placard markings to indicate the required corrections.
A6-3. DESIGN OF COMPASS CALIBRATION PAD.
The design details in this appendix are provided for guidance only. Variations of these designs
are acceptable provided the general requirements are met.
a.
The compass calibration pad markings consist of a series of 12 radials painted on
the pavement with non-metallic paint. The radials extend toward the determined magnetic
headings every 30 degrees beginning with magnetic north (MN). Except for magnetic north,
which is marked with “MN,” each radial should be marked with its magnetic heading at the end
of the radial indicating the direction along which each line lies; e.g. “MN” for magnetic north;
“030” for 30 degrees, etc. Each heading, except for magnetic north, will consist of three
numerals, 24-inches (610 mm) high by 15-inches (381 mm) wide block numerals with a
minimum 3.5-inch (89 mm) wide stroke. The markings must be large enough to be easily read
from the aircraft cockpit as the radial is being approached. Figure A6-1 shows a layout of the
calibration pad markings.
b.
Figure A6-2 depicts a typical calibration pad. It can be constructed of either
concrete or asphalt pavement. The pavement thickness must be adequate to support the user
aircraft and should be designed in accordance with AC 150/5320-6. For concrete pavements,
joint type and spacing should conform to standard practices, with no magnetic (iron, steel or
ferrous) materials used in its construction. Therefore, dowels (where required) and any other
metallic materials must be aluminum, brass, bronze, or fiberglass, rather than steel.

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TRUE
NORTH

MAGNETIC
NORTH
(MN)

MAGNETIC
DECLINATION
SEE DETAIL
BELOW

CENTER POINT OF
COMPASS CALIBRATION PAD

A

6 IN [152 mm]
MINIMUM

SEE NOTE 2

6 IN [152 mm] WIDE
ORANGE STRIPE WITH A
1.5 IN [38 mm] WHITE BORDER

10 FT [3 M]

2 FT
[0.5 M]

15 FT [5 M]
MINIMUM
DETAIL

EDGE OF
PAVEMENT

A

NOTES:
1. ALL PAINT SHALL BE NONMETALLIC.
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.

Figure A6-1. Compass Calibration Pad Marking Layout

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Appendix 6

SEE NOTE 1

A

MN
03
0

0
33

30
0

0
06

270

090

0
24

12
0

A

SEE FIGURE A6-1 FOR
MARKING LAYOUT

0
15

21
0

180

150 FT - 600 FT
[46 M - 182M]
MINIMUM TYPICALLY
VARIES PER SITE
CONDITIONS AND AIRPORT
DESIGN CRITERIA
REFER TO SECTION A6-3

ACCESS TAXIWAY
(NO MAGNETIC MATERIALS)

NEAREST PAVEMENT OR OBJECT THAT MAY CONTAIN MAGNETIC MATERIALS

SEE DETAIL

10 FT [3 M]
MAXIMUM

A

-0.50%

-0.50%

1 1/2 IN [38 mm]

5.00%

RIGID OR FLEXIBLE
PAVEMENT
SECTION

A-A

DETAIL

A

NOTES:
1. DIAMETER OF CALIBRATION PAD VARIES DEPENDING ON REQUIREMENTS OF USER AIRCRAFT.
2. USE ALUMINUM OR NONMETALLIC PIPE WHEN DRAINAGE IS NECESSARY WITHIN 150' [46 M] OF
THE CENTER OF PAD.

Figure A6-2. Typical Compass Calibration Pad

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A6-4. LOCATION OF COMPASS CALIBRATION PAD.
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.
c.
After tentative selection of a site through visual application of appropriate criteria
listed above, make a thorough magnetic survey of the site(s). Many sites which meet all visually
applied criteria regarding distances from structures, etc., may still be unsatisfactory because of
locally generated or natural magnetic anomalies. At locations near heavy industrial areas,
intermittent magnetic variations may be experienced. Appropriate magnetic surveys at various
periods of time are necessary to determine if this situation exists.
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.
e.

A suggested method for the magnetic surveys is described below:

(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.
(2)
Establish a grid centered on the pad with 20-foot (6 m) to 30-foot (9 m)
spacing. There will typically be 5 or 7 lines. Place azimuth stakes at one end of the grid lines at
least 400-feet (122 m) from the center. Establish the true azimuth of the grid by GPS, solar or
star observations, or gyrocompass. Locate a minimum of 8 additional points, 100-feet (30 m)
and 200-feet (61 m) respectively, from the center of the pad on the 4 cardinal headings of the
grid. Establish a true azimuth to at least 3 permanent objects on or near the airfield from the
center of the (proposed) pad. The true azimuths will be used to locate the magnetic radials and
for future magnetic surveys.
(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.
A6-5. CONSTRUCTION OF COMPASS CALIBRATION PAD.
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:
a.
Do not use magnetic materials, such as reinforcing steel or ferrous aggregate, in
the construction of the calibration pad or of any pavement within a 300-foot (91 m) radius of the
center of the site. If a drainage pipe is required within 300 feet (91 m) of the center of the site,
use a non-metallic or aluminum material.
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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e.
Magnetic surveys of existing compass calibration pads must be performed at
regular intervals of 5 years or less. Additional surveys must be performed after major
construction of utility lines, buildings, or any other structures within 600 feet (183 m) of the
center of the pad or after any construction within 150 feet (46 m) of the center of the pad. Pads
not resurveyed after 5 years or after nearby construction should not be used.
f.
The U.S. Geological Survey (USGS) of the Department of Interior is available to
provide information to airports and others on the necessary surveys and equipment to certify a
compass rose. In addition, the USGS is available to calibrate magnetometers and other suitable
instruments used to measure the magnetic field. The instruments are necessary to determine the
difference between true and magnetic north and the uniformity of the magnetic field in the area
of a compass calibration pad and must be regularly calibrated to make accurate measurements.
The cost for calibration service is only that necessary to cover the cost. Requests for this service
should be made to the following:
U.S. Geological Survey
Geomagnetism Group
Box 25046, MS 966
Denver, CO 80225
Tel: 303-273-8475
Fax: 303-273-8450
website: geomag.usgs.gov
There are also many other competent geophysicists, surveyors or engineers who are capable of
performing compass rose surveys.

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Appendix 7

Appendix 7. RUNWAY DESIGN STANDARDS MATRIX
Table A7-1, Runway Design Standards Matrix, A/B-I Small Aircraft
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC):
ITEM
DIM 1
Visual

RUNWAY DESIGN
Runway Length
Runway Width
Shoulder Width
Blast Pad Width
Blast Pad Length
Wind Crosswind Component

A
B

60' (18.5 m)
10' (3 m)
80' (24.5 m)
60' (18.5 m)
10.5

A/B - I Small Aircraft
VISIBILITY MINIMUMS
Not Lower
Not Lower
than 1 mile
than 3/4 mile
(1.6 km)
(1.2 km)

Lower than
3/4 mile
(1.2 km)

Refer to paragraphs 302 and 305
60' (18.5 m)
60' (18.5 m)
75' (23 m)
10' (3 m)
10' (3 m)
10' (3 m)
80' (24.5 m)
80' (24.5 m)
95' (29 m)
60' (18.5 m)
60' (18.5 m)
60' (18.5 m)
10.5
10.5
10.5

RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10
R
Length prior to threshold
P
Width
C
Runway Object Free Area (ROFA)
Length beyond runway end
R
Length prior to threshold
P
Width
Q
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres

1,000' (305 m) 1,000' (305 m) 1,700' (518 m) 2,500' (762 m)
250' (76 m)
250' (76 m) 1,000' (305 m) 1,000' (305 m)
450' (137 m)
450' (137 m) 1,510' (460 m) 1,750' (533 m)
8.035
8.035
48.978
79

Departure Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
250' (76 m)
250' (76 m)
250' (76 m)
250' (76 m)
450' (137 m)
450' (137 m)
450' (137 m)
450' (137 m)
8.035
8.035
8.035
8.035

RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline
Holding Position
Parallel taxiway/taxilane
centerline 2
Aircraft parking area

240' (73 m)
240' (73 m)
120' (37 m)

240' (73 m)
240' (73 m)
120' (37 m)

240' (73 m)
240' (73 m)
120' (37 m)

600' (183 m)
600' (183 m)
300' (91 m)

240' (73 m)
240' (73 m)
250' (76 m)

240' (73 m)
240' (73 m)
250' (76 m)

240' (73 m)
240' (73 m)
250' (76 m)

600' (183 m)
600' (183 m)
800' (244 m)

Refer to paragraph 308
Refer to paragraph 308
N/A
N/A

H
D
G

N/A
N/A

N/A
N/A

N/A
N/A

125' (38 m)

Refer to paragraph 316
125' (38 m)
125' (38 m)

175' (53 m)

150' (46 m)

150' (46 m)

150' (46 m)

200' (61 m) 4

125' (38 m)

125' (38 m)

125' (38 m)

400' (122 m)

259

Draft AC 150/5300-13A
Appendix 7

5/01/2012

Table A7-2. Runway Design Standards Matrix, A/B - I
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC)::
ITEM
DIM 1
Visual

RUNWAY DESIGN
Runway Length
Runway Width
Shoulder Width
Blast Pad Width
Blast Pad Length
Wind Crosswind Component

A
B

60' (18.5 m)
10' (3 m)
80' (24.5 m)
100' (30 m)
10.5

A/B - I
VISIBILITY MINIMUMS
Not Lower than Not Lower than
1 mile
3/4 mile
(1.6 km)
(1.2 km)

Lower than
3/4 mile
(1.2 km)

Refer to paragraphs 302 and 305
60' (18.5 m)
60' (18.5 m)
100' (30 m)
10' (3 m)
10' (3 m)
10' (3 m)
80' (24.5 m)
80' (24.5 m)
120' (37 m)
100' (30 m)
100' (30 m)
100' (30 m)
10.5
10.5
10.5

RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R
Length prior to threshold
P
Width
C
Runway Object Free Area (ROFA)
Length beyond runway end
R
Length prior to threshold
P
Width
Q
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres

1,000' (305 m) 1,000' (305 m) 1,700' (518 m) 2,500' (762 m)
500' (152 m)
500' (152 m) 1,000' (305 m) 1,000' (305 m)
700' (213 m)
700' (213 m) 1,510' (460 m) 1,750' (533 m)
13.770
13.770
48.978
78.914

Departure Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
700' (213 m)
700' (213 m)
700' (213 m)
700' (213 m)
13.770
13.770
13.770
13.770

RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline
Holding Position
Parallel taxiway/taxilane
centerline 2
Aircraft parking area
Helicopter touchdown pad

260

240' (73 m)
240' (73 m)
120' (37 m)

240' (73 m)
240' (73 m)
120' (37 m)

240' (73 m)
240' (73 m)
120' (37 m)

600' (183 m)
600' (183 m)
300' (91 m)

240’ (73 m)
240' (73 m)
400’ (122 m)

240' (73 m)
240' (73 m)
400' (122 m)

240' (73 m)
240' (73 m)
400' (122 m)

600' (183 m)
600' (183 m)
800' (244 m)

Refer to paragraph 308
Refer to paragraph 308
N/A
N/A

H
D
G

N/A
N/A

N/A
N/A

200’ (61 m)
800’ (244 m)

200' (61 m)

Refer to paragraph 316
200' (61 m)
200' (61 m)

250' (76 m)

225' (69 m)

225' (69 m)

225' (69 m)

250' (76 m) 4

200' (61 m)

200' (61 m)
200' (61 m)
Refer to AC 150/5390-2

400' (122 m)

5/01/2012

Draft AC 150/5300-13A
Appendix 7

Table A7-3. Runway Design Standards Matrix, A/B - II
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC):
ITEM
DIM 1
Visual

RUNWAY DESIGN
Runway Length
Runway Width
Shoulder Width
Blast Pad Width
Blast Pad Length
Wind Crosswind Component

A
B

75' (23 m)
10' (3 m)
95' (29 m)
150' (46 m)
13

A/B - II
VISIBILITY MINIMUMS
Not Lower than Not Lower than
1 mile
3/4 mile
(1.6 km)
(1.2 km)

Lower than
3/4 mile
(1.2 km)

Refer to paragraphs 302 and 305
75' (23 m)
75' (23 m)
100' (30 m)
10' (3 m)
10' (3 m)
10' (3 m)
95' (29 m)
95' (29 m)
120' (37 m)
150' (46 m)
150' (46 m)
150' (46 m)
13
13
13

RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R
Length prior to threshold
P
Width
C
Runway Object Free Area (ROFA)
Length beyond runway end
R
Length prior to threshold
P
Width
Q
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres

1,000' (305 m) 1,000' (305 m) 1,700' (518 m) 2,500' (762 m)
500' (152 m)
500' (152 m) 1,000' (305 m) 1,000' (305 m)
700' (213 m)
700' (213 m) 1,510' (460 m) 1,750' (533 m)
13.770
13.770
48.978
78.914

Departure Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
700' (213 m)
700' (213 m)
700' (213 m)
700' (213 m)
13.770
13.770
13.770
13.770

RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline
Holding Position
Parallel taxiway/taxilane
centerline 2
Aircraft parking area
Helicopter touchdown pad

300' (91 m)
300' (91 m)
150' (46 m)

300' (91 m)
300' (91 m)
150' (46 m)

300' (91 m)
300' (91 m)
150' (46 m)

600' (183 m)
600' (183 m)
300' (91 m)

300' (91 m)
300' (91 m)
500' (152 m)

300' (91 m)
300' (91 m)
500' (152 m)

300' (91 m)
300' (91 m)
500' (152 m)

600' (183 m)
600' (183 m)
800' (244 m)

Refer to paragraph 308
Refer to paragraph 308
N/A
N/A

H
D
G

N/A
N/A

N/A
N/A

200' (61 m)
800' (244 m)

200' (61 m)

Refer to paragraph 316
200' (61 m)
200' (61 m)

250' (76 m)

240' (73 m)

240' (73 m)

240' (73 m)

300' (91 m) 4

250' (76 m)

250' (76 m)
250' (76 m)
Refer to AC 150/5390-2

400' (122 m)

261

Draft AC 150/5300-13A
Appendix 7

5/01/2012

Table A7-4. Runway Design Standards Matrix, A/B - III
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC):
ITEM
DIM 1
Visual

RUNWAY DESIGN
Runway Length
Runway Width
Shoulder Width
Blast Pad Width
Blast Pad Length
Wind Crosswind Component

A
B

100' (30 m)
20' (6 m)
140' (43 m)
200' (61 m)
16

A/B - III
VISIBILITY MINIMUMS
Not Lower than Not Lower than
1 mile
3/4 mile
(1.6 km)
(1.2 km)

Lower than
3/4 mile
(1.2 km)

Refer to paragraphs 302 and 305
100' (30 m)
100' (30 m)
100' (30 m)
20' (6 m)
20' (6 m)
20' (6 m)
140' (43 m)
140' (43 m)
140' (43 m)
200' (61 m)
200' (61 m)
200' (61 m)
16
16
16

RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R
Length prior to threshold 12
P
Width
C
Runway Object Free Area (ROFA)
Length beyond runway end
R
Length prior to threshold 12
P
Width
Q
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres

1,000' (305 m) 1,000' (305 m) 1,700' (518 m) 2,500' (762 m)
500' (152 m)
500' (152 m) 1,000' (305 m) 1,000' (305 m)
700' (213 m)
700' (213 m) 1,510' (460 m) 1,750' (533 m)
13.770
13.770
48.978
78.914

Departure Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
700' (213 m)
700' (213 m)
700' (213 m)
700' (213 m)
13.770
13.770
13.770
13.770

RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline
Holding Position
Parallel taxiway/taxilane
centerline 2
Aircraft parking area
Helicopter touchdown pad

262

600' (183 m)
600' (183 m)
300' (91 m)

600' (183 m)
600' (183 m)
300' (91 m)

600' (183 m)
600' (183 m)
300' (91 m)

800' (244 m)
600' (183 m)
400' (122 m)

600' (183 m)
600' (183 m)
800' (244 m)

600' (183 m)
600' (183 m)
800' (244 m)

600' (183 m)
600' (183 m)
800' (244 m)

800' (244 m)
600' (183 m)
800' (244 m)

Refer to paragraph 308
Refer to paragraph 308
N/A
N/A

H
D
G

N/A
N/A

N/A
N/A

200' (61 m)
800' (244 m)

200' (61 m)

Refer to paragraph 316
200' (61 m)
200' (61 m)

300' (91 m)

300' (91 m)

300' (91 m)

350' (107 m) 4

400' (122 m)

400' (122 m)
400' (122 m)
Refer to AC 150/5390-2

400' (122 m)

250' (76 m)

5/01/2012

Draft AC 150/5300-13A
Appendix 7

Table A7-5. Runway Design Standards Matrix, A/B - IV
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC):
ITEM
DIM 1
Visual

RUNWAY DESIGN
Runway Length
Runway Width
Shoulder Width
Blast Pad Width
Blast Pad Length
Wind Crosswind Component

A
B

RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R
Length prior to threshold 12
P
Width
C
Runway Object Free Area (ROFA)
Length beyond runway end
R
Length prior to threshold 12
P
Width
Q
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
Departure Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline
Holding Position
Parallel taxiway/taxilane
centerline 2
Aircraft parking area
Helicopter touchdown pad

150' (46 m)
25' (7.5 m)
200' (61 m)
200' (61 m)
20

G

Lower than
3/4 mile
(1.2 km)

Refer to paragraphs 302 and 305
150' (46 m)
150' (46 m)
150' (46 m)
25' (7.5 m)
25' (7.5 m)
25' (7.5 m)
200' (61 m)
200' (61 m)
200' (61 m)
200' (61 m)
200' (61 m)
200' (61 m)
20
20
20

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
800' (244 m)
800' (244 m)
800' (244 m)
800' (244 m)
Refer to paragraph 308
Refer to paragraph 308
N/A
N/A

N/A
N/A

N/A
N/A

200' (61 m)
800' (244 m)

1,000' (305 m) 1,000' (305 m) 1,700' (518 m) 2,500' (762 m)
500' (152 m)
500' (152 m) 1,000' (305 m) 1,000' (305 m)
700' (213 m)
700' (213 m) 1,510' (460 m) 1,750' (533 m)
13.770
13.770
48.978
78.914

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
700' (213 m)
700' (213 m)
700' (213 m)
700' (213 m)
13.770
13.770
13.770
13.770

H
D

A/B - IV
VISIBILITY MINIMUMS
Not Lower than Not Lower than
1 mile
3/4 mile
(1.6 km)
(1.2 km)

250' (76 m)

Refer to paragraph 316
250' (76 m)
250' (76 m)

250' (76 m)

400' (122 m)

400' (122 m)

400' (122 m)

400' (122 m)

500' (152 m)

500' (152 m)
500' (152 m)
Refer to AC 150/5390-2

500' (152 m)

263

Draft AC 150/5300-13A
Appendix 7

5/01/2012

Table A7-6. Runway Design Standards Matrix, C/D/E - I
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC):
ITEM
DIM 1
Visual

RUNWAY DESIGN
Runway Length
Runway Width
Shoulder Width
Blast Pad Width
Blast Pad Length
Wind Crosswind Component

A
B

RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R
Length prior to threshold 12
P
Width 15
C
Runway Object Free Area (ROFA)
Length beyond runway end
R
Length prior to threshold 12
P
Width
Q
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
Departure Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline
Holding Position 9
Parallel taxiway/taxilane
centerline 2
Aircraft parking area
Helicopter touchdown pad

264

100' (30 m)
10' (3 m)
120' (37 m)
100' (30 m)
16

G

Lower than
3/4 mile
(1.2 km)

Refer to paragraphs 302 and 305
100' (30 m)
100' (30 m)
100' (30 m)
10' (3 m)
10' (3 m)
10' (3 m)
120' (37 m)
120' (37 m)
120' (37 m)
100' (30 m)
100' (30 m)
100' (30 m)
16
16
16

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
800' (244 m)
800' (244 m)
800' (244 m)
800' (244 m)
Refer to paragraph 308
Refer to paragraph 308
N/A
N/A

N/A
N/A

N/A
N/A

200' (61 m)
800' (244 m)

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
500' (152 m)
500' (152 m) 1,000' (305 m) 1,000' (305 m)
1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
29.465
29.465
48.978
78.914

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 1,700' (518 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,010' (308 m) 1,010' (308 m) 1,010' (308 m) 1,010' (308 m)
29.465
29.465
29.465
29.465

H
D

C/D/E - I
VISIBILITY MINIMUMS
Not Lower than Not Lower than
1 mile
3/4 mile
(1.6 km)
(1.2 km)

250' (76 m)

Refer to paragraph 316
250' (76 m)
250' (76 m)

250' (76 m)

300' (91 m)

300' (91 m)

300' (91 m)

400' (122 m)

400' (122 m)

400' (122 m)
400' (122 m)
Refer to AC 150/5390-2

500' (152 m)

5/01/2012

Draft AC 150/5300-13A
Appendix 7

Table A7-7. Runway Design Standards Matrix, C/D/E - II
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC):
ITEM
DIM 1
Visual

RUNWAY DESIGN
Runway Length
Runway Width
Shoulder Width
Blast Pad Width
Blast Pad Length
Wind Crosswind Component

A
B

RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R
Length prior to threshold 12
P
Width 13
C
Runway Object Free Area (ROFA)
Length beyond runway end
R
Length prior to threshold 12
P
Width
Q
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
Departure Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline
Holding Position 9
Parallel taxiway/taxilane
centerline 2
Aircraft parking area
Helicopter touchdown pad

100' (30 m)
10' (3 m)
120' (37 m)
150' (46 m)
16

G

Lower than
3/4 mile
(1.2 km)

Refer to paragraphs 302and 305
100' (30 m)
100' (30 m)
10' (3 m)
10' (3 m)
120' (37 m)
120' (37 m)
150' (46 m)
150' (46 m)
16
16

100' (30 m)
10' (3 m)
120' (37 m)
150' (46 m)
16

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
800' (244 m)
800' (244 m)
800' (244 m)
800' (244 m)
Refer to paragraph 308
Refer to paragraph 308
N/A
N/A

N/A
N/A

N/A
N/A

200' (61 m)
800' (244 m)

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
500' (152 m)
500' (152 m) 1,000' (305 m) 1,000' (305 m)
1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
29.465
29.465
48.978
78.914

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 1,700' (518 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,010' (308 m) 1,010' (308 m) 1,010' (308 m) 1,010' (308 m)
29.465
29.465
29.465
29.465

H
D

C/D/E - II
VISIBILITY MINIMUMS
Not Lower than Not Lower than
1 mile
3/4 mile
(1.6 km)
(1.2 km)

250' (76 m)

Refer to paragraph 316
250' (76 m)
250' (76 m)

250' (76 m)

300' (91 m)

300' (91 m)

300' (91 m)

400' (122 m)

400' (122 m)

400' (122 m)
400' (122 m)
Refer to AC 150/5390-2

500' (152 m)

265

Draft AC 150/5300-13A
Appendix 7

5/01/2012

Table A7-8. Runway Design Standards Matrix, C/D/E - III
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC):
ITEM
DIM 1
Visual

RUNWAY DESIGN
Runway Length
Runway Width 13, 16
Shoulder Width 13, 14, 16
Blast Pad Width 13, 16
Blast Pad Length
Wind Crosswind Component

A
B

RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R
Length prior to threshold 12
P
Width
C
Runway Object Free Area (ROFA)
Length beyond runway end
R
Length prior to threshold 12
P
Width
Q
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
Departure Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline
Holding Position 7
Parallel taxiway/taxilane
centerline 2
Aircraft parking area
Helicopter touchdown pad

266

100' (30 m)
20' (6 m)
140' (43 m)
200' (61 m)
16

G

Lower than
3/4 mile
(1.2 km)

Refer to paragraphs 302 and 305
100' (30 m)
100' (30 m)
150' (46 m)
20' (6 m)
20' (6 m)
25' (8 m)
140' (43 m)
140' (43 m)
200' (61 m)
200' (61 m)
200' (61 m)
200' (61 m)
16
16
16

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
800' (244 m)
800' (244 m)
800' (244 m)
800' (244 m)
Refer to paragraph 308
Refer to paragraph 308
N/A
N/A

N/A
N/A

N/A
N/A

200’ (61 m)
800’ (244 m)

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
500' (152 m)
500' (152 m) 1,000' (305 m) 1,000' (305 m)
1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
29.465
29.465
48.978
78.914

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 1,700' (518 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,010' (308 m) 1,010' (308 m) 1,010' (308 m) 1,010' (308 m)
29.465
29.465
29.465
29.465

H
D

C/D/E - III
VISIBILITY MINIMUMS
Not Lower than Not Lower than
1 mile
3/4 mile
(1.6 km)
(1.2 km)

250' (76 m)

Refer to paragraph 316
250' (76 m)
250' (76 m)

250' (76 m)

400' (122 m)

400' (122 m)

400' (122 m)

400' (122 m)

500' (152 m)

500' (152 m)
500' (152 m)
Refer to AC 150/5390-2

500' (152 m)

5/01/2012

Draft AC 150/5300-13A
Appendix 7

Table A7-9. Runway Design Standards Matrix, C/D/E - IV
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC):
ITEM
DIM 1
Visual

RUNWAY DESIGN
Runway Length
Runway Width
Shoulder Width
Blast Pad Width
Blast Pad Length
Wind Crosswind Component

A
B

RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R
Length prior to threshold 12
P
Width
C
Runway Object Free Area (ROFA)
Length beyond runway end
R
Length prior to threshold 12
P
Width
Q
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
Departure Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline
Holding Position 8, 9
Parallel taxiway/taxilane
centerline 2
Aircraft parking area
Helicopter touchdown pad

150' (46 m)
25' (7.5 m)
200' (61 m)
200' (61 m)
20

G

Lower than
3/4 mile
(1.2 km)

Refer to paragraphs 302 and 305
150' (46 m)
150' (46 m)
150' (46 m)
25' (7.5 m)
25' (7.5 m)
25' (7.5 m)
200' (61 m)
200' (61 m)
200' (61 m)
200' (61 m)
200' (61 m)
200' (61 m)
20
20
20

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
800' (244 m)
800' (244 m)
800' (244 m)
800' (244 m)
Refer to paragraph 308
Refer to paragraph 308
N/A
N/A

N/A
N/A

N/A
N/A

200' (61 m)
800' (244 m)

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
500' (152 m)
500' (152 m) 1,000' (305 m) 1,000' (305 m)
1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
29.465
29.465
48.978
78.914

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 1,700' (518 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,010' (308 m) 1,010' (308 m) 1,010' (308 m) 1,010' (308 m)
29.465
29.465
29.465
29.465

H
D

C/D/E - IV
VISIBILITY MINIMUMS
Not Lower than Not Lower than
1 mile
3/4 mile
(1.6 km)
(1.2 km)

250' (76 m)

Refer to paragraph 316
250' (76 m)
250' (76 m)

250' (76 m)

400' (122 m)

400' (122 m)

400' (122 m)

400' (122 m)

500' (152 m)

500' (152 m)
500' (152 m)
Refer to AC 150/5390-2

500' (152 m)

267

Draft AC 150/5300-13A
Appendix 7

5/01/2012

Table A7-10. Runway Design Standards Matrix, C/D/E - V
NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC):
ITEM
DIM 1
Visual

RUNWAY DESIGN
Runway Length
Runway Width
Shoulder Width 14
Blast Pad Width
Blast Pad Length
Wind Crosswind Component

A
B

RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R
Length prior to threshold 12
P
Width
C
Runway Object Free Area (ROFA)
Length beyond runway end
R
Length prior to threshold 12
P
Width
Q
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
Departure Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline
Holding Position 8, 9
Parallel taxiway/taxilane
centerline 2, 5
Aircraft parking area
Helicopter touchdown pad

268

150' (46 m)
35' (10.5 m)
220' (67 m)
400' (122 m)
20

Lower than
3/4 mile
(1.2 km)

Refer to paragraphs 302 and 305
150' (46 m)
150' (46 m)
35' (10.5 m)
35' (10.5 m)
220' (67 m)
220' (67 m)
400' (122 m)
400' (122 m)
20
20

150' (46 m)
35' (10.5 m)
220' (67 m)
400' (122 m)
20

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
800' (244 m)
800' (244 m)
800' (244 m)
800' (244 m)
Refer to paragraph 308
Refer to paragraph 308
N/A
N/A

N/A
N/A

N/A
N/A

200' (61 m)
800' (244 m)

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
500' (152 m)
500' (152 m) 1,000' (305 m) 1,000' (305 m)
1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
29.465
29.465
48.978
78.914

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 1,700' (518 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,010' (308 m) 1,010' (308 m) 1,010' (308 m) 1,010' (308 m)
29.465
29.465
29.465
29.465

H
250' (76 m)
D
G

C/D/E - V
VISIBILITY MINIMUMS
Not Lower than Not Lower than
1 mile
3/4 mile
(1.6 km)
(1.2 km)

Refer to paragraph 316
250' (76 m)
250' (76 m)

280' (85 m)

See footnote 3.
500' (152 m)

500' (152 m)
500' (152 m)
Refer to AC 150/5390-2

500' (152 m)

5/01/2012

Draft AC 150/5300-13A
Appendix 7

Table A7-11. Runway Design Standards Matrix, C/D/E - VI
C/D/E - VI

NOTE: Values shown in this table are for all Taxiway Design Groups (TDGs) unless otherwise noted.
RUNWAY DESIGN CODE (RDC):
ITEM
DIM 1
Visual

RUNWAY DESIGN
Runway Length
Runway Width
Shoulder Width 14
Blast Pad Width
Blast Pad Length
Wind Crosswind Component

A
B

RUNWAY PROTECTION
Runway Safety Area (RSA)
Length beyond departure end 10, 11 R
Length prior to threshold 12
P
Width
C
Runway Object Free Area (ROFA)
Length beyond runway end
R
Length prior to threshold 12
P
Width
Q
Runway Obstacle Free Zone (ROFZ)
Length
Width
Precision Obstacle Free Zone (POFZ)
Length
Width
Approach Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
Departure Runway Protection Zone (RPZ)
Length
L
Inner Width
W1
Outer Width
W2
Acres
RUNWAY SEPARATION
Runway centerline to:
Parallel runway centerline
Holding Position 8, 9
Parallel taxiway/taxilane
centerline 2, 6
Aircraft parking area
Helicopter touchdown pad

200' (61 m)
40' (12 m)
280' (85 m)
400' (122 m)
20

G

Lower than
3/4 mile
(1.2 km)

Refer to paragraphs 302 and 305
200' (61 m)
200' (61 m)
200' (61 m)
40' (12 m)
40' (12 m)
40' (12 m)
280' (85 m)
280' (85 m)
280' (85 m)
400' (122 m)
400' (122 m)
400' (122 m)
20
20
20

1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,000' (305 m) 1,000' (305 m) 1,000' (305 m) 1,000' (305 m)
600' (183 m)
600' (183 m)
600' (183 m)
600' (183 m)
800' (244 m)
800' (244 m)
800' (244 m)
800' (244 m)
Refer to paragraph 308
Refer to paragraph 308
N/A
N/A

N/A
N/A

N/A
N/A

200' (61 m)
800' (244 m)

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 2,500' (762 m)
500' (152 m)
500' (152 m) 1,000' (305 m) 1,000' (305 m)
1,010' (308 m) 1,010' (308 m) 1,510' (460 m) 1,750' (533 m)
29.465
29.465
48.978
78.914

1,700' (518 m) 1,700' (518 m) 1,700' (518 m) 1,700' (518 m)
500' (152 m)
500' (152 m)
500' (152 m)
500' (152 m)
1,010' (308 m) 1,010' (308 m) 1,010' (308 m) 1,010' (308 m)
29.465
29.465
29.465
29.465

H
D

C/D/E - VI
VISIBILITY MINIMUMS
Not Lower than Not Lower than
1 mile
3/4 mile
(1.6 km)
(1.2 km)

280' (85 m)

Refer to paragraph 316
280' (85 m)
280' (85 m)

280' (85 m)

500' (152 m)

500' (152 m)

500' (152 m)

500' (152 m)

500' (152 m)

500' (152 m)
500' (152 m)
Refer to AC 150/5390-2

500' (152 m)

269

Draft AC 150/5300-13A
Appendix 7

5/01/2012

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).

270

5/01/2012

Draft AC 150/5300-13A
Appendix 8

Appendix 8. ACRONYMS
A/FD
AAA
AAS-100
AC
ACM
ADG
ADO
ADS-B
AFTIL
AGIS
AGL
AIM
AIP
ALP
ALS
ALSF
ALSF-1
ALSF-2
AOA
AOSC
APV
ARBCN
ARC
ARFF
ARP
ARSR
ASDA
ASDE
ASDE-X
ASOS
ASR
ASRS
ASTM
AT
ATC
ATCBI
ATC-F
ATCRB
ATCT
ATO
AWOS
AWSS
BMP

Airport/Facility Directory
Airport Airspace Analysis
FAA Office of Airport Safety and Standards, Airport Engineering
Division
Advisory Circular
Airport Certification Manual
Airplane Design Group
Airports District Office
Automatic Dependent Surveillance - Broadcast
Airport Facilities Terminal Integration Laboratory
Airports Geographic Information Systems
Above Ground Level
Aeronautical Information Manual
Airport Improvement Program
Airport Layout Plan
Approach Lighting System
Approach Lighting System with Sequenced Flashing Lights
ALS with Sequenced Flashers I
ALS with Sequenced Flashers II
Aircraft Operations Area
Airport Obstructions Standards Committee
Approach Procedure with Vertical Guidance
Airway Beacon
Airport Reference Code
Aircraft Rescue and Fire Fighting
Airport Reference Point
Air Route Surveillance Radar
Accelerate Stop Distance Available
Airport Surface Detection Equipment - (Radar)
Airport Surface Detection Equipment – Model X
Automated Surface Observing System
Airport Surveillance Radar
Aviation Safety Reporting System
American Society for Testing and Materials International
Air Traffic
Air Traffic Control
Air Traffic Control Beacon Interrogator
Air Traffic Control Facilities
Air Traffic Control Radar Beacon
Airport Traffic Control Tower
Air Traffic Organization
Automated Weather Observing Systems
Automated Weather Sensor System
Best Management Practice
271

Draft AC 150/5300-13A
Appendix 8

BRL
BUEC
CAD
CAT I
CAT II
CAT III
CAT
CFR
CIE
CL
CMG
CNSW
CPA
DA
DER
DF
DH
DME
DMER
DOD
EAT
ECS
EMAS
ETB
FAA
FATO
FBO
FM
FOD
GBAS
GBT
GDL
GIS
GLS
GPA
GPS
GQS
GS
GVGI
HATh
HIRL
HSS
HTTP
IAP
ICAO
IFR

272

5/01/2012

Building Restriction Line
Backup Emergency Communication System
Computer Aided Design
Category I
Category II
Category III
Category
Code of Federal Regulations
International Committee of Illumination
Centerline
Cockpit to Main Gear
Communications, Navigation, Surveillance and Weather
Continuous Power Airport
Decision Altitude
Departure End of the Runway
Direction Finder
Decision Height
Distance Measuring Equipment
DME Remaining
Department of Defense
End-Around Taxiway
Emergency Communication System
Engineered Materials Arresting System
Embedded Threshold Bar
Federal Aviation Administration
Final Approach and Takeoff Area
Fixed Base Operator
Fan Marker
Foreign Object Debris
Ground-Based Augmentation System
Ground Based Transceiver
Guidance Light Facility
Geographic Information System
Global Navigation Satellite System (GNSS) Landing System
Glide Path Angle
Global Positioning System
Glidepath Qualification Surface
Glideslope
Generic Visual Glideslope Indicators
Height Above Threshold
High Intensity Runway Lights
Hollow Structural Section
Hypertext Transfer Protocol
Instrument Approach Procedures
International Civil Aviation Organization
Instrument Flight Rules

5/01/2012

IFST
ILS
IM
LAAS
LDA
LDIN
LIR
LIRL
LLWAS
LMM
LNAV
LOC
LOM
LOS
LP
LPV
MALS
MALSF
MALSR
MGW
MIRL
MM
MN
MODES
MPH
MSL
MTOW
NAS
NAVAID
NCDC
NDB
NEPA
NGS
NPA
NPDES
NPIAS
NPV
nT
NXRAD
OAW
OCS
ODALS
OE/AAA
OEI
OFA
OFZ

Draft AC 150/5300-13A
Appendix 8

International Flight Service Transmitter
Instrument Landing System
Inner Marker
Local Area Augmentation System
Landing Distance Available
Lead-in Lighting System
Low Impact Resistant
Low Intensity Runway Lights
Low Level Windshear Alert System
Compass Locator at the ILS Middle Marker
Lateral Navigation
Localizer
Compass Locator at Outer Marker
Line of Sight
Localizer Performance
Localizer Performance with Vertical
Medium Intensity Approach Lighting System
MALS with Sequenced Flashers
MALS with Runway Alignment Indicator Lights
Main Gear Width
Medium Intensity Runway Lights
Middle Marker
Magnetic North
Mode Select Beacon System
Miles Per Hour
Mean Sea Level
Maximum Takeoff Weight
National Airspace System
Navigation Aid
National Climatic Data Center
Non-directional Beacon
National Environmental Policy Act
National Geodetic Survey
Non-Precision Approach
National Pollution Discharge Elimination System
National Plan of Integrated Airport Systems
Non-Precision Approach with Vertical Guidance
nanoTesla
Next Generation Weather Radar
Off Airways Weather Station
Obstacle Clearance Surface
Omnidirectional Airport Lighting System
Obstruction Evaluation/Airport Airspace Analysis
One Engine Inoperative
Object Free Area
Obstacle Free Zone

273

Draft AC 150/5300-13A
Appendix 8

OIS
OM
PAPI
PAR
PCN
PFC
PIR
POFZ
PRM
PSI
R&D
R/W
RAIL
RAPT
RBPM
RCAG
RCLR
RCLT
RCO
RDC
REIL
RMLR
RMLT
RNAV
RNP
ROFA
ROFZ
RPZ
RRC
RRH
RSA
RTR
RVR
RW
SACOM
SAWS
SIPIA
SMS
SOP
SRE
SRM
SSALR
SSALS
SSO
TACAN
TCH
TDG
274

5/01/2012

Obstacle Identification Surface
Outer Marker
Precision Approach Path Indicator
Precision Approach Radar
Pavement Condition Number
Passenger Facility Charge
Precision Instrument Runways
Precision Obstacle Free Zone
Precision Runway Monitor
Pounds per Square Inch
Research and Development
Runway
Runway Alignment Indicator Lights
Regional Airspace Procedures Team
Remote Beacon Performance Monitor
Remote Communication Air to Ground
Radio Communications Link Repeater
Radio Communications Link Terminal
Remote Communications Outlet
Runway Design Code
Runway End Identifier Lighting
Radar Microwave Link Repeater
Radar Microwave Link Terminal
Area Navigation
Required Navigation Performance
Runway Object Free Area
Runway Obstacle Free Zone
Runway Protection Zone
Runway Reference Code
Remote Readout Hygrothermometers
Runway Safety Area
Remote Transmitter/Receiver
Runway Visual Range
Runway
Satellite Communications Network
Stand Alone Weather Sensors
Simultaneous Independent Parallel Instrument Approach
Safety Management System
Standard Operating Procedures
Snow Removal Equipment
Safety Risk Management
Simplified Short Approach Light System with Runway Alignment
Simplified Short Approach Light System
Self-Sustained Outlet
Tactical Air Navigation
Threshold Crossing Height
Taxiway Design Group

5/01/2012

TDWR
TERPS
TLS
TMLR
TODA
TOFA
TORA
TRACON
TSA
TSR
TSS
TVOR
U.S.C.
UFC
UHF
USDA
USGS
VASI
VFR
VGSI
VHF
VNAV
VOR
VORTAC
VOT
WAAS
WBDG
WCAM
WEF
WME
WRS

Draft AC 150/5300-13A
Appendix 8

Terminal Doppler Weather Radar
Terminal Instrument Procedures
Transponder Landing System
Television Microwave Link Repeater
Takeoff distance available
Taxiway and Taxilane Object Free Area
Takeoff Run Available
Terminal Radar Approach Control Facility
Taxiways and Taxiway/Taxilane Safety Area
Transportation Security Regulation
Threshold Siting Surface
Terminal Very High Frequency Omnidirectional Range
U. S. Code
Unified Facilities Criteria
Ultra-High Frequency
United States Department of Agriculture
U.S. Geological Survey
Visual Approach Slope Indicator
Visual Flight Rules
Visual Guidance Slope Indicator
Very High Frequency
Visual Navigation Aids
VHF Omnidirectional Range
VHF Omnidirectional Range Collocated Tactical Air
VHF Omnidirectional Range Test
Wide Area Augmentation System
Whole Building Design Group
Weather Camera
Wind Equipment F-400
Wind Measuring Equipment
WAAS Reference System

275

Draft AC 150/5300-13A
Appendix 8

5/01/2012

Intentionally left blank.

276

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Appendix 9

Appendix 9. INDEX
Accelerate-Stop Distance Available (ASDA)
............................................................ 3, 5
Acute-Angled Exit Taxiway ....................... 5
Aeronautical Information Manual (AIM) ... 2
Air Traffic Control Facilities (ATC-F) ....... 2
Aircraft ........................................................ 2
Aircraft Approach Category ....................... 2
Category A .............................................. 3
Category B .............................................. 3
Category C .............................................. 3
Category D .............................................. 3
Category E .............................................. 3
Airplane....................................................... 3
Airplane Design Group (ADG) ................... 3
Airport ......................................................... 3
Airport Elevation ........................................ 3
Airport Layout Plan (ALP) ......................... 3
Airport Reference Code (ARC) .................. 3
Airport Reference Point (ARP)................... 3
Aligned Taxiway......................................... 4
Approach Procedure with Vertical Guidance
(NPV) ...................................................... 4
Assembly Area ............................................ 4
Blast Fence .................................................. 4
Building Restriction Line (BRL) ................ 4
Bypass Taxiway .......................................... 4
Circling Approach ....................................... 4
Clearway ..................................................... 4
Compass Calibration Pad ............................ 4
Crossover Taxiway ..................................... 4
Decision Altitude (DA) ............................... 4
Decision Height (DH) ................................. 5
Declared Distances...................................... 5
Design Aircraft............................................ 5
Displaced Threshold ................................... 5
Dual Parallel Taxiways ............................... 8
End-Around Taxiway.................................. 5
Entrance Taxiway ....................................... 5
Exit Taxiway ............................................... 5
Fixed-By-Function NAVAID ..................... 5
Frangible ..................................................... 6
Full Parallel Taxiway .................................. 8
General Aviation ......................................... 6
Glidepath Angle (GPA) .............................. 6

Glideslope (GS) .......................................... 6
Hazard to Air Navigation ............................ 6
Height Above Threshold (HAT) ................. 6
High Speed Exit Taxiway ........................... 5
Instrument Approach Procedure (IAP) ....... 6
Island ........................................................... 6
Joint-Use Airport ........................................ 6
Landing Distance Available (LDA) ........ 5, 7
Large Aircraft.............................................. 7
Low Impact Resistant (LIR) Supports ........ 7
Modifications to Standards ......................... 7
Movement Area .......................................... 7
Navigation Aid (NAVAID) ........................ 7
Non-Precision Approach (NPA) ................. 7
Object .......................................................... 7
Object Free Area (OFA) ............................. 7
Obstacle....................................................... 7
Obstacle Clearance Surface (OCS) ............. 7
Obstacle Free Zone (OFZ) .......................... 7
Obstruction to Air Navigation .................... 7
Parallel Taxiway ......................................... 7
Parapets ................................................... 204
Partial Parallel Taxiway .............................. 8
Precision Approach ..................................... 8
Precision Approach Procedure .................... 8
Runway (RW) ............................................. 8
Runway Blast Pad ....................................... 8
Runway Design Code (RDC)...................... 8
Runway Incursion ....................................... 8
Runway Protection Zone (RPZ).................. 8
Runway Reference Code (RRC) ................. 8
Runway Safety Area (RSA) ........................ 8
Shoulder ...................................................... 8
Small Aircraft.............................................. 8
Stopway....................................................... 9
Takeoff Distance Available (TODA)...... 5, 9
Takeoff Run Available (TORA) ............. 5, 9
Taxilane....................................................... 9
Taxiway....................................................... 9
Taxiway Design Group (TDG) ................... 9
Taxiway Safety Area................................... 9
Threshold .................................................... 9
Threshold Crossing Height (TCH).............. 9
Visual Runway ............................................ 9

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