U.S.

Department
Advisory
Circular
of Transportation
Federal Aviation
Administration

Subject: AIRPORT DESIGN Date: 10/1/02 AC No: 150/5300-13

Initiated by: AAS-100 Change: 7

1. PURPOSE. Advisory Circular (AC) 150/5300-13, AIRPORT DESIGN, has been revised to incorporate recent changes
and corrections.

2. PRINCIPAL CHANGES. The following revisions are included in this change:

a. Fixed by Function NAVAID has been added to the definitions, paragraph 2.

b. Paragraphs 6, 305, 602, and appendix 8 are changed to be consistent with FAA Order 5200-8, Runway Safety Area
Program.

c. Appendix 2, Threshold Siting Requirements, paragraph 5 has been revised to clarify nighttime requirements.

d. Appendix 16, New Instrument Approach Procedures has been changed to (1) allow ODALS, MALS, SSALS for
runways with visibility minimums of less than 1 statute mile and (2) raise visibility minimums for approach
category D aircraft.

e. Appendix 7, paragraph 2, has been revised to require the use of NAD 83 and NAVD 88 for coordinates and
elevations when preparing the Airport Layout Plan.

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DAVID L. BENNETT
Director, Office of Airport Safety and Standard
10/1/02 AC 150/5300-13 CHG 7

Chapter 1. REGULATORY REQUIREMENTS

AND DEFINITION OF TERMS
1. GENERAL. Section 103 of the Federal Aviation Group IV: 118 feet (36 m) up to but not
Act of 1958 states in part, "In the exercise and including 171 feet (52 m).
performance of his power and duties under this Act, the
Secretary of Transportation shall consider the following, Group V: 171 feet (52 m) up to but not
among other things, as being in the public interest: including 214 feet (65 m).
(a) The regulation of air commerce in such manner as to
best promote its development and safety and fulfill the Group VI: 214 feet (65 m) up to but not
requirements of defense; (b) The promotion, including 262 feet (80 m).
encouragement, and development of civil
aeronautics . . . " Airport Elevation. The highest point on an
airport's usable runway expressed in feet above mean sea
This public charge, in effect, requires the level (MSL).
development and maintenance of a national system of safe,
delay-free, and cost-effective airports. The use of the Airport Layout Plan (ALP). The plan of an airport
standards and recommendations contained in this showing the layout of existing and proposed airport
publication in the design of airports supports this public facilities.
charge. These standards and recommendations, however,
do not limit or regulate the operations of aircraft. Airport Reference Point (ARP). The latitude and
longitude of the approximate center of the airport.
2. DEFINITIONS. As used in this publication, the
following terms mean: Blast Fence. A barrier used to divert or dissipate
jet blast or propeller wash.
Aircraft Approach Category. A grouping of
aircraft based on 1.3 times their stall speed in the landing Building Restriction Line (BRL). A line which
configuration at the certificated maximum flap setting and identifies suitable building area locations on airports.
maximum landing weight at standard atmospheric
conditions. The categories are as follows: Clear Zone. See Runway Protection Zone.

Category A: Speed less than 91 knots. Clearway (CWY). A defined rectangular area
beyond the end of a runway cleared or suitable for use in
Category B: Speed 91 knots or more but lieu of runway to satisfy takeoff distance requirements.
less than 121 knots.
Compass Calibration Pad. An airport facility used
Category C: Speed 121 knots or more but for calibrating an aircraft compass.
less than 141 knots.
Declared Distances. The distances the airport
Category D: Speed 141 knots or more but owner declares available for the airplane's takeoff run,
less than 166 knots. takeoff distance, accelerate-stop distance, and landing
distance requirements. The distances are:
Category E: Speed 166 knots or more.
Takeoff run available (TORA) - the runway
Airplane Design Group (ADG). A grouping of length declared available and suitable for the ground run
airplanes based on wingspan. The groups are as follows: of an airplane taking off;

Group I: Up to but not including 49 feet Takeoff distance available (TODA) - the
(15 m). TORA plus the length of any remaining runway or
clearway (CWY) beyond the far end of the TORA;
Group II: 49 feet (15 m) up to but not
Accelerate-stop distance available (ASDA) -the
including 79 feet (24 m). runway plus stopway (SWY) length declared available and
suitable for the acceleration and deceleration of an airplane
Group III: 79 feet (24 m) up to but not aborting a takeoff; and
including 118 feet (36 m).

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Landing distance available (LDA) - the runway OFA for air navigation or aircraft ground maneuvering
length declared available and suitable for a landing airplane. purposes.

NOTE: The full length of TODA may not be usable for Obstacle Free Zone (OFZ). The OFZ is the airspace
all takeoffs because of obstacles in the departure area. below 150 feet (45 m) above the established airport elevation
The usable TODA length is aircraft performance and along the runway and extended runway centerline that is
dependent and, as such, must be determined by the required to be clear of all objects, except for frangible visual
aircraft operator before each takeoff and requires NAVAIDs that need to be located in the OFZ because of
knowledge of the location of each controlling obstacle in their function, in order to provide clearance protection for
the departure area. aircraft landing or taking off from the runway, and for missed
approaches. The OFZ is sub-divided as follows:
Fixed By Function NAVAID. An air navigation aid
(NAVAID) that must be positioned in a particular location in Runway OFZ. The airspace above a surface
order to provide an essential benefit for civil aviation is fixed centered on the runway centerline.
by function. Exceptions are:
Inner-approach OFZ. The airspace above a
a. Equipment shelters, junction boxes, surface centered on the extended runway centerline. It
transformers, and other appurtenances that support a fixed by applies to runways with an approach lighting system.
function NAVAID are not fixed by function unless
operational requirements require them to be located in close Inner-transitional OFZ. The airspace above the
proximity to the NAVAID. surfaces located on the outer edges of the runway OFZ and the
inner-approach OFZ. It applies to runways with approach
b. Some NAVAIDs, such as localizers, can visibility minimums lower than 3/4-statute mile (1 200 m).
provide beneficial performance even when they are not
located at their optimal location. These NAVAIDS are not Obstruction to Air Navigation. An object of greater
fixed by function. height than any of the heights or surfaces presented in
Subpart C of Code of Federal Regulation (14 CFR), Part 77.
Frangible NAVAID. A navigational aid (NAVAID) (Obstructions to air navigation are presumed to be hazards to
which retains its structural integrity and stiffness up to a air navigation until an FAA study has determined otherwise.)
designated maximum load, but on impact from a greater load,
breaks, distorts, or yields in such a manner as to present the Precision Approach Category I (CAT I) Runway. A
minimum hazard to aircraft. The term NAVAID includes runway with an instrument approach procedure which
electrical and visual air navigational aids, lights, signs, and provides for approaches to a decision height (DH) of not less
associated supporting equipment. than 200 feet (60 m) and visibility of not less than 1/2 mile
(800 m) or Runway Visual Range (RVR) 2400 (RVR 1800
Hazard to Air Navigation. An object which, as a with operative touchdown zone and runway centerline lights).
result of an aeronautical study, the FAA determines will have
a substantial adverse effect upon the safe and efficient use of Precision Approach Category II (CAT II) Runway. A
navigable airspace by aircraft, operation of air navigation runway with an instrument approach procedure which
facilities, or existing or potential airport capacity. provides for approaches to a minima less than CAT I to as
low as a decision height (DH) of not less than 100 feet (30 m)
Large Airplane. An airplane of more than and RVR of not less than RVR 1200.
12,500 pounds (5 700 kg) maximum certificated takeoff
weight. Precision Approach Category III (CAT III) Runway.
A runway with an instrument approach procedure which
Low Impact Resistant Supports (LIRS). Supports provides for approaches to minima less than CAT II.
designed to resist operational and environmental static loads
and fail when subjected to a shock load such as that from a Runway (RW). A defined rectangular surface on an
colliding aircraft. airport prepared or suitable for the landing or takeoff of
airplanes.
Object. Includes, but is not limited to above ground
structures, NAVAIDs, people, equipment, vehicles, natural Runway Blast Pad. A surface adjacent to the ends of
growth, terrain, and parked aircraft. runways provided to reduce the erosive effect of jet blast and
propeller wash.
Object Free Area (OFA). An area on the ground
centered on a runway, taxiway, or taxilane centerline provided Runway Protection Zone (RPZ). An area off the
to enhance the safety of aircraft operations by having the area runway end to enhance the protection of people and property
free of objects, except for objects that need to be located in the on the ground.

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Taxiway and taxilane standards are related to airplane b. Guidance. AC 150/5070-6, Airport Master
design group. Plans, contains background information on the development
of ALPs, as well as a detailed listing of the various
b. Airport Design. Airport design first requires components that constitute a well-appointed ALP.
selecting the ARC(s), then the lowest designated or planned
approach visibility minimums for each runway, and then c. Electronic Plans. The FAA recommends
applying the airport design criteria associated with the the development of electronic ALPs where practical.
airport reference code and the designated or planned
approach visibility minimums. 6. MODIFICATION OF AIRPORT DESIGN
STANDARDS TO MEET LOCAL CONDITIONS.
(1) An upgrade in the first component of "Modification to standards" means any change to FAA
the ARC may result in an increase in airport design design standards other than dimensional standards for
standards. Table 1-1 depicts these increases. runway safety areas. Unique local conditions may
require modification to airport design standards for a
(2) An upgrade in the second component specific airport. A modification to an airport design
of the ARC generally will result in a major increase in standard related to new construction, reconstruction,
airport design standards. expansion, or upgrade on an airport which received Federal
aid requires FAA approval. The request for modification
(3) An airport upgrade to provide for should show that the modification will provide an
lower approach visibility minimums may result in an acceptable level of safety, economy, durability, and
increase in airport design standards. Table 1-2 depicts workmanship. Appendixes 8 and 9 discuss the relationship
these increases. between airplane physical characteristics and the design of
airport elements. This rationale along with the computer
(4) Operational minimums are based on program cited in appendix 11 may be used to show that the
current criteria, runways, airspace, and instrumentation. modification will provide an acceptable level of safety for
Unless this is taken into consideration in the development of the specified conditions, including the type of aircraft.
the airport, the operational minimums may be other than
proposed. 7. NOTICE TO THE FAA OF AIRPORT
DEVELOPMENT. 14 CFR Part 157, Notice of
(5) For airports with two or more Construction, Activation, and Deactivation of Airports,
runways, it may be desirable to design all airport elements requires persons proposing to construct, activate, or
to meet the requirements of the most demanding ARC. deactivate an airport to give notice of their intent to the
However, it may be more practical to design some airport FAA. The notice applies to proposed alterations to the
elements, e.g., a secondary runway and its associated takeoff and landing areas, traffic patterns, and airport use,
taxiway, to standards associated with a lesser demanding e.g., a change from private-use to public-use.
ARC.
a. Notice Procedure. 14 CFR Part 157
5. AIRPORT LAYOUT PLAN. An Airport Layout requires airport proponents to notify the appropriate FAA
Plan (ALP) is a scaled drawing of existing and proposed Airports Regional or District Office at least 30 days before
land and facilities necessary for the operation and construction, alteration, deactivation, or the date of the
development of the airport. Any airport will benefit from a proposed change in use. In an emergency involving
carefully developed plan that reflects current FAA design essential public service, health, or safety, or when delay
standards and planning criteria. (See appendices 6 and 7 would result in a hardship, a proponent may notify the FAA
for detailed information.) by telephone and submit Form 7480-1, Notice of Landing
Area Proposal, within 5 days.
a. FAA-Approved ALP. All airport
development carried out at Federally obligated airports b. The Notice. The notice consists of a
must be done in accordance with an FAA-approved ALP. completed FAA Form 7480-1, a layout sketch, and a
The FAA-approved ALP, to the extent practicable, should location map. The layout sketch should show the airport
conform to the FAA airport design standards existing at the takeoff and landing area configuration in relation to
time of its approval. Due to unique site, environmental, or buildings, trees, fences, power lines, and other similar
other constraints, the FAA may approve an ALP not fully significant features. The preferred type of location map is
complying with design standards. Such approval requires the 7.5 minute U.S. Geological Survey Quadrangle Map
an FAA study and finding that the proposed modification is showing the location of the airport site. Form 7480-1 lists
safe for the specific site and conditions. When the FAA FAA Airports Office addresses.
upgrades a standard, airport owners should, to the extent
practicable, include the upgrade in the ALP before starting c. FAA Action. The FAA evaluates the airport
future development. proposal for its impact upon the: safe and efficient use of

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navigable airspace; operation of air navigation facilities; b. Whether an object or activity on or in the
existing or potential airport capacity; and safety of persons vicinity of an airport is objectionable;
and property on the ground. The FAA notifies proponents
of the results of the FAA evaluation. c. Whether the need to alter, remove, mark, or
light an object exists;
d. Penalty for Failure to Provide Notice.
Persons who fail to give notice are subject to civil penalty. d. Whether to approve an Airport Layout Plan;

8. NOTICE TO THE FAA OF PROPOSED e. Whether proposed construction, enlargement,

CONSTRUCTION. 14 CFR Part 77, Objects Affecting or modification to an airport would have an adverse effect
Navigable Airspace, requires persons proposing any on the safe and efficient use of navigable airspace; or
construction or alteration described in 14 CFR
Section 77.13(a) to give 30-day notice to the FAA of their f. Whether a change in an operational
intent. This includes any construction or alteration of procedure is feasible.
structures more than 200 feet (61 m) in height above the
ground level or at a height that penetrates defined imaginary 10. FEDERAL ASSISTANCE. The FAA administers
surfaces located in the vicinity of a public-use airport. a grant program (per Order 5100.38, Airport Improvement
Program (AIP) Handbook) which provides financial
a. Airport Data Requirements. Future airport assistance for developing public-use airports. Persons
development plans and feasibility studies on file with the interested in this program can obtain information from FAA
FAA may influence the determinations resulting from Airports Regional or District Offices. Technical assistance
14 CFR Part 77 studies. To assure full consideration of in airport development is also available from these offices.
future airport development in 14 CFR Part 77 studies,
airport owners must have their plans on file with the FAA. 11. ENVIRONMENTAL ASSESSMENTS. Federal
The necessary plan data includes, as a minimum, planned grant assistance in, or ALP approval of, new airport
runway end coordinates, elevation, and type of approach construction or major expansion normally require an
for any new runway or runway extension. environmental assessment in accordance with FAA
Order 5050.4A, Airport Environmental Handbook, and the
b. Penalty for Failure to Provide Notice. National Environmental Policy Act of 1969.
Persons who knowingly and willingly fail to give such
notice are subject to criminal prosecution. 12. STATE ROLE. Many State aeronautics
commissions or similar departments require prior approval
9. FAA STUDIES. The FAA studies existing and and, in some instances, a license for the establishment and
proposed objects and activities, on and in the vicinity of operation of an airport. Some States administer a financial
public-use airports. These objects and activities are not assistance program similar to the Federal program and
limited to obstructions to air navigation, as defined in technical advice. Proponents should contact their respective
14 CFR Part 77. These studies focus on the efficient use of State aeronautics commissions or departments for
the airport and the safety of persons and property on the information on licensing and assistance programs.
ground. As the result of these studies, the FAA may resist,
oppose, or recommend against the presence of objects or 13. LOCAL ROLE. Most communities have zoning
activities in the vicinity of a public-use airport that conflict ordinances, building codes, and fire regulations which may
with an airport planning or design affect airport development. Some have or are in the
standard/recommendation. This policy is stated as a notice process of developing codes or ordinances regulating
on page 32152 of Volume 54, No. 149, of the Federal environmental issues such as noise and air quality. Others
Register, dated Friday, August 4, 1989. FAA studies may have specific procedures for establishing an airport.
conclude:
14. to 199. RESERVED.
a. Whether an obstruction to air navigation is a
hazard to air navigation;

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Chapter 3. RUNWAY DESIGN

300. INTRODUCTION. This chapter presents a. Design Standards. The runway safety area
standards for runways and runway associated elements shall be:
such as shoulders, blast pads, runway safety areas,
obstacle free zones (OFZ), object free areas (OFA), (1) cleared and graded and have no
clearways, and stopways. Tables 3-1, 3-2, and 3-3 potentially hazardous ruts, humps, depressions, or other
present the standard widths and lengths for runway and surface variations;
runway associated elements. Also included are design
standards and recommendations for rescue and (2) drained by grading or storm sewers
firefighting access roads. At new airports, the RSA and to prevent water accumulation;
ROFA lengths and the RPZ location standards are tied to
runway ends. At existing constrained airports, these (3) capable, under dry conditions, of
criteria may, on a case-by-case basis, be applied with supporting snow removal equipment, aircraft rescue and
respect to declared distances ends. See appendix 14. firefighting equipment, and the occasional passage of
aircraft without causing structural damage to the aircraft;
301. RUNWAY LENGTH. AC 150/5325-4 and and
airplane flight manuals provide guidance on runway
lengths for airport design, including declared distance (4) free of objects, except for objects
lengths. The computer program cited in appendix 11 that need to be located in the runway safety area because
may be used to determine the recommended runway of their function. Objects higher than 3 inches (7.6 cm)
length for airport design. above grade should be constructed, to the extent
practicable, on low impact resistant supports (frangible
302. RUNWAY WIDTH. Tables 3-1, 3-2, and 3-3 mounted structures) of the lowest practical height with
present runway width standards which consider the frangible point no higher than 3 inches (7.6 cm)
operations conducted during reduced visibility. above grade. Other objects, such as manholes, should
be constructed at grade. In no case should their height
303. RUNWAY SHOULDERS. Runway shoulders exceed 3 inches (7.6 cm) above grade.
provide resistance to blast erosion and accommodate the
passage of maintenance and emergency equipment and b. Construction Standards. Compaction of
the occasional passage of an airplane veering from the runway safety areas shall be to FAA specification P-152
runway. Tables 3-1, 3-2, and 3-3 present runway found in AC 150/5370-10.
shoulder width standards. A natural surface, e.g., turf,
normally reduces the possibility of soil erosion and c. Sub-standard RSAs. RSA standards
engine ingestion of foreign objects. Soil with turf not cannot be modified or waived like other airport design
suitable for this purpose requires a stabilized or low cost standards. The dimensional standards remain in effect
paved surface. Refer to chapter 8 for further discussion. regardless of the presence of natural or man-made
Figure 3-1 depicts runway shoulders. objects or surface conditions that might create a hazard
to aircraft that leave the runway surface. Facilities,
304. RUNWAY BLAST PAD. Runway blast pads including NAVAIDs, that would not normally be
provide blast erosion protection beyond runway ends. permitted in an RSA should not be installed inside the
Tables 3-1, 3-2, and 3-3 contain the standard length and standard RSA dimensions even when the RSA does not
width for blast pads for takeoff operations requiring blast meet standards in other respects. A continuous
erosion control. Refer to chapter 8 for further evaluation of all practicable alternatives for improving
discussion. Figure 3-1 depicts runway blast pads. each sub-standard RSA is required until it meets all
standards for grade, compaction, and object frangibility.
305. RUNWAY SAFETY AREA (RSA). The FAA Order 5200.8, Runway Safety Area Program,
runway safety area is centered on the runway centerline. explains the process for conducting this evaluation.
Tables 3-1, 3-2, and 3-3 present runway safety area Each FAA regional Airports division manager has a
dimensional standards. Figure 3-1 depicts the runway written determination of the best practicable
safety area. Appendix 8 discusses the runway safety alternative(s) for improving each RSA. Therefore,
area's evolution. runway and RSA improvement projects must comply
with the determination of the FAA regional Airports
division manager.

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d. Threshold Displacement. Incremental centerline. The runway OFZ extends 200 feet (60 m)
improvements that involve the displacement of a landing beyond each end of the runway. Its width is as follows:
threshold need to be carefully planned so that they do (1) For runways serving small airplanes
not incur unnecessary costs or create situations that exclusively:
could compromise operational safety.
(a) 300 feet (90 m) for runways
(1) Runway thresholds that are displaced with lower than 3/4-statute mile (1 200 m) approach
temporarily pending the planned relocation of objects visibility minimums.
(such as Localizer antennas) should consider the extra (b) 250 feet (75 m) for other
costs associated with re-arranging the runway lights, runways serving small airplanes with approach speeds of
approach lights and navigational aids. 50 knots or more.

(2) The displacement of a threshold that does (c) 120 feet (36 m) for other
not also include relocation of the lead-in taxiway can runways serving small airplanes with approach speeds of
create an undesirable and confusing operating less than 50 knots.
environment for the pilot. (See paragraph 204.)
(2) For runways serving large airplanes,
e. Allowance for Navigational Aids. The 400 feet (120 m).
RSA is intended to enhance the margin of safety for
landing or departing aircraft. Accordingly, the design of b. Inner-approach OFZ. The inner-
an RSA must account for navigational aids that might approach OFZ is a defined volume of airspace centered
impact the effectiveness of the RSA: on the approach area. It applies only to runways with an
approach lighting system. The inner-approach OFZ
(1) RSA grades sometimes require approach begins 200 feet (60 m) from the runway threshold at the
lights to be mounted on massive towers that could create same elevation as the runway threshold and extends
a hazard for aircraft. Therefore, consider any practicable 200 feet (60 m) beyond the last light unit in the approach
RSA construction to a less demanding grade than the lighting system. Its width is the same as the runway
standard grade to avoid the need for massive structures. OFZ and rises at a slope of 50 (horizontal) to 1 (vertical)
from its beginning.

(2) Instrument landing system (ILS) facilities c. Inner-transitional OFZ. The inner-
(glide slopes and localizers) are not usually required to transitional OFZ is a defined volume of airspace along
be located inside the RSA. However, they do require a the sides of the runway OFZ and inner-approach OFZ.
graded area around the antenna. (See chapter 6 for It applies only to runways with lower than
more information on the siting of ILS facilities.) RSA 3/4-statute mile (1 200 m) approach visibility minimums.
construction that ends abruptly in a precipitous drop-off
can result in design proposals where the facility is (1) For runways serving small airplanes
located inside the RSA. Therefore, consider any exclusively, the inner-transitional OFZ slopes
practicable RSA construction beyond the standard 3 (horizontal) to 1 (vertical) out from the edges of the
dimensions that could accommodate ILS facilities if and runway OFZ and inner-approach OFZ to a height of
when they are installed. 150 feet (45 m) above the established airport elevation.

306. OBSTACLE FREE ZONE (OFZ). The OFZ (2) For runways serving large airplanes,
clearing standard precludes taxiing and parked airplanes separate inner-transitional OFZ criteria apply for
and object penetrations, except for frangible visual Category (CAT) I and CAT II/III runways.
NAVAIDs that need to be located in the OFZ because of
their function. The runway OFZ and, when applicable, (a) For CAT I runways, the inner-
the inner-approach OFZ, and the inner-transitional OFZ transitional OFZ begins at the edges of the runway OFZ
comprise the obstacle free zone (OFZ). Figures 3-2, 3- nd inner-approach OFZ, then rises vertically for a height
3, 3-4, and 3-5 show the OFZ. "H", and then slopes 6 (horizontal) to 1 (vertical) out to
a height of 150 feet (45 m) above the established airport
a. Runway OFZ (ROFZ). The runway OFZ elevation.
is a defined volume of airspace centered above the
runway centerline. The runway OFZ is the airspace 1) In U.S. customary units,
above a surface whose elevation at any point is the same Hfeet = 61 - 0.094(Sfeet) - 0.003(Efeet).
as the elevation of the nearest point on the runway

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2) In SI units, 308. CLEARWAY STANDARDS. The clearway

Hmeters = 18.4 - 0.094(Smeters) - 0.003(Emeters). (See figure 3-7) is a clearly defined area connected to
and extending beyond the runway end available for
3) S is equal to the most completion of the takeoff operation of turbine-powered
demanding wingspan of the airplanes using the runway airplanes. A clearway increases the allowable airplane
and E is equal to the runway threshold elevation above operating takeoff weight without increasing runway
sea level. length.
(b) For CAT II/III runways, the
inner-transitional OFZ begins at the edges of the runway a. Dimensions. The clearway must be at
OFZ and inner-approach OFZ, then rises vertically for a least 500 feet (150 m) wide centered on the runway
height "H", then slopes 5 (horizontal) to 1 (vertical) out centerline. The practical limit for clearway length is
to a distance "Y" from runway centerline, and then 1,000 feet (300 m).
slopes 6 (horizontal) to 1 (vertical) out to a height of 150
feet (45 m) above the established airport elevation. b. Clearway Plane Slope. The clearway
plane slopes upward with a slope not greater than
1) In U.S. customary units, 1.25 percent.
Hfeet = 53 - 0.13(Sfeet) - 0.0022(Efeet) and distance
Yfeet = 440 + 1.08(Sfeet) - 0.024(Efeet). c. Clearing. Except for threshold lights no
higher than 26 inches (66 cm) and located off the
2) In SI units, runway sides, no object or terrain may protrude through
Hmeters = 16 - 0.13(Smeters)- 0.0022(Emeters) and distance the clearway plane. The area over which the clearway
Ymeters = 132 + 1.08(Smeters) - 0.024(Emeters). lies need not be suitable for stopping aircraft in the event
of an aborted takeoff.
3) S is equal to the most
demanding wingspan of the airplanes using the runway d. Control. An airport owner interested in
and E is equal to the runway threshold elevation above providing a clearway should be aware of the requirement
sea level. Beyond the distance "Y" from runway that the clearway be under its control, although not
centerline the inner-transitional CAT II/III OFZ surface necessarily by direct ownership. The purpose of such
is identical to that for the CAT I OFZ. control is to ensure that no fixed or movable object
penetrates the clearway plane during a takeoff operation.
307. OBJECT FREE AREA.
e. Notification. When a clearway is
The runway object free area (OFA) is centered on the provided, the clearway length and the declared
runway centerline. The runway OFA clearing standard distances, as specified in appendix 14, paragraph 7, shall
requires clearing the OFA of above ground objects be provided in the Airport/Facility Directory (and in the
protruding above the runway safety area edge elevation. Aeronautical Information Publication (AIP), for
Except where precluded by other clearing standards, it international airports) for each operational direction.
is acceptable to place objects that need to be located in
the OFA for air navigation or aircraft ground 309. STOPWAY STANDARDS. A stopway is an
maneuvering purposes and to taxi and hold aircraft in the area beyond the takeoff runway, centered on the
OFA. Objects non-essential for air navigation or aircraft extended runway centerline, and designated by the
ground maneuvering purposes are not to be placed in the airport owner for use in decelerating an airplane during
OFA. This includes parked airplanes and agricultural an aborted takeoff. It must be at least as wide as the
operations. Tables 3-1, 3-2, and 3-3 specify the runway and able to support an airplane during an
standard dimensions of the runway OFA. Extension of aborted takeoff without causing structural damage to the
the OFA beyond the standard length to the maximum airplane. Their limited use and high construction cost,
extent feasible is encouraged. See figure 2-3. when compared to a full-strength runway that is usable
in both directions, makes their construction less cost
Precision Object Free Area (POFA). An object effective. See figure 3-8. When a stopway is provided,
free area centered on the runway centerline extended, the stopway length and the declared distances, as
beginning at the Runway Threshold (RWT), 200 feet specified in appendix 14, paragraph 7, shall be provided
long and 800 feet wide. This area applies to all new in the Airport/Facility Directory (and in the Aeronautical
authorized instrument approach procedures with less Information Publication (AIP), for international airports)
than 3/4 mile visibility as described in tables 16-1. See for each operational direction.
figure 3-6.

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310. RESCUE AND FIREFIGHTING ACCESS. to support rescue and firefighting equipment traveling
Rescue and firefighting access roads are normally at normal response speeds. Establish the widths of the
needed to provide unimpeded two-way access for rescue access roads on a case-by-case basis considering the
and firefighting equipment to potential accident areas. type(s) of rescue and firefighting equipment available
Connecting these access roads, to the extent practical, and planned at the airport. The first 300 feet (90 m)
with the operational surfaces and other roads will adjacent to a paved operational surface should be
facilitate aircraft rescue and firefighting operations. paved. Where an access road crosses a safety area, the
safety area standards for smoothness and grading
a. Recommendation. It is recommended that control. For other design and construction features,
the entire runway safety area (RSA) and runway use local highway specifications.
protection zone (RPZ) be accessible to rescue and
firefighting vehicles so that no part of the RSA or RPZ c. Road Usage. Rescue and firefighting
is more than 330 feet (100 m) from either an all weather access roads are special purpose roads which supplement
road or a paved operational surface. Where an airport is but do not duplicate or replace sections of a multi-
adjacent to a body of water, it is recommended that boat purpose road system. Restricting their use to rescue and
launch ramps with appropriate access roads be provided. firefighting access equipment precludes their being a
hazard to air navigation.
b. All Weather Capability. Rescue and
firefighting access roads are all weather roads designed 311. to 399. RESERVED.

Table 3-1. Runway design standards for aircraft approach category A & B visual runways and runways with
not lower than 3/4-statute mile (1 200 m) approach visibility minimums
(Refer also to Appendix 16 for the establishment of new approaches)

AIRPLANE DESIGN GROUP

ITEM DIM1 Ι
2
Ι ΙΙ ΙΙΙ ΙV
Runway Length A - Refer to paragraph 301 -

Runway Width B 60 ft 60 ft 75 ft 100 ft 150 ft

18 m 18 m 23 m 30 m 45 m
Runway Shoulder Width 10 ft 10 ft 10 ft 20 ft 25 ft
3m 3m 3m 6m 7.5 m
Runway Blast Pad Width 80 ft 80 ft 95 ft 140 ft 200 ft
24 m 24 m 29 m 42 m 60 m
Runway Blast Pad length 60 ft 100 ft 150 ft 200 ft 200 ft
18 m 30 m 45 m 60 m 60 m
Runway Safety Area Width C 120 ft 120 ft 150 ft 300 ft 500 ft
36 m 36 m 45 m 180 m 150 m
Runway Safety Area P 240 ft 240 ft 300 ft 600 ft 1,000 ft
Length Beyond RW End3 72 m 72 m 90 m 180 m 300 m
Obstacle Free Zone - Refer to paragraph 306 -
Width and length
Runway Object Free Area Q 250 ft 400 ft 500 ft 800 ft 800 ft
Width 75 m 120 m 150 m 240 m 240
Runway Object Free Area R 240 ft 240 ft 300 ft 600 ft 1,000 ft
Length Beyond RW End 3 72 m 72 m 90 m 180 m 300 m
1/ Letters correspond to the dimensions on figures 2-1 and 2-3.
2/ These dimensional standards pertain to facilities for small airplanes exclusively.
3/ The runway safety area and runway object free area lengths begin at each runway end when stopway
is not provided. When stopway is provided, these lengths begin at the stopway end. The runway
safety area length and the object free area length are same for each runway end. Use the table (3-1 or
3-2) that results in the longest dimension.

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Table 3-2. Runway design standards for aircraft approach categories A & B runways
with lower than 3/4-statute mile (1,200 m) approach visibility minimums
(Refer also to Appendix 16 for the establishment of new approaches)

AIRPLANE DESIGN GROUP

ITEM DIM1
Ι2 Ι ΙΙ ΙΙΙ ΙV
Runway Length A - Refer to paragraph 301 -

Runway Width B 75 ft 100 ft 100 ft 100 ft 150 ft

23 m 30 m 30 m 30 m 45 m
Runway Shoulder Width 10 ft 10 ft 10 ft 20 ft 25 ft
3m 3m 3m 6m 7.5 m
Runway Blast Pad Width 95 ft 120 ft 120 ft 140 ft 200 ft
29 m 36 m 36 m 42 m 60 m
Runway Blast Pad Length 60 ft 100 ft 150 ft 200 ft 200 ft
18 m 30 m 45 m 60 m 60 m
Runway Safety Area Width C 300 ft 300 ft 300 ft 400 ft 500 ft
90 m 90 m 90 m 120 m 150 m
Runway Safety Area P 600 ft 600 ft 600 ft 800 ft 1,000 ft
Length Beyond RW End3 180 m 180 m 180 m 240 m 300 m
Obstacle Free Zone - Refer to paragraph 306 -
Width and Length
Runway Object Free Area Q 800 ft 800 ft 800 ft 800 ft 800 ft
Width 240 m 240 m 240 m 240 m 240
Runway Object Free Area R 600 ft 600 ft 600 ft 800 ft 1,000 ft
Length Beyond RW End3 180 m 180 m 180 m 240 m 300 m

1/ Letters correspond to the dimensions on figures 2-1 and 2-3.

2/ These dimensional standards pertain to facilities for small airplanes exclusively.

3/ The runway safety area and runway object free area lengths begin at each runway end when stopway
is not provided. When stopway is provided, these lengths begin at the stopway end. The runway
safety area length and the object free area length are same for each runway end. Use the table (3-1 or
3-2) that results in the longest dimension

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Table 3-3. Runway design standards for aircraft approach categories C & D
(Refer also to Appendix 16 for the establishment of new approaches)

AIRPLANE DESIGN GROUP

ITEM DIM1
Ι ΙΙ ΙΙΙ ΙV V VΙ
Runway Length A - Refer to paragraph 301 -

Runway Width B 100 ft 100 ft 100 ft2 150 ft 150 ft 200 ft

30 m 30 m 30 m2 45 m 45 m 60 m
Runway Shoulder Width3 10 ft 10 ft 20 ft2 25 ft 35 ft 40 FT
3m 3m 6 m2 7.5 m 10.5 m 12 M
Runway Blast Pad Width 120 ft 120 ft 140 ft2 200 ft 220 ft 280 ft
36 m 36 m 42 m2 60 m 66 m 84 m
Runway Blast Pad length 100 ft 150 ft 200 ft 200 ft 400 ft 400 ft
30 m 45 m 60 m 60 m 120 m 120 m
Runway Safety Area Width4 C 500 ft 500 ft 500 ft 500 ft 500 ft 500 ft
150 m 150 m 150 m 150 m 150 m 150 m
Runway Safety Area P 1,000 ft 1,000 ft 1,000 ft 1,000 ft 1,000 ft 1,000 ft
Length Beyond RW End5 300 m 300 m 300 m 300 m 300 m 300 m
Obstacle Free Zone - Refer to paragraph 306 -
Width and length
Runway Object Free Area Q 800 ft 800 ft 800 ft 800 ft 800 ft 800 ft
Width 240 m 240 m 240 m 240 m 240 240
Runway Object Free Area R 1000 ft 1000 ft 1000 ft 1000 ft 1,000 ft 1000 ft
Length Beyond RW End5 300 m 300 m 300 m 300 m 300 m 300
Precision Object Free Area - See figure 3/6 -

1/ Letters correspond to the dimensions on figures 2-1 and 2-3.

2/ For Airplane Design Group III serving airplanes with maximum certificated takeoff weight greater
than 150,000 pounds (68,100 kg), the standard runway width is 150 feet (45 m), the shoulder width is
25 feet (7.5 m), and the runway blast pad width is 200 feet (60 m).

3/ Design Groups V and VI normally require stabilized or paved shoulder surfaces.

4/ For Airport Reference Code C-I and C-II, a runway safety area width of 400 feet (120 m) is
permissible.

5/ The runway safety area and runway object free area lengths begin at each runway end when stopway
is not provided. When stopway is provided, these lengths begin at the stopway end.

26
9/29/89 AC 150/5300-13

(2) AZ antennas require the area (2) EL antenna critical areas begin at the
between the antenna and the stop end of the runway be runway near edge and extend to 33 feet (10 m) outboard
cleared of objects that could reflect or block the signal. of the antenna site. They are 1,000 feet (300 m) in
Figure 6-3 illustrates this area. length, measured from the antenna toward the
approaching aircraft. These areas should be clear of
objects that could reflect or block the signal. Figure 6-5
illustrates this area.

Figure 6-3. AZ antenna critical area

a. Elevation Antenna. Descent guidance is

provided by the elevation (EL) antenna. The signal area
extends from the horizon to 30 degrees above the
horizon. The EL antenna height depends upon the beam
width but would not exceed 18.6 feet (5.7 m). Figure 6-5. EL antenna critical area

(1) The EL antenna site is at least b. Distance Measuring Equipment.

400 feet (120 m) from the runway centerline and 800 to Range information is provided by distance measuring
1,000 feet (240 to 300 m) from the runway threshold equipment (DME). DME antennas are 22 feet (6.7 m)
and should provide a threshold crossing height of 50 feet in height and normally are collocated with the AZ
(15 m). Figure 6-4 illustrates EL antenna siting. antenna. To preclude penetration of an approach
surface, the collocated AZ/DME antennas should be
placed 1,300 feet (390 m) from the runway end.

602. INSTRUMENT LANDING SYSTEM. The

instrument landing system (ILS) provides pilots with
electronic guidance for aircraft alignment, descent
gradient, and position until visual contact confirms the
runway alignment and location. Figure 6-2 illustrated
ILS component locations.

a. General. The ILS uses a line-of-sight

signal from the localizer antenna and marker beacons
and a reflected signal from the ground plane in front of
the glide slope antenna.

(1) ILS antenna systems are susceptible

to signal interference sources such as power lines,
fences, metal buildings, etc.
Figure 6-4. EL antenna siting
(2) Since ILS uses the ground in front of
the glide slope antenna to develop the signal, this area
should be graded to remove surface irregularities.

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(3) ILS equipment shelters are located should range from +1.0 percent to -3.0 percent, with
near but are not a physical part of the antenna smooth transitions between grade changes. Antenna
installation. supports shall be frangible and foundations should be
flush with the ground.
b. Localizer Antenna. The localizer (LOC)
signal is used to establish and maintain the aircraft's (4) The LOC equipment shelter is placed
horizontal position until visual contact confirms the at least 250 feet (75 m) to either side of the antenna
runway alignment and location. array and within 30 degrees of the extended longitudinal
axis of the antenna array.
(1) The LOC antenna is usually sited on
the extended runway centerline outside the runway c. Glide Slope Antenna. The glide slope
safety area between 1,000 to 2,000 feet (300 to 600 m) (GS) signal is used to establish and maintain the
beyond the stop end of the runway. Where it is not aircraft's descent rate until visual contact confirms the
practicable to locate the antenna beyond the end of the runway alignment and location. A GS differentiates
RSA, consult with the FAA Terminal Procedures precision from nonprecision approaches.
Specialist (TERPS) and consider offsetting the localizer
to the side to keep it clear of the RSA and to minimize (1) The GS antenna may be located on
the potential hazard to aircraft (See paragraph 305). The either side of the runway. The most reliable operation is
localizer critical area is illustrated in Figure 6-6. 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
glide slope critical area is illustrated in Figure 6-7.

NOTE: The X and Y dimensions vary depending

on the system used.
NOTE:The X and Y dimensions vary depending on the
X varies from 2,000 feet (600 m) to system used.
7,000 feet (2100 m).
X varies from 800 feet (240 m) to 3,200 feet (960 m).
Y varies from 400 feet (120 m) to 600 feet
(180 m). Y varies from 100 feet (30 m) to 200 feet (60 m).

Figure 6-6. ILS LOC siting and critical area Figure 6-7. GS siting and critical area

(2) The critical area depicted in (2) Signal quality is dependent upon the
figure 6-6 surrounding the LOC antenna and extending type of antenna used and the extent of reasonably level
toward and overlying the stop end of the runway should ground immediately in front of the antenna.
be clear of objects.
(3) The GS equipment shelter is located
(3) The critical area should be smoothly 10 feet (3 m) behind the antenna and a minimum of
graded. A constant +1 percent to -1.5 percent 400 feet (120 m) from the runway centerline.
longitudinal grade is recommended. Transverse grades

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Appendix 2

Appendix 2. THRESHOLD SITING REQUIREMENTS

1. PURPOSE. This appendix contains guidance on 4. EVALUATION CONSIDERATIONS.
locating thresholds to meet approach obstacle clearance
requirements. a. When a penetration to a surface defined in
paragraph 5 (threshold siting surfaces) exists, one or more
2. APPLICATION. of the following actions is required:

a. The threshold should be located at the beginning (1) The object is removed or lowered to preclude
of the full-strength runway pavement or runway surface. penetration of applicable threshold siting surfaces;
However, displacement of the threshold may be required
when an object that obstructs the airspace required for (2) The threshold is displaced to preclude object
landing airplanes is beyond the airport owner's power to penetration of applicable threshold siting surfaces, with a
remove, relocate, or lower. Thresholds may also be resulting shorter landing distance; or
displaced for environmental considerations, such as noise
abatement, or to provide the standard RSA and ROFA (3) Visibility minimums are raised.
lengths.
(4) Prohibit night operations.
b. When a hazard to air navigation exists, the amount
of displacement of the threshold should be based on the b. Relevant factors for evaluation include:
operational requirements of the most demanding airplanes.
(1) Types of airplanes which will use the runway
The standards in this appendix minimize the loss of
and their performance characteristics.
operational use of the established runway. These standards
reflect FAA policy of maximum utilization and retention of (2) Operational disadvantages associated with
existing paved areas on airports. accepting higher landing minimums.
c. Displacement of a threshold reduces the length of (3) Cost of removing, relocating, or lowering the
runway available for landings. Depending on the reason object.
for displacement of the threshold, the portion of the runway
behind a displaced threshold may be available for takeoffs (4) Effect of the reduced available landing length
in either direction and landings from the opposite direction. when the runway is wet or icy.
Refer to appendix 14 for additional information.
(5) Cost of extending the runway if insufficient
3. LIMITATIONS. runway length would remain as a result of displacing the
threshold. The environmental and public acceptance
a. These standards should not be interpreted as an aspects of a runway extension need also be evaluated under
FAA blanket endorsement of the alternative to displace or this consideration.
relocate a runway threshold. Threshold displacement or
relocation should be undertaken only after a full evaluation (6) Cost and feasibility of relocating visual and
reveals that displacement or relocation is the only practical electronic approach aids, such as threshold lights, visual
alternative. approach slope indicator, runway end identification lights,
localizer, glide slope (to provide a threshold crossing height
b. The standards in this appendix are not applicable of not more then 60 feet (18 m)), approach lighting system,
for identifying objects affecting navigable airspace and runway markings.
(14 CFR Part 77) or zoning to limit the height of objects
around airports (AC 150/5190-4). (7) Effect of the threshold change on noise
abatement.

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Appendix 2

5. LOCATING, DISPLACING, OR RELOCATING (1) No object should penetrate a surface that

THE THRESHOLD. The standard shape, dimensions, starts at the threshold and at the elevation of the runway
and slope of the surface used for locating a threshold is centerline at the threshold and slope upward from the
dependent upon the type of aircraft operations currently threshold at a slope 20 (horizontal) to 1 (vertical).
conducted or forecasted, the landing visibility minimums
desired, and the types of instrumentation available or (2) In the plan view, the centerline of this surface
planned for that runway end. extends 10,000 feet (3 000 m) along the extended runway
centerline. This surface extends laterally 200 feet (60 m)
Subparagraphs e, f, and g describe the minimum area on each side of the centerline at the threshold and increases
required for instrument approach procedures aligned with in width to 500 feet (150 m) at a point 1,500 feet (450 m)
the runway centerline. For nonprecision approach from the threshold; thereafter, it extends laterally 500 feet
procedures not aligned with the runway centerline, the area (150 m) on each side of the centerline. (See figures A2-1
is expanded on the side on which the procedure course lies. and A2-2.)
This expansion may splay up to 35° from runway. Both the
length of these areas and the expansion for offset alignment d. For Approach End of Runways Expected to
are determined through instrument approach procedure Support Instrument Night Circling.
development.
(1) No object should penetrate a surface that
a. For Approach End of Runways Expected to starts 200 feet (60 m) out from the threshold and at the
Serve Small Airplanes with Approach Speeds Less elevation of the runway centerline at the threshold and
Than 50 Knots (Visual Runways only, day/night). slopes upward from the starting point at a slope of
20 (horizontal) to 1 (vertical).
(1) No object should penetrate a surface that
starts at the threshold and at the elevation of the runway (2) In the plan view, the centerline of this surface
centerline at the threshold and slopes upward from the extends 10,000 feet (3 000 m) along the extended runway
threshold at a slope 15 (horizontal) to 1 (vertical). centerline. This surface extends laterally 200 feet (60 m)
on each side of the centerline at the starting point and
(2) In the plan view, the centerline of this surface increases in width to 1,700 feet (520 m) on each side of the
extends 3,000 feet (900 m) along the extended runway centerline at the far end of this surface. (See figures A2-1
centerline. This surface extends laterally 60 feet (18 m) on and A2-2.)
each side of the centerline at the threshold and increases in
width to 150 feet (45 m) at a point 500 feet (150 m) from (3) To obtain night minimum, penetrations to this
the threshold; thereafter, it extends laterally 150 feet (45 m) surface must be lighted to avoid displacing the threshold.
on each side of the centerline. (See figures A2-1 and A2-2.)
e. For Approach End of Runways Expected to
b. For Approach End of Runways Expected to Support Instrument Straight-In Night Operations.
Serve Small Airplanes with Approach Speeds of 50
Knots or More (Visual Runways only, day/night). (1) No object should penetrate a surface that
starts 200 feet (60 m) out from the threshold and at the
(1) No object should penetrate a surface that elevation of the runway centerline at the threshold and
starts at the threshold and at the elevation of the runway slopes upward from the starting point at a slope of
centerline at the threshold and slopes upward from the 20 (horizontal) to 1 (vertical).
threshold at a slope 20 (horizontal) to 1 (vertical).
(2) In the plan view, the centerline of this surface
(2) In the plan view, the centerline of this surface extends 10,000 feet (3 000 m) along the extended runway
extends 5,000 feet (1 530 m) along the extended runway centerline. This surface extends laterally 400 feet (120 m)
centerline. This surface extends laterally 125 feet (38 m) on each side of the centerline at the starting point and
on each side of the centerline at the threshold and increases increases in width to 1900 feet (570m) on each side of the
in width to 350 feet (110 m) at a point 2,250 feet (690 m) centerline at the far end of this surface. (See figures A2-1
from the threshold; thereafter, it extends laterally 350 feet and A2-2.)
(110 m) on each side of the centerline. (See figures A2-1
and A2-2.) (3) If the instrument approach procedure utilizes
an offset localizer with an offset angle of 3 degrees or less,
c. For Approach End of Runways Expected to the above surface is centered upon the final approach
Serve Large Airplanes (visual day/night); or Instrument course rather than the extended runway centerline. (See
Minimums ≥ 1 Statute Mile (day only). figure A2-3.)

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Appendix 2

(4) To obtain night minimum, penetrations to this g. For Approach End of Runways Expected to
surface must be lighted to avoid displacing the threshold. Accommodate Instrument Approaches Having
Visibility Minimums Less Than ¾ Mile, or a Precision
f. For Approach End of Runways Expected to Approach (Day or Night).
Accommodate Instrument Approaches Having
Visibility Minimums greater than or equal to ¾ Mile (1) No object should penetrate a surface that
but Less Than 1 Mile (day or night). starts 200 feet (60 m) out from the threshold and at the
elevation of the runway centerline at the threshold and
(1) No object should penetrate a surface that slopes upward from the starting point at a slope of 34
starts 200 feet (60 m) out from the threshold and at the (horizontal) to 1 (vertical).
elevation of the runway centerline at the threshold and
slopes upward from the starting point at a slope of 20 (2) In the plan view, the centerline of this surface
(horizontal) to 1 (vertical). extends 10,000 feet (3 000 m) along the extended runway
centerline. This surface extends laterally 400 feet (120 m)
(2) In the plan view, the centerline of this surface on each side of the centerline at the starting point and
extends 10,000 feet (3 000 m) along the extended runway increases in width to 1900 feet (570m) on each side of the
centerline. This surface extends laterally 400 feet (120 m) centerline at the far end of this surface. (See figures A2-1
on each side of the centerline at the starting point and and A2-2.)
increases in width to 1900 feet (570m) on each side of the
centerline at the far end of this surface. (See figures A2-1 (3) If the instrument approach procedure utilizes
and A2-2.) an offset localizer with an offset angle of 3 degrees or less,
the above surface is centered upon the final approach
(3) If the instrument approach procedure utilizes course rather than the extended runway centerline. (See
an offset localizer with an offset angle of 3 degrees or less, figure A2-3.)
the above surface is centered upon the final approach
course rather than the extended runway centerline. (See h. For Approach End of Runways Expected to
figure A2-3.) Accommodate Category II Approach Minimums.
Criteria are set forth in TERPS Order 8260.3B.

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Appendix 2

DIMENSIONAL STANDARDS* Slope

CAT. Runway Type Feet
(Meters)

A B C D E

Approach end of runways expected to serve 0 60 150 500 2,500 15:1

small airplanes with approach speeds less than50 (18) (45) (150) (750)
a. knots.
(Visual runways only, day/night)

b. Approach end of runways expected to serve 0 125 350 2,250 2,750 20:1
small airplanes with approach speeds of 50 knots (38) (110 (690) (840)
or more.
(Visual runways only, day/night)

c. Approach end of runways expected to serve 0 200 500 1,500 8,500 20:1
large airplanes(Visual day/night); (60) (150) (450) (2,550)
or instrument minimums ≥ 1 statute mile, day
only.

d.1 Approach end of runways expected to support 200 200 1700 10,000 0 20:1
instrument night circling. (60) (60) (520) (3,000)

Approach end of runways expected to support 200 400 1900 2 0 20:1

e. 1 10,000
instrument straight in night operations (60) (120) (550) (3,000)

Approach end of having visibility minimums 200 400 1900 2 0 20:1

f. 10,000
≥3/4 but < 1 statute mile, day or night. (60) (120) (570) (3,000)

Approach end of runways having visibility 200 400 1900 2 0 34:1

g. 10,000
minimums <3/4 statute mile or a precision (60) (120) (570) (3,000)
approach, day or night.

h. Approach runway ends having Category II The criteria are set forth in TERPS order 8260.3B
approach minimums or greater.

• The letters are keyed to those shown on figures A2-2 and A2-3.

Notes:
1. Obstacles that penetrate this surface must be lighted to avoid displacing the threshold.
2. 10,000 feet is a nominal value for planning purposes. The actual length of these areas is dependent upon the visual
descent point position of the instrument approach procedure.

Figure A2-1. Dimensional standards for locating thresholds

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Appendix 7

2. AIRPORT LAYOUT DRAWING. 3) Runways with 16 knots

crosswind.
a. Features:
4) Runways with 20 knots
a. Layout of existing and proposed facilities
crosswind.
and features.
(5) Airport Reference Point (ARP) - Show
(2) Wind rose and coverage analysis.
location based on ultimate airport
(3) Basic airport and runway data tables. configuration with latitude and longitude
to the nearest second.
(4) Legend and building tables.
(6) Topographic Information – Show
(5) Title and revision blocks.
ground contours at intervals of 2 feet to 10
(6) Sponsor approval block. feet (1 m to 5 m) depending on terrain.
Draw In with very light lines.
(7) List of approved modifications to FAA
Airport Design Standards, including (7) Elevations: Include the following:
proposed and planned modifications to
standards, such as the use of declared (a) Runway - at existing and ultimate
distances for airport design, expected to be ends, displaced thresholds,
approved as part of the ALP review and touchdown zones, intersections, high
approval process. and low points - accuracy to the
nearest 1/10 of a foot (1 cm) where
b. Preparation Guidelines: the elevation is not subject to change
(1) Sheet size - 22" x 34". with time.

(2) Scale - Determined by airport size. Stay (b) Structures on Airport – If Terminal
within range of 1" = 200' to 1" = 600' (1:2 Area Plan Drawing is not to be
000 to 1:8 000). included, show top elevations on this
sheet. Use table and numbering
(3) North Point and Datum References system.
(a) Indicate both True and Magnetic (8) Building Restriction Lines - Show on
North and the year of the magnetic both sides of runways and extend to
declination used. Orient the drawings airport property line or RPZ. Also, use to
so that north is to the top of the sheet. restrict buildings from "runway visibility
If this is not practicable, orient north zones. "
so that it is to the left.
(9) Runway Details - Include the following:
(b) Indicate the reference datum used for
all coordinates and elevations. The (a) Approach Visibility Minimums -
standard datums are North American Include designated or planned
Datum 1983—NAD 83 (horizontal approach visibility minimums (V, 1
coordinates) and North American MILE, 3/4 MILE, 1/2 MILE, CAT II,
Vertical Datum 1988—NAVD 88 or CAT III) in the Runway Data
(MSL elevations). Table.

(4) Wind Rose (b) Dimensions - Note length and width

(for existing and ultimate) within
(a) Cite data source (i.e., weather station) outline of runway. Include the
and time period covered. runway length in the Runway Data
(b) Include individual and combined Table.
coverage for:
1) Runways with 10.5 knots
crosswind.
2) Runways with 13 knots
crosswind.

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Appendix 8

Appendix 8. RUNWAY DESIGN RATIONALE

1. SEPARATIONS. Dimensions shown in airfields. As aviation developed, the alignment of takeoff
tables 2-1, 2-2, 3-1, 3-2, and 3-3 may vary slightly due to and landing paths centered on a well defined area known
rounding off. as a landing strip. Thereafter, the requirements of more
advanced airplanes necessitated improving or paving the
a. Runway to holdline separation is derived center portion of the landing strip. The term "landing
from landing and takeoff flight path profiles and the strip" was retained to describe the graded area
physical characteristics of airplanes. The runway to surrounding and upon which the runway or improved
holdline standard satisfies the requirement that no part of surface was constructed. The primary role of the landing
an airplane (nose, wingtip, tail, etc.) holding at a holdline strip changed to that of a safety area surrounding the
penetrates the obstacle free zone (OFZ). Additionally, the runway. This area had to be capable, under normal (dry)
holdline standard keeps the nose of the airplane outside the conditions, of supporting airplanes without causing
runway safety area (RSA) when holding prior to entering structural damage to the airplanes or injury to their
the runway. When the airplane exiting the runway is occupants. Later, the designation of the area was changed
beyond the standard holdline, the tail of the airplane is to "runway safety area," to reflect its functional role. The
also clear of the RSA. Additional holdlines may be runway safety area enhances the safety of airplanes which
required to prevent airplane, from interfering with the ILS undershoot, overrun, or veer off the runway, and it
localizer and glide slope operations. provides greater accessibility for firefighting and rescue
equipment during such incidents. Figure A8-1 depicts the
b. Runway to parallel taxiway/taxilane approximate percentage of airplanes undershooting and
separation is determined by the landing and takeoff flight overrunning the runway which stay within a specified
path profiles and physical characteristics of airplanes. The distance from the runway end. The runway safety area is
runway to parallel taxiway/taxilane standard precludes any depicted in figure 3-1 and its dimensions are given in
part of an airplane (tail, wingtip, nose, etc.) on a parallel tables 3-1, 3-2, and 3-3.
taxiway/taxilane centerline from being within the runway
safety area or penetrating the OFZ. b. Recent Changes. FAA recognizes that
incremental improvements inside standard RSA
c. Runway to airplane parking areas is dimensions can enhance the margin of safety for aircraft.
determined by the landing and takeoff flight path profiles This is a significant change from the earlier concept where
and physical characteristics of airplanes. The runway to the RSA was deemed to end at the point it was no longer
parking area standard precludes any part of a parked graded and constructed to standards. Previously, a
airplane (tail, wingtip, nose, etc.) from being within the modification to standards could be issued if the actual,
runway object free area or penetrating the OFZ. graded and constructed RSA did not meet dimensional
standards as long as an acceptable level of safety was
2. OBSTACLE FREE ZONE (OFZ). The portion provided. Today, modifications to standards no longer
of the OFZ within 200 feet (60 m) of the runway apply to runway safety areas. (See paragraph 6) Instead,
centerline is required for departure clearance. The FAA airport regional division offices are required to
additional OFZ, beyond 200 feet (60 m) from runway maintain a written determination of the best practicable
centerline, is required to provide an acceptable alternative for improving non-standard RSAs. They must
accumulative target level of safety without having to adjust continually analyze the non-standard RSA with respect to
minimums. The level of safety for precision instrument operational, environmental, and technological changes and
operations is determined by the collision risk model. The revise the determination as appropriate. Incremental
collision risk model is a computer program developed improvements are included in the determination if they are
from observed approaches and missed approaches. It practicable and they will enhance the margin of safety.
provides the probability of an airplane passing through any
given area along the flight path of the airplane. To obtain 4. RUNWAY OBJECT FREE AREA (ROFA).
an acceptable accumulative target level of safety with The ROFA is a result of an agreement that a minimum
objects in the OFZ, operating minimums may have to be 400-foot (120 m) separation from runway centerline is
adjusted. required for equipment shelters, other than localizer
equipment shelters. The aircraft parking limit line no
3. RUNWAY SAFETY AREA. longer exists as a separate design standard. Instead, the
separations required for parked aircraft and the building
a. Historical Development. In the early years of restriction line from the runway centerline are determined
aviation, all airplanes operated from relatively unimproved by object clearing criteria.
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Appendix 8

5. RUNWAY SHOULDERS AND BLAST PADS. ground. The Department of Commerce concurred with
Chapter 8 contains the design considerations for runway the recommendation on the basis that this area was
shoulders and blast pads. "primarily for the purpose of safety and convenience to
people on the ground." The FAA adopted "Clear Zones"
6. CLEARWAY. The use of a clearway for takeoff with dimensional standards to implement the Doolittle
computations requires compliance with the clearway Commission's recommendation. Guidelines were
definition of 14 CFR Part 1. developed recommending that clear zones be kept free of
structures and any development which would create a
7. STOPWAY. The use of a stopway for takeoff place of public assembly.
computations requires compliance with the stopway
definition of 14 CFR Part 1. In conjunction with the introduction of the RPZ as a
replacement term for clear zone, the RPZ was divided into
8. RUNWAY PROTECTION ZONE (RPZ). "object free" and "controlled activity" areas. The RPZ
Approach protection zones were originally established to function is to enhance the protection of people and
define land areas underneath aircraft approach paths in property on the ground. Where practical, airport owners
which control by the airport operator was highly desirable should own the property under the runway approach and
to prevent the creation of airport hazards. Subsequently, a departure areas to at least the limits of the RPZ. It is
1952 report by the President's Airport Commission desirable to clear the entire RPZ of all aboveground
(chaired by James Doolittle), entitled "The Airport and Its objects. Where this is impractical, airport owners, as a
Neighbors," recommended the establishment of clear areas minimum, shall maintain the RPZ clear of all facilities
beyond runway ends. Provision of these clear areas was supporting incompatible activities. Incompatible activities
not only to preclude obstructions potentially hazardous to include, but are not limited to, those which lead to an
aircraft, but also to control building construction as a assembly of people.
protection from nuisance and hazard to people on the

Figure A8-1. Approximate distance airplanes undershoot and overrun the runway end
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Appendix 16

Table A16-1B. Approach Procedure With Vertical Guidance (APV)

Approach Requirements (LNAV/VNAV)

Visibility Minimums1 < ¾-statute mile < 1-statute mile 1-statute mile >1-statute
mile

Height Above Touchdown2 250 300 350 400

TERPS Glidepath Qualification Clear
Surface (GQS)3
TERPS Paragraph 251 34:1 clear 20:1 clear 20:1 clear, or penetrations lighted for night
minimums (See AC 70/7460-1)
Precision Object Free Area Required Not Required
(POFA) 200 x 8004
Airport Layout Plan5 Required
Minimum Runway Length 4,200 ft (1,280 m) 3,200 ft (975 m)6 3,200 ft(975 m)6,7
(Paved) (Paved)
Runway Markings (See AC Precision Nonprecision7 Visual
150/5340-1) (Basic)7
Holding Position Signs &
Markings(See AC 150/5340-1 Precision Nonprecision
and AC 150/5340-18)
Runway Edge Lights8 HIRL / MIRL MIRL/LIRL

Parallel Taxiway 9 Required Recommended

10 11
Approach Lights MALSR, SSALR, or ALSF Required Recommended
Runway Design Standards; e.g., <3/4-statute mile approach ≥ 3/4-statute mile approach visibility minimums
Obstacle Free Zone (OFZ) 12 visibility minimums
Threshold Siting Criteria To Be Appendix 2, Appendix 2, Appendix 2,
Met 13 Paragraph 5g Paragraph 5f Paragraph 5 a,b,c,d,e
Criteria Criteria Criteria
Survey Required
(see Table 16-2) Line 7 Line 6 Line 6 Line 6

1. Minimums are subject to the application of FAA Order 8260.3 (TERPS) and associated orders. For CAT D Aircraft add ¼ mile.
2. The Height Above Touchdown (HAT) indicated is for planning purposes only. Actual obtainable HAT may vary.
3. The Glidepath Qualification Surface (GQS) is applicable to approach procedures providing vertical path guidance. It limits the
magnitude of penetration of the obstruction clearance surfaces overlying the final approach course. The intent is to provide a
descent path from DA to landing free of obstructions that could destabilize the established glidepath angle. The GQS is centered
on a course from the DA point to the runway threshold. Its width is equal to the precision “W” surface at DA, and tapers
uniformly to a width 100 feet from the runway edges. If the GQS is penetrated, vertical guidance instrument approach procedures
(ILS/MLS/WAAS/LAAS/Baro-VNAV) are not authorized
4. This is a new airport surface (see paragraph 307).
5. An ALP is only required for obligated airports in the NPIAS; it is recommended for all others.
6. Runways less than 3,200’ are protected by 14 CFR Part 77 to a lesser extent (77.23(a)(2) is not applicable for
runways less than 3200 feet). However runways as short as 2400 feet could support an instrument approach provided
the lowest HAT is based on clearing any 200-foot obstacle within the final approach segment.
7. Unpaved runways require case-by-case evaluation by regional Flight Standards personnel.
8. Runway edge lighting is required for night minimums. High intensity lights are required for RVR-based minimums.
9. A parallel taxiway or other taxi route must lead to the threshold and, with airplanes on centerline, keep the airplanes outside the
OFZ.
10. To achieve lower visibility minimums based on credit for lighting, a TERPS specified approach light system is required.
11. ODALS, MALS, MALSF, SSALS, and SALS are acceptable.
12. Indicates what chart should be followed in the related chapters in this document.
13. Circling procedures to a secondary runway from the primary approach will not be authorized when the secondary runway does
not meet threshold siting (reference Appendix 2), OFZ (reference paragraph 306) and TERPS paragraph 251 criteria.

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Appendix 16

Table A16-1C. Nonprecision Approach Requirements

Visibility Minimums1 < 3/4-statute mile < 1-statute mile 1-statute mile >1-statute
mile

Height Above Touchdown 2 300 340 400 450

TERPS Paragraph 251 34:1 clear 20:1 clear 20:1 clear or penetrations lighted for
night minimums
(See AC 70/7460-1)
Precision Object Free Area Required Not Required
(POFA) 200 x 8003
Airport Layout Plan4 Required

Minimum Runway 4,200 ft (1,280 m) 3,200 ft (975 m)5 3,200 ft (975 m)5,6
Length (Paved) (Paved)
Runway Markings (See AC Precision Nonprecision6 Visual
6
150/5340-1) (Basic)
Holding Position Signs &
Markings (See AC 150/5340-1 Precision Nonprecision
and AC 150/5340-18)
Runway Edge Lights7 HIRL / MIRL MIRL / LIRL

Parallel Taxiway 8 Required Recommended

10
Approach Lights9 MALSR, SSALR, or Required Recommended
ALSF Required
Runway Design Standards, e.g. <3/4-statute mile approach ≥ 3/4-statute mile approach visibility minimums
Obstacle Free Zone (OFZ)11 visibility minimums
Threshold Siting Criteria To Be Appendix 2, Appendix 2, Appendix 2,
Met 12 Paragraph 5g Paragraph 5f Paragraph 5 a,b,c,d,e
Criteria Criteria Criteria

Survey Required Line 5 Line 4 Line 3 Line 3

(see Table 16-2) Line 2

1. Minimums are subject to the application of FAA Order 8260.3 (TERPS) and associated orders. For CAT D aircraft add ¼ mile;
CAT D minimum visibility ¾ for localizer approach, 1 mile for other non-precision approaches.
2. The Height Above Touchdown (HAT) indicated is for planning purposes only. Actual obtainable HAT may vary.
3. This is a new airport surface (see paragraph 307).
4. An ALP is only required for obligated airports in the NPIAS; it is recommended for all others.
5. Runways less than 3,200’ 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 HAT is based on clearing any 200-foot obstacle within the final approach
segment.
6. Unpaved runways require case-by-case evaluation by regional Flight Standards personnel.
7. Runway edge lighting is required for night minimums. High intensity lights are required for RVR-based minimums.
8. A parallel taxiway or other taxi route must lead to the threshold and, with airplanes on centerline, keep the airplanes outside the
OFZ.
9. To achieve lower visibility minimums based on credit for lighting, a TERPS specified approach lighting system is required.
10. ODALS, MALS, MALSF, SSALS, and SALS are acceptable.
11. Indicates what chart should be followed in the related chapters in this document
12. Circling procedures to a secondary runway from the primary approach will not be authorized when the secondary runway does
not meet threshold siting (reference Appendix 2), OFZ (reference paragraph 306), and TERPS paragraph 251 criteria.

294