Draft Regulatory Requirements and Definition of Terms1/3/09 AC 150/5100-13 CT M 12
Chapter I. REGULATORY REQUIREMENTS
AND DEFINITION OF TEMNIS
1. GENERAL. Section 103 of the Federal ,1-,Tiauon
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 flollovvim)-, arnono offher
things, as being in the public interest: (a) The regulation of
air
ir 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 ei-vil aeronauties ......
This public charge- in effect- requires the
development and nianalenance ofj a national system of sale.
delay-firce., and cost-effective airports. I "no use of the
standards and recommendations contained, in thrs
publication in the design of airports supports this public
charoe. These standards and reconunendatioris, hovvever,
do not limit orre(,Lticit,-tla,-operations of aircraft.
1 DEFINITIONS. As used it, this publication, the
follo"ving terms incarn:
grouping ot aircral,
J�Alpproaeh Cafegoiy. A fl
based on 1.3 times their stall speed in their landing
configuration -it the certificated maNimurn flop setting and
Ina'Xin'111111 landing w-eight, at standard atmospheric
tio
categories -e as follows:
conditions. Me e, gories at
Category A: Speed less than 91 knots.
Catcgon B: Speed 91 knots or niore but less
than 121 knots-
Cate-oi),' C: Speed 1121 knots or more but
less than 141, knots.
Cateoory D: Speed 141 knots or more but
less than 166 knots.
Category E: Speed 166 knots or more.
7 -
Airpkine Desi�m Group (ADG). A grouping of
-tirplan
es based on --oincyspan or tail height. Where an
, ad rplane is in two categories-, the most demanding ealqgory
shoul
d -ild be used. The groups are as follows:
Group 1: Up to but not including 49 fee!
(15 n I wingspan or tail height up to but not including 20
feet.
Group 11: 49 feet (15 in) up to but not
including 79 feet (24 in) wingspan ortail height from 20 up
to but not including 30 feet -
Chap 1
Group ITT: 79 feet (24 m) up to but not
including 118 feet (36 in v-,'ingspan or tail height from ' 30
up to but not includmo-- 45 feet,
Group IV: H 8 feet (36 in') up to but not
including 171 feet il52 ni), wingspan or tail height froin 45
up to but not including 60 feet.
Group V: 171 feet (52 in) up to but not
including 214 feet (165 in") NNi11gSDd11 Of tail height front 60
up to but not including 66 feet.
01-011D VI: 214 feet (65 a,) up to but not
including 2162 feet (90 in) tvingspan or tail hoigbt froin 66
up to but not including 80 feet.
Table 1-1. Airplane Design Groups (ADC
Group N
1
Tail Height (ft) j
20
%ingspan (M 1
<49
11
20 - <30
49 - <79
IV
Y; - <4D j
j 45 - <60 i
79 - <1 18
I Is - -lil/ I
V
60 - <66
. .. .... ... .....................
171 - <214
V1
66 - <80
2114- <262
.4irWort Elevation. The highest point on ariairport's
usable runway cxpressed in fee', above mean sea level
(iSL).
Air port I avow Man (41,P). The plar, of an an mort
shoeing the la exit of c-,,'isfino and Proposed aimort
Facilities.
'irporl Re -ei -if (IRP). The latitude and
fti vice Poh
longitude of the approximate center of the airport.
Blast Fence, A barrier used to divert or dissipate jet
blast or propeller wash.
Bzfildhnv Resulciion Line (81?L). A fine v,,hich
Mentifies suitable building area locations on airports.
Clear Torre. See Ruirwav Protection Zone.
Clearwv - v A defined rectangular area
beyond the end of a run -way cleared or suitable for use in
lieu of rUuVVaV to satisfy takeoff distance requirements.
Compass Calihration Fad. All aiq-,ort facility used
for calibrating an aircraft compass.
AC 150/5300-13 CJ IG 10
9 29/€16
1)ecicareel Distances_ The distances the airport ow ier
declares available R" rite ainplarre4s taly€ Of i rttn, takeoff
distance, accelerate. -stop distance, and landing distance
requirements. The distances are:
Takeq# run available (TC?RAj, The runway
length declared available arid. suitable for the ground run of
ail airplane taking Gaff;
?'a ccgJf clistcance arailczlle ,'IOD 1j. The
"iT ORA phis the length of any remaining runway or
clear. -ay (CAS Y) beyond the far end of the TORA;
NOTE: The full length of T ODA may not be usable for all
takeoffs because of obstacles in the departure area. The
usable TODA length is aircraft performance dependent
and, :as smell, niust be determined by the aircraft operator
before each talreoff and requires knowledge of the location
of each controlling obstacle in the departure area.
tccchrate-stop distance mvcilable t2S 11. The
runvv'a Pius sfoPway (SWY) length declared available and
suitable for th}e acceleration and deceleration of an airplane
alaortirTg , takeofE and
L candling distance av aiicable LDA . The rtinwax
length declared available and suitable for a landing- airplane.
Fixed Bv Punction ,At AIJ). An air navigation aid
(N AVAID) that must be positioned it) a particular location in
cadcr to Provide ide ail 'cssential bent#it for civil aviation is fixed
by function. Ehceptions are:
a. Equipment shelters, junction boxes,
transi'orniers, and other appurtenances that support a fixed b,
function NAVAL are not fined by function unless operational
requirements "e(Tuire them to be located in close proximity to,
the NA_JEiiD.
b. Some NAVAT—Ds, such is localizers, can
provide beneficial per forniance, even v h ,n diey are riot located
at their optimal location. These NA VAIDS are not fixed by
function.
1%rarrgihle .A'AVAID. A navigational aid (NYkVAID)
which retains its structural integrity and stil ness up to a
designated maximurn Toad, but on impact from a greater load,
breaks, distorts, or yields in such a manner as to present the
minimum hazard to aircraft. The tern NAVAID includes
electrical and visual air navigational aids, lights, signs, and
associated supporting equipirent.
Nazar cI to riia arn>a rntio:a. Ail object which, as a result
of an aeronautical study- the FAA determines will have a
substantial adverse effect upon the sale and efficient use of
navigable airspace by aircraft_ operation of' air navig-ation
facilities, or existing or potential airport capacity.
Lizae r!ir playa . in airplane of mare t(lan
12-500 pounds (5 7()0 kg) ma`iit; urn certificated tai_eo f
xx'eiallt.
Lmr Impact Resistant supports (L RS). Supports
designed to resist operational and environmental static loads
and fail xv"hen subjected to a shock load such as that from a
colliding aircraft.
)gject. Includes, but is not, limited to above ground
structures_ NAVA1)s, people, equipment. vehicles. natural
groxith,terrain, and parked aircraft.
Object Pree Area (10PA). An area on the ground
centered on a runx% "_ taxiway, or taxilane centerline provided
to enhance the safely of aircraft operations by having the area
free of objects_ except for obi ets that need to be. located in the
FA for air navigation or aircraft around €uaneuvering
purl}oses.
Otstacle Clearance Sm-face (OCS). Air inclined
oci4faclr_ evalcua[ion surface associated V,.itlh aaiidepath. Tire
separation between this surface and the glidepath angle at any
given distance from GPI defines the Is INIa4UM required
obstruction clearance at that point.
Obstacle lit-ee Zone (<J1{'1,). The C)FZ is the airspace
belov, I50 feet (45 in) above the esiablished airport elevation
acid alonL f€ii: rliirxt'fiv and extended rnn'vl"a}' Ct;iltei'3 it}c tila is
required to be clear of all objects, except for frangible visual
NIiVATDs that tweed to be located in the OFZ because of their
funetion, in order to provide clearance proteiiicin for aircraft
landing or taking- off from the runway. and for tinssed
approaches. The O 1, is sub -divided as flollo-vvs:
Ria nva'V OFZ The airspace above a surface
centered oil file rnnNITV centerline.
Inner -approach OFZ the airspace above a
surface centered on the extended runway centerline. it applies
to ruir� ays Stith ailapproach lighting system.
barter-irans tionol OF, 'Mlle airspace above the
surfaces ideated on the outer edges of the rtam ry OFZ and the
inner -approach OFZ. It applies to runways with approach
visibility minimums lower than 3/4-statute mile (1200 m).
Obstruction to Air Navigation. Ali object of greater
height than any of the heights oi- surfaces presented in Subpart
C of Code of Federal Regulation (14 CFR), Part 77.
({obstructions to air navigation are presumed to be hazards to
air navigation until an FAA stud✓ has determined otherwise.)
i recision .4pproach Categog I (C 1i Ij Rianvay. A
runway with an instrument approach procedure which provides
for approaches to a decision height (D-H) of not less than
2t)fi beet (60 ul) and -visibility of not less than 112 mile (800 in
or Runway Visual Panne (RAIR) 2400 PVR 1500 xuith
operative touchdown zone and runway centerline lights).
Chap I
I / 11 X) 8
AC 11 50/5300-13 CT J,`j 12
Precision Approach Categoi7, 11 (CAIT 11) Minivqv% A
runway with -,,in instrument approach procedUre V"llich provides
for approaches to a mininna less that-, CAT I to as lovv as a
decision height (DH) of not less than 100 feet (30 in) and RVR
of not less than RVR 1200.
Precision 1pproach Category III (C14T 111j Runway.
r.
A FLUMn UNIT ith an instrument approach procedure N"hich
provides for approaches to minima less than CAT H.
Rumi,wv (RIV). A defined rCCW1hZUh1r SUrfilCO Oil a1I
airport Prepared or suitable for thle landiri„ or takeoff of
air
planes.
Rum,vav Blasi Paul. A surface ad,iiccrt to the ends of
runways provided to reduce the erosive cf[cot of Jet blast and
propeller Nvash .
Ranirav Prorectio;i Zone (,T1PZ). An area off the
runway end to enhance the protection of people and propert-v
on the around.
Rumveov Saletv 4rea A defined surface
surrounding the ruinvav prepared or suitable For reducing the
risk of damage to airplanes iri the event of an, uridersnoct,
overshoot, or excursion from the runway.
boulder. An area a4tacent to the edge of paved
run,wn-vs. Laxiv,,ay--;- or aprons prowiding a transition
betv,cen the pavernent and the adjaceril. surface-, Support for
aircraft running off the pavement, enhanced drainage, and
blast protection.
5`jnoll Airplone. An airplane of 12500pounds
(IS 7010 k6) o � or less, mat imurn certificated takcoff'N�cligj-rt.
Stop wn - v (STIVY). A defined rectangular surface
bevond the end of a rumvYN' prepared or suitable for use ir7
lien of rUrovay to support an airplane, -Without causing
structural damage to the airplane, during an aborted fakcoff.
Taxilane (TI), The portion of the aircraft parking
area used for access bet-vveen taxi -ways and aircraft pliriong
positions.
6`01"). A defined path established for the
taxiing of aircraft from one part of an airport to another.
7 cixhvza v Sq/etv Area (T5,4). A defined surface
alongside the luxiway prepared or for reducing the
risk of (larnage to an airplane uninteritionally departing the
taxi Way.
Threshold (77T). The beginning of that portion of
the runway available for landing. In some instances, the
landing threshold rilay be displaced.
0 islylaced 7hreshold. A threshold that is
located at a point on the rurn-vay other than I he design ited
beginning of the runway.
T'iswil A runway without an
existing or planned straight -in insnrlrucm approach
I z:1
procedurc.
3. RELATED/REFERE-NCED READING
MATERIAL. The following is a listing of documents
referenced in other parts of this advisory circular. Advison!
Circulars 00-2 and 00-44 rilay lac; obtained bw -writing to:
'Flic U.S. Department of Transportation; U'tili/at-Pon. and
Storage Section. M-443.1 Washingtoil- D.C. 20590. 'file
most current versions of the ACs listed below we available
online at www,fiaa.-Ov.
NOTE: Same of the ACs in this paragraph have been
cancelled but ere still referenced in the main
document. They will continue to be listed here and
shown as cancelled until the next compiete revision of
the document.
a. AC 00-2-1 Advisory Circular Chectlist.
rb. AC 00-44, Status of' Federal Avaiion
Regulations.
C. AC 20-35,Tiedown Sense.
d. AC 70/7460-1. Obstruction Marking and
Lighting.
C. AC 70/7460-2, Proposed Construction Or
Alteration of Objects thal Mav Affect the Navigable
Airspace. (Cancelled)
1' AC 107-1,,Avia11;On See L -il-,'-Airports.
(Y. AC 120-29, Criteria for Approving
Category I and Catogwy 11 Landing TMI-infilla for FAIR Part
121 Operators.
h. AC 150/5000-3. Address List for Realional
Aim, arts Divisions and Airports District/Field Offices.
("Ca
ncelled;
L AC 150/5060-5- Air , port Capacit, and Delay.
i*AC 1 50/50-70-q Planning the Airport
Industrial Park.
L AC 150/5070 -6. Airpo-1, M iaster Plans.
I,,
i. AC 150/5190-1, Minimum Standards fOr
Commercial Aeronautical Activities on Public A-111,11orts.
tCancelled by AC 150/5190-5)
AC 150/5300-13 ClIG 12
M. AC 1 150/5190-4, A Model. Zoning Ordinance
to Limtit llci,,Ylil of ObJcct:� Arotaid Airports.
AC 150/5190-5. Exclusive Rights and
IvIi-ninitan Standards for Conimereial Aeronautical ActiVities.
(Cancelled by AC 150/5190-6 and AC 150/519()-7',,
AC 150/5190-6, Exclusive Rights at
Fe -de raliv-Obligated Airports
p. AC 150/5190-7, Nfininutal Standards for
Commercial Aeronautical Activities
q. AC 150/5200-33, lla7ar(IOUS Wildlife
Attractants On or Nlear Airports.
AC 150/5220-16, Automated Weather
Observing S-y steins (,,,,WOS') ior Non -Federal Applications.
S. AC 15(!15230-4, Aircraft FLICI SICIT-ag',
I lwadljrlg, and Dispensing on An -ports.
t, AC 150/531-0-5. Airport Drainage.
U. AC 150/5320-6. Airport Pav-emcnt Design
and E-valuahon.
V. AC 150`S320-14, Airport Landscaping for
Noise Control Purposes.
W. AC 150/5325-4t RLIuXVaV Longth
Requirements for Airport Design.
x. AC 150/5340- 1, Standards for Airport Marking.
i. AC 150/5340-5, Segmented C-ile-le Marker
Svstems.
Z. AC 150/5340-14, Economy Approach
Lighting Aids. (Cancelled by AC 150/5340-30)
aa. AC 15015340-18, Standards for Airport Sign
Systems.
bb. AC 150/5340-21, Airport Miscellancotus
Lighting Visual Aids. (Cancelled by AC 150/5340-30)
1C. AC 150115340-24-, Rm,,van, and Taxiwav Edge
Lighting System. (Cancelled by AC 150/5340-30)
Z� -
Lid. AC 1150/5340-28, Precision Approach Path
indicator(PAPI) Systems. (CancelledbyAC 150/5340-30)
Ce, AC 150/5340-30, Design and installation
Details for Airport Visual Aids
ff. AC 150/5345-52, Generic Visual Slope
Indicators (,GVGl).
4
1/3/08
og. AC - 150/5360-13- Planning an(! Design
Ouidclincs for Airport''Fermbal FacRitios.
hh. AC 150/5370-10, Standards for Specifying
ConstTuctiori of Airports.
i. AC 150/53 90-2- Heliport D ,, sign.
J. 14 CfR Part 23, Ainvorthiness Standards:
Normal, Utility, Acrobatic, and Conuaruter Catego-T-Y,
Airplanes.
kk. 14CFR Part -')5, AirwortInness Standards:
Transport Category Airplanes.
H. 14 CFR Part 77- 01jeets Affecting Navigable
Airspace,
mr.a. 14 CFR Part 9T Standard Instrument
Approach procedures.
all. 14CFR Part 135. Operating Requiremmrts:
Commuter and 01-, Deinand Operations and Rules
Go-vemino Persons On Board Such Aircraft.
00. ! 4 CFR Part 139, Certification of Airports.
pp. 14 CFR Part 151. Federal Add to Airports.
qq. 14 CFR Part 152, Airport Aid Program.
IT. 14 CFR Part 153, Acquisition of U.S. Land
1 .1
for public Airpmls. (Removed from'I'l t, to 14)
, -
14 CAequi rR Part 154- sition of Land for
Public Airports Under the An -port and Ain ay
Development Act of 1970. (Removed from Title 14)
-Lt. Construction-
14 CFR Part 157- Notice of
Alteration, Activation, and Deactivation of Airports.
um Order 1050.1. Policies anti Procedures for
Considering En-vironmental Impacts.
W. Order 5050.4, Airport Environmental
Hand
book.
vV. Order 51003(9, Air -port 1111pr(ylement
Program ,Affl) handbook.
xx. Orde-7400.,, Pi-ocedures fur Handling
Airspace Matters.
yv. Order 8200. 1, United States Standard Flight
Inspection Manual-
zz. Order8260.3, United States Standard for
f I emminal Instrurnent Procedures (TERPS).
AC 150/5300-13 Cl 1G, 10
-4, AIRPORT REFERENCE COaLjARC tie
AR-C is to codii-ig, system used to relate airport desi�ir
criteria to the operational and pir47sical characteristics of the
ain planes intended to operate at the airport.
a. Coding System. The airport reference code
has fAvo components relating to the airport design aircraft.
he first component, depicted by it letter, is the aircra I
approach and relates to aircraft approach speed
(operational characteristic"). -"he second component,
depicted by a Roman ni-inieral, is the airplane design groilp-
and relates to airplane wing -pan or tailheight (physical
characteristics), vvIriehever is the most restrictive.
Generaliv, ruriways standards are related to aircraft
approach speed, airplane voingepan, and designated oi-
planned approach visibility minimums. I axiway and
taxilpnc standards are related to airplane design gi-rup.
h. Airnqrtj2csi�_rn. Airport design first requires
selectinthe ARC(s)> then the lowest designiated or planned
approach visibhity inhriniurris for each run\Nay- and then
applying the airport design
it criteria associated with the airport
reference code and thl_ desinnated or planned approach
visibility iiinnimunis.
(1) An upgrade in the first component of the
ARC Lnay result in an inercase in airport design standards.
'Fable I -I depicts these increases.
An unorade in the second conipoticnt of
the ARC generally will result in a major increase at airport
design standards.
0) An airport upgrade to, provide for lower
approach visibility nihanitinis may result in an increase in
airport design standards. Table':-' depicts these, increases.
(4) Operational ininimurns are based cat
current criteria, runways- airspace, and insirurnentation.
Unless this is taken into consideration in the development of
the airport, the operational irrinhurairs rnav be other than
proposed.
(5) For airports, v3ith tXA0 or more ruinvvays, it
may be desirable to design all airport elements to meet tire
requirements of the most demanding ARC. However, it may
be niore practical to design some airport elements, c.a_ a
secondary ruwaay and its associated taNiwaNi_ 'to standards
associated with a lesser demanding ARC.
5, AIRPORT LAYOUT PLAK An Airport Layout
Plan (ALP) is a scaled dra-vving of existing and proposed land
and facilities necessary for the operation and development of
the airport. Any airport will benefit froril a carefully developed
plan that reflects current FAA design standards and planning
critei-iii. For guidance on developing An -pint Master Plans,
refer to AC 150,15070-6,,-,Iii7)o;,tlfasTel- Plans,
a. FAA -Approved ALP. All airport development
carried out at Federally obligated airports reset be done in
accordance with an FAA -approved UP. The FAA -approved
Chat-) I
ALP, to the extent practicable, should conform to the FAA
airport desisii standards oxisfing at the time of its approval.
Due To unique site, crivirornneirtal, or other constraints, the
FAA may approve an ALP not fully complying with design
standards. Such approval requires in FAA study and finding
that the proposed modification is safe for 'the specific site and
conditions. When the FAA upgrades a standard, airport
owners should, to the extent practicable,_ ; nel tide the upgrad cin
the ALP before starthi-I'Liture development.
b- Guidance. AC 150/5070-6, Airport Master
Plans, contains background information on the development of
Z�
ALPs, as well as a detailed listing of -this various components
that constitute well-appointed ALP.
C. Electronic Plans. The FAA recomniends the
development of electronic ALF's -where practical.
MODIFICATION OF AIRPORT DESIGN
STANDARDS TO MEET LOCAL CONDITIONS,
"N4odification to standards-trearis any change to FAA design
standards other than dimensional standards for runway SafetN
areas. Unique local conditions may require niodificinton to
airport design standards for a specific airport. A modification
to art airport design standard related to new construction,
recOaStfl,101011, expansion, or upgrade on art airport which
received Federal aid requires FAA approval. The MCIUCSI for
inodification should show thaa tl,c modification will provide an
acceptable ICVC1 Of S,11'etV, CCO110111y, durability, and
workmanship. Appendixes 8 and 9 discuss the relationship
bevvveen airplane physical characteristics and the design of
airport elements. This rationale along with the computer
program cited in appendix II may be used to shove that the
troditication ?gill provide an acceptable lcvel of safety for the
specified conditions, including the type ofaircraft.
7, NOTICE TO THE FAA OF AIRPORT
DEVELOPMENT. 1,
1 C1R Part 1157
, Notice of Construction,
Activation, and Deactivation of Airports. requires persons
proposing to construct. activate- or deactivate an airport to give
notice of their intent to the FAA. The notice applies to
proposed alterations to the takeoff and landing areas, traffic
patterns,
)a I t and airport use, c.2_ a change front privetuseto
pUblic-use.
a. Notice Procedure. 14 CFR Pail 157 requires
airport proponents to notilfy the appropriate FAA Airports
Regional or District Office at least 30 days before construction,
alteration, deactivation, or the date of the proposed change in
use. In an emergency involving essential public service,
health, or safm. or when delay would result in a hardship, a
proponent may nor 'he FAA by 'telephone and submit
.✓ L
Form 7480-1 - Notice of LaqdinL, Area Pr000sal- within 5 days.
b. The No -Lice. I lie notice consists of a completed
FAA Form 7480-1. a layout sketch, and a location map. The
layout sketch should show the airport takeoff aid landing area
configuration in relation to buildings, trees, fences, power
lines, and other similar significant features. The preferred type
of location map is the 7_5 ininuto U.S. Geological SLm'Tv
AC 1_50/5300- 13 CI IG- 10
9/29/06
Quadrangle Map showing the location of' the airpoo, site.
Forin 7180-1 lists FAA Airporls, 01' cc addresses.
C, FAA Acton. "'lie FAA CValUatCS the airport
proposal for its impact upon thc: safe and efficient use of
navigable airspace, operation of air navigation facilities,
existing or potential airport capacity- and safely of persons and
properiv oil the ground. The FAA notifies proponents of the
results of the FA -A eVlIUa1j01l.
d. 11crialtv for Failure to Provide Notice. Persons
v,110 fail to gi ve notice are subject to civil pcjialt_.
8, NOTICE TO THE FAA OF PROPOSED
CONSTRUCTION. 14CFR Part 77, Objects Affecting,
Navigable Aiispace, requires persons proposing any
COTISIRICI[1011 or alteration described ill IA CFR Section 77 . I ' (a)
to rye 30-day, notice to the FAA of their talent. This includes
aliv Construction Or alteration of structures l3lorc thall 100 feet
(61 m) ill height above the around level or at a height that
penetrates defined iniaginar,- gurfiaces located in the -icinify of
public i -uscairport.
a. Airport Data R uircmeiimts. Future arrp ort
development plans and feasibility studies on file Tvifh the FA -A
May influence the determinations resulting from 14 CFR Part
77 studies. To assure full consideration of future airport
developincrit ill 11 CFIZ Part 77 studies, airport o-wncrs niust
have their plans on file with the Fj'U,.. 'file necessary plan data
jnchldcs, as a minimum, planned rumvily end coordinates-
clevation, and type Cat approach for any ne'W 1,1111vV1W or rHIM-MV
extension.
b. Penoltv for Failure to Provide Notice. Persons
who knowirlak, and OiI1im,k,- fail to give such notice are
subject to criminal prosecution.
9. FAA STUDIES. The FAA studies existing, and
proposed objects and activities, on and in the vicinity Of pUbiic-
use airports. ']']lose objecls and activities are not limited to
obstructions to air na-viglation, as defined in 14 CFR Parl 77.
These studies foci -is on the effieient use of the airport and tile
s9let-v of persons mil property oil tile ground. As the result of
these StUdiCS, the FAA ma resist, oppose, or recornuiend
against the presence ofobjects or activities in the vicinity of
public -use airport that conflict with all airport planning or
desiarl This policy is stated is a
notice on page 32152 of Volume 54, No. 146, of the Federal
Rep-ister, dated Fridiv.Amaust4- 1989. FAA studies conclude:
a. W'llefl-rer an obstruction to air navigation is a
hazard to air naviaation.
b. whether all obJect or aefivitv oil or ill the
Vicillitv Ofall 'urporl is objectionable,
C. Whether file need to aiter, remove. mark, or light
an object exists.
d. Whether to approve an Airport Lavout Plan.
e. Whether proposed construction, enlargenlent, or -
modification to in airport would have an adverse effect on the
safeand efficient use ofnavigable airspace-, or
f. Whether a change in an operational procedure is
feasible,
10. FEDERAL ASSISTANCE. 'I lie FAA adininisters a
grant program (per Order _5100-28 Airport Improvement
Program (ATP) Handbook) ,vhieh provides firmneiii assistance
for developing public-usc airports, Persons interested in this
program can obtain information from FAA Airports Regional
or District Offices- Technical assistance in airport
developinclu is also available from these of 7fices.
IL EMVIRONMENTAL ASSESSMENTS. Federal
oraidt assistance in, or AIT approval of, nc-,v airport
-onsirl-l'-fion or rna�jor expansion normally requires an
, ass,
essillclit of, Potential clivironnicrital impacts in accordance
-,vuh FAA Order 5050.413, National F,nv-ironmental folic v Act
(NEPA) implementing Instructions for Airport Pro'ects, and
I
the National Envirom-nental Policy Act of 11 969.
11 STATE ROLE. Many,State aeronautics conauissions
or similar departments require prior approval and, in some
instances- to license for the establishinent and operation of all
airport. Some States administer a financial issistance prograni
similar to the Federal i)rograrn and technical advice_
Proponentsshould contact their respective State aeronautics
commissions or departments for information on licerisina, and
assistance programs.
11 LOCAL ROLE-. Most cornniunities have zoning
ordinance:,,, building codes, and fire reaulations which niay
affect airport development. Some have or are ill the process of
develOD111" codes or ordinances re-ulatim) environmental
issues such as noise and air quality. Others may have specific
procedures for establishing an airport.
14. to 199. RESERVED
Chap 1
1 12/31/2009
AC 15015300-JI 3 CHG 15
Table 1-1. Increases in airport design standards associated with in upgrade in the first component
(aircraft approach category) of the airport reference code
I -
ARC upgrade
Changes In airport design standards
i A-1 s/ to 13-1 s/
No change in air L desig ri standards.
port
B-1 sl/ to C-1
E Inercase in crossivaid component. Refer to paragraph 201.1h_
Increase in runway, separation standards. Refer to tables 2-1 and 2-2.
Increase in RPZ dimensions. Refer tc) table 2-4 and appendix 14, paragraph 51).
I Increase in OFZ dimensions. Reter to paraoraph 306.
Increase in run -way design standards. Refer to tables 3-1, 3-2, and 3-3.
Increase in surface _,radient standards, Refer to parearaph 502.
Increase in threshold siting standards. Refer to appendix 2, paragraph -5.
A If to 13
11 No change in ainport, desigri standards.
B-1 to C-1
increase `11 cross .and coinnorient. Refer to paragraph 203 .b.
Increase rU1-1%VaV separation standards. Refer to tables 2-1 and 2-2.
Increase in RPZ dirriensions, Refer to table 2-1 and appendix 14, paragraph 5,b,
lncreasc in runvvay design standards. Refer to tables 3- 1, 1-2, anG 3-3.
paragraph 502.
9
11 A-11 to B-II
No change in airport design standards.
B-TT to C-II
mcrease to crosswind con1ponerA. Refer to paragraph 2(.,3.b.
increase in run Nay separation standards. Refer to tables 2-1 and 2-2.
Increase in RP/ diniens-lons. Refer to table 2-4 and appendix 14, paragraph 5.b.
Increase -in runway desilon standards. Refer totables 1 3-2, and
Increase in surface gradient standards. Refer to pat ap_r aph 502.
_
FA-4ill to 13-141
No change in airport standards.
13-111 to C-111
Increase in runwat separation standards- Refer to tables 2-1 and 2-2.
Increase in R21Z dimensions. Refer to table 2-4 and appendix 14, paragraph 5,b.
Increase in rumvav design standards- Refer to tables 3-1- 3-21- and 3-3.
1
Increase in suifacc a -aderit stan 1 dards. Refer Lo paragraph 502
i A -TV to B-lV
No chan,ye in airport design standards.
B-1V to C-1V
'Increase in RIPZ dimensions, Refer to table 2-4 and appendix 14, paragraph 5.b. Increase in surtflice
gradient standards. Refer to paragraph 502.
A
S/ 'Plese airport design stpridards plertain to facilities for small airp, lanes
L_ - - 1 11
Chop I
15 /53 _13 CHO 4
"fable -2. Increases in aI sign standards to provide for lower approach v° "t'fify mininsuans
Visibility
Changes in airport design standards.
`Hmu==U= decrease
Visual
No change in aitport design standards,
i to
Not lower than
1®11%Aite (1 )
Not lower than
Increase in dimensions. Refer to table -4.
1-Mile (1600 ri)
Increase; in r eshold siting standards. Refer to ap. ndh 2, paragraph 5.
to
Not lower than
314-Mile (1 2 M)
Not lower than
For aircraft approach categories A & B -runways:
3/4-Mile (1 )
11acrease in runway separation standzwds. Refer to table 2-1.
to
Increase in RPZ dimensions. Refer to table 2-4.
Not lower than
1-rcrease in OFZdimen-sions. Refer to paragraph mil .
`l` I
Increase way design standards. Refer to tables 3®1 and 3-2.
Increase in eshold siting standards. Refer to appendix 2, paragraph 5.
[
For aircraft approach categories C & D nmways:
Increase in nmwav separation standards for ADO I & 11 rtmwkys. Refer to table 2-2.
hicrease in TRPZ dimensions. Refer to table 2-4.
1wrease in OFZ dimensions. Refer to paragraph 306.
Increase in threshold shin." standards. Refer to appendix 2, paragraph 5.
Not lower than
Increase in OFZ dimensions for runways serving large airplanes. Refer to paragraph 306.
CAT I
Increase inthreshold siting st ard-%. Defer to appendix 2, paragraph 5.
to
Lower than
CAT I
In addition to the changes in airport design standards as noted, providing for laver approach visibility minimums y
result in an increase in the number of objects identified as obstructions to air navigation in accordance with 14 CFR
Part77. °his may require objectrem-oval or marking and lighting. defer to paragraph 2ll.a.(E}.
I M0/94
AC 150,15300-13 ClIG 4
Chapter- 2. AIRPORT GEOMETRY
200. INTRODUCTION. This chapter presents the
, ad 11iroort eeca _i re design standards ai
recommendations to ensure the sat , etv-, econorliv-
cfficienc;v_ and longevity of an airport.
201. PRINCIPLES OF APPLICATION.
a. Need to Plan. The significance of the
imerrelationsbip of the various airport features cannot
be overemphasized. It is important thet airport owners
Zook to both the present and potential functions of the
airport.
(1) Existing and planned airspace required
for safe and efficient aircraft operatiOns should be
protected by acquisition of a conibination of zonmil,
casements, property interests, and other means.
AC 150/5190-4, A Nlodcl Zoning Ordinance to Limit
Hei-I'lt of 01ajects Around Airtports, presents guidance
for controlhna the height offobjects around aill)011s.
(2) All other existing and planned airport
elements, including the following, should be on airport
pr,-)Pcl-tv*
(a) Object free areas-
(b) Rui-nray protection zones-,
(c) Areas tinder the 14 CFR !'art 77
Subpar! C airport imaginary surfaces out to where tile
suri1ices obtain height of at least 35 feet (10 m) above
the primary sur!"acci and
(d) Areas, other then those ,vhic'n can be
adequately controlled by zoninvT_ cascrnents,
or other
means to miligate potential h1compatible land uses,
K Airport Functions. Coordiriation with the
F!,A and users of the airport should assist in
deterniining the airport's immediate and long range
functions which -will best satisfy the needs of the
conrmumty and traveling public. This involves
determining the following:
(1) The operating characteristics, sizes, and
veights of the airplanes expected at the airport,
(2) The airport reference code (ARC)
resulting from (I1)-
(3) "I'lle most demanding ineteorological
conditions in NvIach airplanes will operate",
Cbap 2
(4) The volume and i-nix of operations;
in) The possible coustra-HILS on niavigable
airspace-- and
(6) The envirormicirtal and compatible land -
use considerations associated with topography,
residential development, schools, churches, hospitals,
sites of public assembly, and the Like,
c. Airport Layout Plan. When developing the
airport layout plan, application of the standards and
1-r1-celmalendations in this publication to the long ran'-1
functions of the airport will establish the 1, - uture iiq,)ort
toeonict17. See appendices 6 and 7 for detailed
1lb I oullanon on the derelopmerit of the airport layout
plan.
2 202. RUNWAY LOCATION AND
ORTENTATfON. Rulnvav location and, orientation
are paramount to airport safctyefficiency, economics,
and environinental impact. The vlrcipht and degree of
concern given to each of the following factors depend,
in part, on: the airport reference eodc-. the
meteorological conditions-. the surroundin-
environnient-, topography, and the volaine of air traffic
r , �
expoctedat the airport.
a. Wind. Appendix I provides information on
,wind data anaNsis for aireort planning and design.
Such an analysis considers the wind velocity and
direction :is related to the existino and I-orecasted
operations during v1sual arid instt meteorological
conditions. it inav also consider wind by time of day.
1). Airspace Availability. Existino and planned
instrument approach procedures, missed approach
procedures, departure procedures, control Zones,
Special Ilse ail -space, restricted airspace, and trifflic
pattems influence airport layOLItS and locations.
Contact the FAA for assistance on airspace matters.
c. Environmental Factors. In developing
runways to be compatible with the airport environs,
conduct onviroroncrital studies v,-hich consider the
impact of existing and proposed land use and noise on
pearl
eal-M.- residents, air and water quality, wildlife, and
historical/archcological fCa,LU-CS.
d. Obstructions to Air Navigation. Ali
obstruction survey should -1dentify those ob,jects which
may affect airplane operations- Approaches free of
ob StrUcLions are desirable and encouraged, but as a
minimum, locate and orient runways to ensure ',hall the
I
AC 150/5300-13 ClIG 6
9/30100
approach areas associated with the uftrinate
development of the air -port are clear of hazards to air
e. Topography. Topography affects the uITIOLInt
ot'grading and drainage work- required to construct a
runw-ay, in deterininino runxvay orientation, consider
the costs of both the initial work and uldinato airport
developmena. See chapter 5 and AC 150/531'20-5, for
further guidance.
hlf. Airport 'Traffic Control Tower Visibility.
-y.
ITe ocat on and orien,ation of runlAays and taxiAa,s
must be such that the exiztin,(Y,, (or future) airport traffic
control taxer (ATCT) he:, a clear line of sigh, to: all
traffic patterns, the final approaches to all runways: all
runivav Structural pak,,cinent: andother operatmnal
surfaces controlled -I)\- AT", A clear line of sight to
taxilane centerliries is desirable. Operational surfaces
not having a clear unobstructed 'line of sigh-, from the
ATCT are designated by ATC as uncontrolled or
norinlcwemerit areas through a local agreement with
the airport owner. See chapter 6 for guidance on
air �
, POTt traffic Control to'eersiting.
g. Wildlife Hazards. In orienting rurir,,-ws_,
consider the relative locations of bird sanctuaries,
sanitary landfills, or other areas that may attract large
numbers of birds or wildlife. Where bird hazards cNist,
develop and implement bird control procedures to
rain Unize such hazards, See AC 150/5xxx-x\,
A771101177ceill eill of 4vailabilil ' v, FAA/USIM manual
111`ild/iI�, Hazard _,tIanagemenl of Airports. This
manual mav be used to determine, on a case-bv-case
basis, �,ihat uses mav bc compatible xvith a particular
airport environment 'with respect to wildlife
irianacycincrit. Guidance is also -available through local
FAA Airports Office,.,.
203. ADDITIONAL RUNWAYS. An additional
rumvay me), be n,-ccssa,,,, to UCCOR1111odate operational
demands, minimize adverse 'e-ind conditions, or
overcome ernironnientall impacts.
,I. Operational Derr ands. An additional
rrar%vay, or runways- is necessary kvhen traffic volume
exceeds the existing ruriway's operational capability.
With rare exception, capacit-N-1 LIS tified ruin ways are
j
parallel to the primar)r rurnvay. Refer to
AC 150/5060-5 for additional discussion.
b. Wind Conditions. When a ruriway
orientation provides less than 95 pereent, v'JuG
coverage for any aircraft forecasted in use the airport
on a regular basis. a crosswind runvFav is
recommended. The 95 percent wind coverage is
computed on the basis of the crossAvind not exceeding
10.5 knots for Airport Reference Codes A-1 and 13-1,
13 knots for Airport Reference Codes A-11 and B-11- 16
knots for Airport Reference Codes A -!If, 13-111, and C-1
through D-III, and 20 knots for Airport Relbrence
Codes A -IV through D-VI. See Appendix 1 for the
.nethodoloa., on computing v,-ind coverage.
c. Environmental Impact. An additional
run-,vav mav be needed to divert traffic froth overflvino
,in envirorriaentaliv sensitive area.
204. TAXIWAY SYSTEMI. As runwa-, traffic
increases, the capacity ot, the taxi. av system nim"
become the hiniting operational ftictor. TaNioays link
the independent airport elements and require careful
planning for optimum airport utility. The taxivvay
sys:tcrri Should pro-0& for free mollIT went to and from
the ruriNvays-, terminal/cargo, and parking areas. It is
desirable to maintain a smooth flow with a minimum
number of points requiring a change in the airplane's
taxiing speed.
a. System Composition, Through -taxi vat's and
intersections comprise the taxixvay system. It includes
entrance and exit ta-sdi;wiy,, bypass. crossover or
transverse taxiww,'s, apron taxivays and taxilancs, and
parallel and dual parallel taxroTays. Chapter 4
discusses aixIvvav design.
b. Design Prhiciples:
(1) Provide each ruriv,,ay v.,rth to parallel
taxil,vay orthe capability thicrefore',
(12) Build taxivvays as direct as possible,
(3) Provide bypass capabilit-v or multiple
access
ecess to runway crids-.
(4) Nfinirnizcc crossing. runv,-ays-_
(5) Provide ample eur-ve and fillet radii,
(6) Provide airport traffic COTT[Ml tOIVCr line
of S-4,_Irt-, and
(7) Avoid traffic bottlenecks.
20-4. AIRPORT APRONS. Chapter 5 contains
gradient standards for airport aprons. The tables cited
in paragraph 206 present separation criteria applicable
to aprons. For other apron criteria, refer to
AC 150/5360-13 and Appendix 5 herein.
206 ' SEPARATION STANDARDS. Tables 2-t-
2-2, and 2-3 present the separation standards depicted
infigure 2-1.
increased -,'ilh oirpori elevatiori to ineet the rllnwav
obstacle ftee one (OP'Y) standards. The
Chap 2
2/14197
AC 150/5300-13 CHG 5
computer program cited in appendix 11 may bc used to
determine the increase to these separation distances for
elevation.
207. PARALLEL RUNWAY _1Q,,EPA_RAT10N—
SEMMTAINE QJUM-191' OPERATIONS.
k_QP
a. Standard. For simultaneous landings and
takeoffs using visual flight rules (VFR), the minimum
separation between centerlines of parallel runways is
700 ft (2 14 m).
b. R_ecommendations. The minimum runway
centerline separation distance recommended for -Airplane
Design Group V and VI =waays is 1,200 feet (366 as),
Air traffic control practices, such as holding airplanes
bev;veen the runways, frequently justify greater
separation distances, Runways with centerline spacings
under 2,500 feet (7/62 rn) are meened as a sin'gle runway
by ATC when wake turbulence is a 'factor.
208. EARALLEL —RUN-WAYSEA ARdal ON--
SD4TJLTANTOTS 1FR OPERATIONS, To attain
instrument flight rule (IFR) capability for simultaneous
(independent) landings and takeoff on parallel runways,
the longitudinal (in -trail) separation reTaired for sing -le
runwxy operations is replaced, in whole or in Dart, by
providing lateral separation nor en aii-craft operating to
parallel ruwways. Subparaggrafhs a and b iaentify the
minimum centerline separations for parallel runways with
operations under instrument flight rules (MR). Where
practical, parallel runway centerline separation of at least
5.000 feet (1 525 m) 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
IF R overatin ns.
a. Si�multaneousAo roach . Precision
instrument operations require electronic navigational
aids md monitoring equipment, air traffic control, and
approach procedures.
(1) Dual sirnultant_Qtts isioarinst err
aRMaches are no illy approved on parallel ranway
cernerline separation of 4,300 feet (1 310 in). Further on
a case -by -case basis, the FAA will consider proposals
utilizing separations dovrn to a minimum of 3,000 feet
(915 na) where a 4,300 foot (1 310 m) separation is
imDractical. This reduction sal separation requires special
high update radar, monitoring equipment, etc. �
M Triolc simultaneous --cision
inant �� for airpons below 1,66-0feet
(305 m) elevation normally require paraliel nmway
centerline separation of 5,000 feet (1 525 in) between
adjacent ruwxkys. Triple simultaneous precision
instrument approaches for airport elevations at and
above '.,WD feet (305 m) And reduction in separation are
currently under study by the FAA. In the interim, to
FAA, on a case -by -case basis, will -consider proposals
utilizing separations down to a minimum of 4,300 feet
(1 310 m) where a 5,000-foot (1 525 rn) separation is
impractical or the airport clevation is at or above
1,000 feet (305 m). Reduction of separation tnay require
special -radar., monitoring equipment, etc..
(3)
1infls9trCaM_ment_MRr_0aches 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 (1 525 ra). Quadruples may
require specW radar, monitoring equipment, etc..
b. Simultnreous Devaivares or A roaches and
De artures- Simultaneous departures do not always
require radar air traffic control facilities. 1he following
parallel nmway centerline separations apply:
(a) Simultaneous nortradar dep=a=
require a parallel runway centerline separation of at least
I 1 3,500 feet (1067 ra).
(b) Simultaneous radar departures
require a pm-allel runway centerline separation of at least
2,500 feet i7762 ra).
(2) li° ,-It�anecusA�DDrOaCh�andDeD�arL�ace.
Simultaneous radar-cantrolled approaches and departures
require the following parallel nmway centerline
separations:
(a) When the thresholds are not
staggered, at least 2,500 feet (762 m).
(b) When the thresholds are
staggered-tmd the approach is to then threshold, the
2,500-foot (762 m) separation car be reduced by 100 feet
(30 m) for each 500 feet (150 rn) of threshold stagger to
a minimum separation of 1,GG0 feet (305 m). For
Airplane Design Groups V and V1 runways, a separation
of at least 1,200 fee, (366 m) is recommended. See
figure 2-2 for a description of 'near" and 'far'
thresholds.
Chap 2 11