FAA Order/Terminal Instrument Procedures/Departure Procedure ConstructionFAA ORDER
Army
Navy
Coast Guard
Air Force
E:K. 1
TM 95-226
OPNAV Inst. 3722.16C
CG 318
AFMAN 11-226(I)
UNITED STATES STANDARD
FOR
TERMINAL
INSTRUMENT
PROCEDURES
(TERPS)
VOLUME 4
DEPARTURE PROCEDURE
CONSTRUCTION
U. S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
1.2.3 Develop eVCOA procedure where obstacles more than 3atotute miles from
DER require climb gradients greater than 200 ft/NM (see chapter 4).
1�.4 At locations served by terminal radar, air traffic control may request
development of diverse vector areas to aid in radar vectoring departure traffic
(see chapter 2, paragraph 2.3).
The [)C8 begins at the DER at [}ER ahxxaboD. EXCEPTION: Adjust the origin
height up0u35feet above DER aanecessary hoclear existing obstacles (see
figure 1-2). Evaluate proposed obstacles assuming the (]C8origin isatDER
elevation.
.�
35'maximum 4O1surface origin
Donot publish oCG to8height nf20Ofeet 8rless above the DER elevation.
Annotate the location and height ofanyobot8oeathoto8uSeaUoho|irnb
gradients.
TheOC8 height is based on the distance measured from the OC8 origin along
the shortest distance to an obstacle within the segment.
1,8.2 a. Primary Area. The OCS slope is40:1. Use the following formula to
calculate the OCS height:
where d=shortest distance (ft) from the OCG
origin tothe obstacle
*=OCOorigin elevation
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AC 150/5300-13 CHG 9
Appendix 2
(2) Departure Surfaces.
(a) The object is removed or lowered to
preclude penetration of applicable siting surfaces;
(b) The Takeoff Distance Available (TODA)
is decreased to preclude object penetration of applicable
siting surfaces, with a resulting shorter takeoff distance
(the Departure End of the Runway (DER) is coincident
with the end of the TODA where a clearway is not in
effect); or
(c) Instrument departure minimums are
raised.
b. Relevant Factors for Evaluation.
(1) Types of airplanes that will use the runway
and their performance characteristics.
(2) Operational disadvantages associated with
accepting higher landing/ takeoff minimums.
(3) Cost of removing, relocating, or lowering the
obj ect.
(4) Effect of the reduced available
landing/takeoff length when the runway is wet or icy.
(5) Cost of extending the runway if insufficient
runway length would remain as a result of displacing the
threshold. The environmental aspects of a runway
extension need to also be evaluated under this
consideration.
(6) Cost and feasibility of relocating visual and
electronic approach aids, such as threshold lights, visual
glide slope indicator, runway end identification lights,
localizer, glide slope (to provide a threshold crossing height
of not more than 60 feet (18 m)), approach lighting system,
and runway markings.
(7) Effect of the threshold change on noise
abatement.
5. APPROACH CLEARANCE REQUIREMENTS
FOR CONVENTIONAL NAVAIDS. The standard
shape, dimensions, and slope of the surface used for
locating a threshold are dependent upon the type of aircraft
operations currently conducted or forecasted, the landing
visibility minimums desired, and the types of
instrumentation available or planned for that runway end.
a. Instrument Approach Procedures Aligned with
the Runway Centerline. Table A2-1 and Figure A2-1
describe the minimum clearance surfaces required for
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9/26/2005
instrument approach procedures aligned with the runway
centerline.
b. Nonprecision Approach Procedures Not
Aligned with the Runway Centerline. To accommodate
for offset procedures, increase the lateral width at threshold
by multiplying the width specified in the appropriate
paragraph by 2 (offset side only). The outside offset
boundary splays from this point at an angle equal to the
amount of angular divergence between the final approach
course and runway centerline + 10 degrees. Extend the
outside offset boundary out to the distance specified in the
applicable paragraph and connect it to runway centerline
with an are of the same radius. On the side opposite the
offset, construct the area aligned with runway centerline as
indicated (non -offset side only). The surface slope is as
specified in the applicable paragraph, according to Table
A2-1.
c. Locating or Determining the DER. The
standard shape, dimensions, and slope, of the departure
surface used for determining the DER, as defined in
TERPS, is only dependent upon whether or not
instrument departures are being used or planned for that
runway end. See Table A2-1 and Figures A2-1 and A2-2
for dimensions.
Subparagraph 5c(2) applies only to runways supporting Air
Carrier departures and is not to be considered a clearance
surface.
(1) For Departure End of Runways
Supporting All Instrument Operations.
(a) No object should penetrate a surface that
starts at the DER. The surface starts at the elevation of the
runway at the DER and slopes upward at a slope 40
(horizontal) to 1 (vertical). Penetrations by existing
obstacles of 35 feet or less would not require TODA
however, they
procedures.
(2) Departure Runway Ends Supporting Air
Carrier Operations.
(a) Objects should be identified that
penetrate a one -engine inoperative (OEI) obstacle
identification surface (OIS) starting at the DER and at the
elevation of the runway at that point, and slopes upward at
a slope 62.5 (horizontal) to 1 (vertical). See figure A2-4.
Note: This surface is for provided for information only and
does not take effect until January 1, 2008.
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9/26/2005
AC 150/5300-13 CHG 9
Appendix 2
Table 2-1. Approach/Departure Requirements 'fable
DIMENSIONAL STANDARDS*
Slope
Runway Type
Feet
A
B
C
D
E
Approach end of runways expected to serve
1
small airplanes with approach speeds less than
0
60
150
500
2,500
15:1
50 knots. (Visual runways only, day/night)
Approach end of runways expected to serve
2
small airplanes with approach speeds of 50 knots
0
125
350
2,250
2,750
20:1
or more. (Visual runways only, day/night)
Approach end of runways expected to serve
large airplanes (Visual day/night);
0
200
500
1,500
8,500
20:1
3
or instrument minimums >_ 1 statute mile (day
only).
Approach end of runways expected to support
200
200
1,700
10,000
0
20:1
4
instrument night circling.1
Approach end of runways expected to support
200
200
1,900
10,000,
0
20:1
5
instrument straight in night operations, serving
approach category A and B aircraft only. 1
Approach end of runways expected to support
200
400
1,900
10,0001
0
20:1
6
instrument straight in night operations serving
greater than approach category B aircraft. 1
Approach end of runways expected to
200
400
1,900
10,0002
0
20:1
7
accommodate instrument approaches having
visibility minimums >_ 3/4 but < 1 statute mile,
day or night.
Approach end of runways expected to
200
700
1,776
10,0002
0
34:1
accommodate instrument approaches having
8
visibility minimums < 3/4 statute mile or
precision approach (ILS, GLS, or MLS), day or
night.
Approach runway ends having Category II
The criteria are set forth in TERPS, Order 8260.3.
9
approach minimums or greater.
10
Departure runway ends for all instrument
0 5
See Figure A2-3
40:13
operations
11
Departure runway ends supporting Air Carrier
05
See Figure A2-4
62.5:1
operations.
* The letters are keyed to those shown in figure A2-1.
Notes:
1. Lighting of obstacle penetrations to this surface or the use of a VGSI, as defined by the TERPS order, may 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.
3. <_ 35-foot obstacles are permitted through the surface without requiring actions found in paragraph 4; however, they
could have an impact on departure visibilities or departure procedures. _
4. Information"concerning penetrations to this surface is provided for information only and does not take effect until
January 1, 2008.
5. Dimension A is measured from the departure end of the TODA as determined by the DER or clearway.
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AC 150/5300-13 Chg. 9
Appendix 2
SURFA
AT ENI
WAY IF
PLACE
1,000 FEET J-
500 FEET
STARTS AT
DEPARTURE END
OF RUNWAY (DER)
10,200 FEET
TERPS (40:1)
10,200 FEET
Figure A2-3. Departure surface for Instrument Runways TERPS (40:1)
9/26/2005
-T
3,233 FEET
3,233 FEET
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