Airport Design

AIRPORT DESIGN 3rd Edition
Written and Compiled by:

W. R. Graves & U. O. Jones
Copyright 1994. All rights reserved. Revised August 2013

Airport Design
Table of Contents
TABLE OF CONTENTS
CHAPTER 1 .............................................................................................................................................. 1-1

REGULATORY REQUIREMENTS, AIRPORT PLANNING AND DESIGN PROCESS ..................... 1-1
1.1 INTRODUCTION ........................................................................................................................ 1-1
1.2 DEFINITIONS .............................................................................................................................. 1-2
1.3 AIRPORT PLANNING .............................................................................................................. 1-10
1.4 DESIGN PROCESS.................................................................................................................... 1-13
1.5 AIRPORT REFERENCE POINT COMPUTATION ................................................................. 1-16
1.5.1 ARP Computation Methodology ..................................................................................... 1-16
1.5.2 Sample ARP Computation ............................................................................................... 1-17
CHAPTER 2 .............................................................................................................................................. 2-1
RUNWAY DESIGN .................................................................................................................................. 2-1
2.1 Introduction ................................................................................................................................... 2-1
2.1.1 Runway Width ................................................................................................................... 2-1
2.1.2 Runway Shoulders ............................................................................................................. 2-1
2.1.3 Runway Blast Pad .............................................................................................................. 2-1
2.1.4 Runway Safety Area (RSA) ............................................................................................... 2-5
2.1.5 Runway Object Free Area .................................................................................................. 2-7
2.1.6 Runway Protection Zone .................................................................................................... 2-7
2.1.7 Rescue and Firefighting Access Roads ............................................................................ 2-10
2.2 SURFACE GRADIENT AND LINE OF SIGHT....................................................................... 2-11
2.2.1 Surface Gradient Standards .............................................................................................. 2-11
2.2.2 Line of Sight Standards .................................................................................................... 2-18
2.3 WORKED EXAMPLES ............................................................................................................. 2-20
2.3.1 Longitudinal Grades ......................................................................................................... 2-20
2.3.2 Transverse Grades ............................................................................................................ 2-21
CHAPTER 3 .............................................................................................................................................. 3-1
RUNWAY LENGTH REQUIREMENTS ................................................................................................. 3-1
3.1 INTRODUCTION ........................................................................................................................ 3-1
3.2 DEFINITION OF TERMS ........................................................................................................... 3-2
3.3 RUNWAY LENGTH CALCULATIONS FOR AIRPORT DESIGN ........................................ 3-10
3.3.1 Design Rationale .............................................................................................................. 3-10
3.3.2 Design Approach.............................................................................................................. 3-12
3.3.3 Procedures for Determining Recommended Runway Length.......................................... 3-13
3.4 SAMPLE CALCULATION FROM FAA AC 150/5325-4B...................................................... 3-16
3.5 DECLARED DISTANCES ........................................................................................................ 3-21
3.5.1 Use of Declared Distances to Overcome Runway Safety Area Deficiencies .................. 3-23
3.5.2 Worked Example.............................................................................................................. 3-25
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Table of Contents
LIST OF TABLES
Table 1-1 Aircraft Approach Category .................................................................................................... 1-11

Table1-2 Airplane Design Group ............................................................................................................. 1-12
Table 1-3 Approach Visibility Minimum ................................................................................................ 1-12
Table 1-4 Aircraft Characteristics and Design Components.................................................................... 1-14
Table 2-5 Sample Runway Design Standards Matrix ............................................................................... 2-2
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Table of Contents
TABLE OF FIGURES
Figure 1-1 Sample Arp Computation.................................................................................................... 1-18

Figure 2-2 Runway Safety Area - Plan View ........................................................................................... 2-3
Figure 2-3 Approximate Percentage Of Airplanes Undershooting And Overrunning The Runway Within
a Specified Distance From The Runway End ............................................................................................ 2-6
Figure 2-4 Runway Protection Zone ......................................................................................................... 2-9
Figure 2-5 Longitudinal Grade Limitations For Aircraft Approach Categories A And B....................... 2-14
Figure 2-6 Transverse Grade Limitations ............................................................................................... 2-15
Figure 2-7 Longitudinal Grade Limitations For Aircraft Approach Categories C, D And E ................. 2-16
Figure 2-8 Runway Safety Area Grade Limitations Beyond 200 Feet (60 M) From The Runway End 2-17
Figure 2-9 Runway Visibility Zone ........................................................................................................ 2-19
Figure 3-1 Clearway ................................................................................................................................. 3-5
Figure 3-2 Stopway .................................................................................................................................... 3-6
Figure 3-3 Accelerate-Stop Distance with Stopway ................................................................................. 3-7
Figure 3-4 Generic Payload Range Chart ............................................................................................... 3-15
Figure 3-5 Declared Distances ................................................................................................................ 3-22
Figure 3-6 Standard EMAS Installation ................................................................................................. 3-24
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Chapter 1 Regulatory Requirements, Airport Planning and Design Process
CHAPTER 1
REGULATORY REQUIREMENTS, AIRPORT PLANNING AND DESIGN PROCESS
1.1 INTRODUCTION
Section 103 of the Federal Aviation Act of 1958 states in part, "In the exercise and performance of his
power and duties under this Act, the Secretary of Transportation shall consider the following, among
other things, as being in the public interest: (a) The regulation of air commerce in such manner as to best
promote its development and safety and fulfill the requirements of defense; (b) The promotion,
encouragement, and development of civil aeronautics . . .
In the fulfillment of this public charge the FAA, the aviation agency of the Department of Transportation,
is responsible for the development and maintenance of a national system of safe, delay-free, and cost-
effective airports. The standards for airport design, which have been developed by the FAA, are
presented in a series of Advisory Circulars (ACs). A partial listing of Advisory Circulars relating to
airport development is provided in Appendix A.
The standards that are presented in the ACs are, as the name implies, advisory in nature; they are
recommended standards. However, there are several reasons why these standards form the basis for any
airport planning and design project.
(1) The standards have been developed over many years of research, testing and experience.
Whether you are developing a new airport from scratch, expanding an existing airport, or
evaluating an airport's current configuration to determine its capability to support a specific
aircraft, you need some basis for your evaluation--a yardstick. These FAA standards are the best
yardstick available.
(2) For airport projects receiving federal grant-in-aid assistance, the use of these standards is
mandatory.
(3) At certificated airports, the standards and recommendations may be used to satisfy specific
requirements of Federal Aviation Regulation (FAR) Part 139, Certification and Operation: Land
Airports Serving Certain Air Carriers, Subpart D. Subparagraphs of FAR Part 139 typically end
with "FAA Advisory Circulars in the 150 series contain standards and procedures for . . . which
are acceptable to the Administrator."
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1.2 DEFINITIONS
Aircraft Approach Category (AAC). A grouping of aircraft based on a reference landing speed (V REF),
if specified, or if VREF is not specified, 1.3 times stall speed (VSO) at the maximum certificated landing
weight. VREF, VSO, and the maximum certificated landing weight are those values as established for the
aircraft by the certification authority of the country of registry.
Airplane Design Group (ADG). This is a grouping of airplanes which is based on wingspan or tail
height. When an airplane is in two categories, the most demanding category should be used.
Airport Elevation. The highest point on an airport's usable runway(s) expressed in feet above mean sea
level (MSL).
Airport Layout Plan (ALP). A scaled drawing (or set of drawings), in either traditional or electronic
form, of current and future airport facilities that provides a graphic representation of the existing and
long-term development plan for the airport and demonstrates the preservation and continuity of safety,
utility, and efficiency of the airport to the satisfaction of the FAA. For guidance on developing Airport
Master Plans and ALPs, refer to AC 150/5070-6, Airport Master Plans. A typical airport layout is
presented in further detail later in Chapter 5.
Airport Reference Code (ARC). An airport designation that signifies the airports highest Runway
Design Code (RDC), minus the third (visibility) component of the RDC. The ARC is used for planning
and design only and does not limit the aircraft that may be able to operate safely on the airport.
Airport Reference Point (ARP). The approximate geometric center of all usable runways at the airport.
Blast Fence. A barrier used to divert or dissipate jet blast or propeller wash.
Building Restriction Line (BRL). A BRL is the line indicating where airport buildings must not be
located, limiting building proximity to aircraft movement areas. A BRL should be placed on an ALP for
identifying suitable building area locations on airports. The BRL should be set beyond the Runway
Protection Zones (RPZs), the Object Free Zones (OFZs), the Object Free Areas (OFAs), the runway
visibility zone, NAVAID critical areas, areas required for TERPS, and ATCT clear LOS. The location of
the BRL is dependent upon the selected allowable structure height. A typical allowable structure height is
35 feet (10.5 m). The closer development is allowed to the Aircraft Operations Area (AOA), the more
impact it will have on future expansion capabilities of the airport.
Clearway (CWY). A defined rectangular area beyond the end of a runway cleared or suitable for use in
lieu of runway to satisfy takeoff distance requirements. Please refer to Figure 3-1 in Chapter 3.
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Declared Distances. The distances the airport owner declares available for the airplane's takeoff run,
takeoff distance, accelerate-stop distance, and landing distance requirements. The distances are:
Takeoff runway available (TORA). The runway length declared available and suitable for the
ground run of an airplane taking off. Please refer to Figure 3-4 in Chapter 3.
Takeoff distance available (TODA). The TORA plus the length of any remaining runway or
clearway (CWY) beyond the far end of the TORA; please refer to Figure 3-4 in Chapter 3.
NOTE: The full length of TODA may not be usable for all takeoffs because of obstacles
in the departure area. The usable TODA length is aircraft performance dependent and, as
such, must be determined by the aircraft operator before each takeoff and requires
knowledge of the location of each controlling obstacle in the departure area.
Accelerate-stop distance available (ASDA). The runway plus stopway (SWY) length which is
declared available and suitable for the acceleration and deceleration of an airplane aborting a
takeoff is the ASDA. Please refer to Figure 3-4 in Chapter 3.
Landing distance available (LDA). The full strength runway length declared available and
suitable for a landing includes the first 40 percent reserved for flair and touchdown and the last 60
percent for braking and landing ground roll.
Design Aircraft. An aircraft with characteristics that determine the application of airport design standards
for a specific runway, taxiway, taxilane, apron, or other facility (such as Engineered Materials Arresting
System [EMAS]). This aircraft can be a specific aircraft model or a composite of several aircraft using,
expected, or intended to use the airport or part of the airport. (Also called critical aircraft or critical
design aircraft.)
FAR Part 77 Imaginary Surfaces. The imaginary surfaces at civil airports are composed of five
surfaces: the primary surface, horizontal surface, transitional surface, conical surface, and the approach
surface. The imaginary surfaces are designed to protect aircraft approaching or departing an airport from
obstructions to air navigation. "An existing object, including a mobile object, is, and a future object
would be, an obstruction to air navigation if it is of greater height than any of the following heights
surface, or surfaces." (FAR 77.23) See Figure 6-1 in Chapter 6.
Primary Surface. The primary surface is longitudinally centered on a runway at an elevation

equal to the nearest point on the runway centerline. For precision instrument runways the
primary surface is 1,000 feet wide. The primary surface extends 200 feet beyond each runway
end for all hard surface runways.
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Horizontal Surface. The horizontal surface consists of a plane 150 feet above airport elevation.
For runways serving transport aircraft the horizontal surface is 20,000 feet wide and primary
surface plus 20,000 feet in length.
Transitional Surface. The transitional surface slopes upward and outward from the sides of the
primary and approach surfaces to the horizontal surface and from the sides of the approach
surface beyond the outer limit of the horizontal surface (precision instrument approach) for a
horizontal distance of 5,000 feet. Slope of the transitional surface is 7 to 1.
Conical Surface. This surface extends upward and outward from the outer edge of the horizontal
surface for a distance of 4,000 feet at a slope of 20 to 1.
Approach Surface. The approach surface slopes upward and outward from the end of the primary
surface. The length and slope of this surface varies with the type of approach from 5,000 feet at a
slope of 20 to 1 for all utility and visual runways, to 50,000 feet at a slope of 50 to 1 for the inner
10,000 feet and 40 to 1 for the additional 40,000 feet for precision instrument approaches.
Figure 6-2 provides approach surface dimensions.
Additional details concerning the imaginary surfaces will be presented in Chapter 6.
Frangible NAVAID. A navigational aid (NAVAID) whose properties allow it to fail at a specified
impact load which will present minimum hazard to aircraft. The term NAVAID includes electrical and
visual air navigational aids, lights, signs, and their supporting equipment.
Hazard to Air Navigation. An object which, as a result of an aeronautical study, the FAA determines
will have a substantial adverse effect upon the safe and efficient use of navigable airspace by aircraft,
operation of air navigation facilities, or existing or potential airport capacity.
Instrument Approach Procedure. A series of predetermined maneuvers for the orderly transfer of an
aircraft under instrument flight conditions from the beginning of the initial approach to a landing or to a
point from which a landing may be made visually. It is prescribed and approved for a specific airport by
competent authority.
Instrument Flight Rules. Rules governing the procedures for conducting instrument flight. Also a term
used by pilots and controllers to indicate type of flight plan.
Instrument Meteorological Conditions. Meteorological conditions expressed in terms of visibility,

distance from cloud, and ceiling less than the minima specified for visual meteorological conditions.
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Instrument Runway. A runway equipped with electronic and visual navigation aids for which a
precision or non-precision approach procedure having straight-in landing minimums has been approved.
Large Airplane. An airplane of more than 12,500 pounds (5 700 kg) maximum certificated takeoff
weight.
Low Impact Resistant Supports (LIRS). Supports designed to resist operational and environmental
static loads and fail when subjected to the shock load of a colliding aircraft.
Modification to Standards. Any approved nonconformance to FAA standards, other than dimensional
standards for Runway Safety Areas (RSAs), applicable to an airport design, construction, or equipment
procurement project that is necessary to accommodate an unusual local condition for a specific project on
a case-by-case basis while maintaining an acceptable level of safety.
Non-Precision Approach (NPA). A standard Instrument Approach Procedure (IAP) in which no

electronic glideslope (GS) is provided. An IAP providing course guidance without vertical path guidance.
Object. Includes, but is not limited to above ground structures, NAVAIDs, people, equipment, vehicles,
natural growth, terrain, and parked aircraft.
Object Free Area (OFA). An area on the ground centered on a runway, taxiway, or taxilane centerline
provided to enhance the safety of aircraft operations by having the area free of objects, except for objects
that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes.
Obstacle Free Zone (OFZ). The OFZ is the airspace below 150 feet (45 m) above the established airport
elevation and along the runway and extended runway centerline that is required to be clear of all objects,
except for frangible visual NAVAIDs that need to be located in the OFZ because of their function, in
order to provide clearance protection for aircraft landing or taking off from the runway, and for missed
approaches. The OFZ is sub-divided as follows:
Runway OFZ. The airspace above a surface centered on the runway centerline. It is the airspace
above a surface whose elevation at any point is the same as the elevation of the nearest point on
the runway centerline. The runway OFZ extends 200 feet beyond each end of the runway. Its
width is as follows:
For runways serving small airplanes exclusively; 300 feet for runways with lower than
3/4 statute mile approach visibility minimums, 250 feet for other runways serving small
airplanes with approach speeds of 50 knots or more, 120 feet for other runways serving
small airplanes with approach speeds of less than 50 knots. For runways serving large
airplanes, 400 feet. Figures 5-3, 5-4 and 5-5 in Chapter 5 depict the OFZ for visual
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runways and runways with not lower than statute mile approach visibility minimums,
for runways serving small airplanes exclusively with lower than statute mile visibility
minimums, and for runways serving large airplanes exclusively with lower than statute
mile visibility minimums, respectively.
Inner-Approach OFZ. The inner-approach OFZ is a defined volume of airspace centered on the approach
area. It applies only to runways with an approach lighting system. The inner-approach OFZ begins 200
feet from the runway threshold at the same elevation as the runway threshold and extends 200 feet beyond
the last approach light. Its width is the same as the runway OFZ and rises at a slope of 50 (horizontal) to
1 (vertical) from its beginning.
Inner-Transitional OFZ. The inner-transitional OFZ is a defined volume of airspace along the sides of
the runway OFZ and inner-approach OFZ, It applies only to runways with lower than 3/4-statute mile
approach visibility minimums.
(1) The inner-transitional OFZ slopes 3 (horizontal) to 1 (vertical) out from the edges of the
runway OFZ and extends to a height of 150 feet above the established airport elevation, for
runways serving small airplanes exclusively.
(2) Separate inner-transitional OFZ criteria applies for Category (CAT I and CAT II/III) runways
for those runways serving large airplanes.
a. The inner-transitional OFZ begins at the edges of the CAT I runways runway OFZ
and inner-approach OFZ, then rises vertically for a height H, and then slopes 6
(horizontal) to 1 (vertical) out to a height of 150 feet above the established airport
elevation.
H = 61 - 0.094 (S) - 0.003(E)
S is equal to the most demanding wingspan of the airplanes using the runway and E
is the runway threshold elevation above sea level.
b. For CAT II/III runways, the inner-transitional OFZ begins at the edge of the runway
OFZ and inner-approach OFZ, rises to a vertical height H, then slopes 5
(horizontal) to 1 (vertical) out to a distance Y from runway centerline, and then
slopes 6 (horizontal) to 1 (vertical) out to a height of 150 feet (45 m) above the
established airport elevation.
H = 53 - 0.13 (S) - 0.0022(E) and distance

Y = 440+ 1.08(S) - 0.024(E)
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S is equal to the most demanding wingspan of the airplanes using the runway and E
is equal to the runway threshold elevation above sea level. Beyond the distance Y
from runway centerline, the inner-transitional CAT II /III OFZ surface is identical to
that for the CAT I OFZ.
Obstruction to Air Navigation. An object of greater height than any of the heights or 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 study has determined otherwise.)
Precision Approach Category I (CAT I) Runway. A runway with an instrument approach procedure
which provides for approaches to a decision height (DH) of not less than 200 feet (60 m) and visibility of
not less than 1/2 mile (800 m) or Runway Visual Range (RVR) 2400 (RVR 1800 with operative
touchdown zone and runway centerline lights).
Precision Approach Category II (CAT II) Runway. A runway with an instrument approach procedure
which 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) and RVR of not less than RVR 1200.
Precision Approach Category III (CAT III) Runway. A runway with an instrument approach
procedure which provides for approaches to minima less than CAT II. Precision Approach Category II
(CAT II) Runway. A runway with an instrument approach procedure which 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) and RVR of
not less than RVR 1200.
Runway (RW). A defined rectangular surface on an airport prepared or suitable for the landing or
takeoff of airplanes.
Runway Design Code (RDC). A code signifying the design standards to which the runway is to be built.
Runway Reference Code (RRC). A code signifying the current operational capabilities of a runway and
associated parallel taxiway.
Runway Blast Pad. A surface adjacent to the ends of runways provided to reduce the erosive effect of
jet blast and propeller wash.
Runway and Airport Protective Surfaces. The following definitions have been grouped to aid in
understanding the relationship between the various airport protective surfaces. Each of these surfaces will
be discussed in greater detail later in the text. At this point it is only necessary to understand the purpose
and basic structure of each of the surfaces.
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Runway Safety Area (RSA). A defined surface surrounding the runway prepared or suitable for
reducing the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion
from the runway. The safety area also provides greater accessibility for firefighting and rescue
equipment during such incidents. Please refer to Figure 2-1 in Chapter 2.
For transport category airports at sea level the runway safety area is 500 feet wide and extends
1,000 feet beyond each runway end. Additional information on runway safety area dimensions
and grading criteria are presented in Chapter 2.
Runway Object Free Area (OFA). The OFA is a two dimensional area surrounding the runway
which is clear of objects except for objects whose location is fixed by function.
For runways intended to serve Approach Category C and D aircraft, the runway OFA is 800 feet
wide and, like the RSA, extends 1,000 feet beyond the runway end. Further discussion of the
runway OFA, as well as taxiway and taxilane OFAs, is provided in Chapter 2.
Runway Protection Zone (RPZ). The RPZ's function is to enhance the protection of people and
property on the ground. This is achieved through airport owner control over RPZs. Such control
includes clearing RPZ areas (and maintaining them clear) of incompatible objects and activities.
Control is preferably exercised through the acquisition of sufficient property interest in the RPZ.
Further discussion of the RPZ is also provided in Chapter 2.
Runway Safety Area (RSA). A defined surface surrounding the runway prepared or suitable for
reducing the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion from the
runway.
Shoulder. An area adjacent to the edge of paved runways, taxiways, or aprons providing a transition
between the pavement and the adjacent surface; support for aircraft running off the pavement; enhanced
drainage; and blast protection.
Small Airplane. An airplane of 12,500 pounds (5 700 kg) or less maximum certificated takeoff weight.
Stopway (SWY). A defined rectangular surface beyond the end of a runway prepared or suitab1le for use
in lieu of runway to support an airplane, without causing structural damage to the airplane, during an
aborted takeoff. See Figure 3-2 in Chapter 3.
Taxilane (TL). A taxiway designed for low speed and precise taxiing. Taxilanes are usually, but not
always, located outside the movement area, providing access from taxiways (usually an apron taxiway) to
aircraft parking positions and other terminal areas.
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Taxiway (TW). A defined path established for the taxiing of aircraft from one part of an airport to
another.
Taxiway Design Group (TDG). A classification of airplanes based on outer to outer Main Gear Width
(MGW) and Cockpit to Main Gear (CMG) distance.
Taxiway Safety Area (TSA). A defined surface alongside the taxiway prepared or suitable for reducing
the risk of damage to an airplane unintentionally departing the taxiway.
Threshold (TH). The beginning of that portion of the runway available for landing. When the threshold
is located at a point other than at the beginning of the pavement, it is referred to as either a displaced or a
relocated threshold.
Displaced Threshold. The portion of pavement behind a displaced threshold is available for
takeoff in either direction and landing from the opposite direction.
Relocated Threshold. The portion of pavement behind a relocated threshold is not available for
takeoff or landing. It may be available for taxiing of aircraft.
Transport Airport. An airport designed, constructed, and maintained to serve airplanes in Aircraft
Approach Category C and D.
Utility Airport. An airport designed, constructed, and maintained to serve airplanes in Aircraft
Approach Category A and B. A Utility Airport can be expected to have the following kinds of activity:
Basic Utility--Stage I. This type of airport serves 75 percent of the single-engine and small twin-
engine airplanes used for personal and business purposes. Precision approach operations are not
usually anticipated. This airport is designed for small airplanes in Airport Reference Code B-I.
Basic Utility--Stage II. This type of airport serves all the airplanes of stage I, plus some small
business and air taxi-type twin-engine airplanes. Precision approach operations are not usually
anticipated. This airport is also designed for small airplanes in Airport Reference Code B-I.
General Utility--Stage I. This type of airport serves all small airplanes. Precision approach
operations are not usually anticipated. This airport is designed for airplanes in Airport Reference
Code B-II.
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General Utility--Stage II. This type of airport serves large airplanes in Aircraft Approach
Category A and B and usually has the capability for precision approach operations. This airport
is normally designed for Airport Reference Code B-III.
Visual Approach. An approach conducted on an instrument flight rules (IFR) flight plan which
authorizes the pilot to proceed visually and clear of clouds to the airport. The pilot must, at all times,
have either the airport or the preceding aircraft in sight. This approach must be authorized and under the
control of the appropriate air traffic control facility. Reported weather at the airport must be ceiling at or
above 1,000 feet and visibility of 3 miles or greater.
Wingspan. The maximum horizontal distance from one wingtip to the other wingtip, including the
horizontal component of any extensions such as winglets or raked wingtips.
1.3 AIRPORT PLANNING

Airport planning should consider both the present and potential aviation needs and demand associated
with the airport. Consider planning for runways and taxiways locations that will meet future separation
requirements even if the width, strength, and length must increase later. Such decisions should be
supported by appropriate planning and should be shown on the approved ALP. Coordination with the
FAA and users of the airport will assist in determining the immediate and long range characteristics that
will best satisfy the needs of the community and travelling public.
Applicability of Airport Design Standards. Airport design standards provide basic guidelines for a
safe, efficient, and economic airport system. The standards and recommendations in FAA AC 150/5300-
13A cover the wide range of size and performance characteristics of various elements of airport
infrastructure and their functions. Airport designers and planners need to carefully choose the basic
aircraft characteristics for which the airport will be designed. Airport designs based only on existing
aircraft can severely limit the ability to expand the airport to meet future requirements for larger, more
demanding aircraft. Airport designs that are based on large aircraft never likely to be served by the airport
are not economical. Building to the standards in FAA AC 150/5300-13A ensures that aircraft in a
particular category can operate at the airport without restrictions or location-specific encumbrances that
could impact safe and efficient operations.
Design Aircraft. Planning a new airport or improvements to an existing airport requires the selection of
one or more design aircraft. In the case of a private airport, the design aircraft can take the form of one
particular aircraft, and frequency of operations may not be a consideration. In most cases, however, the
design aircraft for the purposes of airport geometric design is a composite aircraft representing a
collection of aircraft classified by three parameters: Aircraft Approach Category (AAC), Airplane Design
Group (ADG) and Taxiway Design Group (TDG). These parameters represent the aircraft that are
intended to be accommodated by the airport. In the case of an airport with multiple runways, a design
aircraft is selected for each runway. The first consideration of the airport planner should be the safe
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operation of aircraft likely to use the airport. Any operation of an aircraft that exceeds design criteria of
the airport may result in either an unsafe operation or a lesser safety margin unless air traffic control
(ATC) Standard Operating Procedures (SOPs) are in place for those operations. However, it is not the
usual practice to base the airport design on an aircraft that uses the airport infrequently, and it is
appropriate and necessary to develop ATC SOPs to accommodate faster and/or larger aircraft that use the
airport occasionally.
Runway Design Code (RDC). The AAC, ADG, and approach visibility minimums are combined to
form the RDC of a particular runway. The RDC provides the information needed to determine certain
design standards that apply. The first component, depicted by a letter, is the AAC and relates to aircraft
approach speed (operational characteristics) (see Table 1-1). The second component, depicted by a
Roman numeral, is the ADG and relates to either the aircraft wingspan or tail height (physical
characteristics); whichever is most restrictive (see Table 1-2). The third component relates to the
visibility minimums expressed by RVR values in feet of 1200, 1600, 2400, and 4000 (corresponding to
lower than 1/4 mile [CAT-III PA], lower than 1/2 mile but not lower than 1/4 mile [CAT-II PA], lower
than 3/4 mile but not lower than 1/2 mile [CAT-I PA], and lower than 1 mile but not lower than 3/4 mile
[APV 3/4 but < 1 mile], respectively) (see Table 1-3). The third component should read VIS for
runways designed with visual approach use only. Generally, runway standards are related to aircraft
approach speed, aircraft wingspan, and designated or planned approach visibility minimums. Runway to
taxiway and taxiway/taxilane to taxiway/taxilane separation standards are related to ADG, TDG, and
approach visibility minimums. For example, an airports air carrier runway can have an RDC of C-IV-
1200 and the same airports smaller runway used for general aviation activity can have an RDC of B-II-
2400. (The design aircraft for other aspects of runway design, such as length and pavement strength, may
be different. It will be based on other factors, such as haul length and maximum takeoff weight.)
TABLE 1-1
AIRCRAFT APPROACH CATEGORY
Table 1-1 Aircraft Approach Category
Source: FAA AC 150/5300-13A, Airport Design
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TABLE 1-2
AIRPLANE DESIGN GROUP
Table1-2 Airplane Design Group
TABLE 1-3
APPROACH VISIBILITY MINIMUMS
Table 1-3 Approach Visibility Minimum
Taxiway Design Group (TDG). TDG relates to the undercarriage dimensions of the aircraft.
Taxiway/taxilane width and fillet standards, and in some instances, runway to taxiway and
taxiway/taxilane separation requirements, are determined by TDG. It is appropriate for a series of
taxiways on an airport to be built to a different TDG than another based on expected use.
Approaches. Based on current and anticipated demand, the airport should be planned for appropriate
minimums and aircraft. Such planning includes the appropriate RPZ size and approach slopes for the
future design aircraft and visibility minimums. Proper planning should ensure that future airspace
requirements are adequately protected with an FAA plan on file.
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Land Acquisition and Airspace Protection. Off-airport development will have a negative impact on
current and future airport operations when it creates obstacles to the safe and efficient use of the airspace
surrounding the airport. Consider off-airport conditions and land orientation of runways and proper
separation for parallel taxiways and the terminal building complex. Land acquisition to protect all
possible airspace intrusions is generally not feasible, and is usually supplemented by local zoning,
easements, or other means to mitigate potential incompatible land uses and potential obstacle conflicts.
AC 150/5190-4, A Model Zoning Ordinance to Limit Height of Objects around Airports, presents
guidance for controlling the height of objects around airports. At a minimum for new runways, land
acquisition should include Object Free Areas (OFAs) and Runway Protection Zones (RPZs). To the
extent practicable, land acquisition should include adequate areas surrounding the runway(s) to protect the
runway approach and departure surfaces and for existing and planned runways OFAs and RPZs.
Airport Layout Plan (ALP). An ALP is a scaled drawing (or set of drawings), in either traditional or
electronic form, of existing and proposed land and facilities necessary for the operation and development
of the airport. Any airport will benefit from a carefully developed plan that reflects current FAA design
standards and planning criteria. AC 150/5070-6 contains guidance on the development of ALPs, as well
as a detailed listing of the various components that constitute a well-appointed ALP.
All airport development at federally obligated airports must conform to an FAA-approved ALP. The ALP
should conform to the FAA airport design standards existing at the time of its approval. Due to unusual
site, environmental, or other constraints, the FAA may approve an ALP not fully complying with design
standards. Such approval requires the FAA to determine the proposed modification to standards is safe for
the specific site and conditions. When the FAA revises a standard, airport owners should incorporate the
changes in the ALP and implement the new standards before all new development.
1.4 DESIGN PROCESS

Airport design first requires selecting the Runway Design Code(s) (RDC[s]) for desired/planned level of
service for each runway, and then applying the airport design criteria associated with the RDC.
Instrument flight procedures minimums are based on the characteristics and infrastructure of the runway
(i.e., markings, approach light system, protected airspace, etc.), airspace evaluation, and the navigation
system available to the aircraft. Unless these items are considered in the development of the airport, the
operational minimums may be other than desired.
For airports with two or more runways, it is often desirable to design all airport elements to meet the
requirements of the most demanding RDC and TDG. However, it may be more practical and economical
to design some airport elements, e.g., a secondary runway and its associated taxiway, to standards
associated with a lesser demanding RDC and TDG. A typical example would be an air carrier airport that
has a separate general aviation or commuter runway or a crosswind runway only needed for small aircraft.
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Design Aircraft. The design aircraft enables airport planners and engineers to design the airport in such
a way as to satisfy the operational requirements of such aircraft and meet national standards for separation
and geometric design (safety issues). The design aircraft may be a single aircraft or a composite of
several different aircraft composed of the most demanding characteristics of each. Examples of such
characteristics and the design components affected are detailed in Table 1-4.
TABLE 1-4
AIRCRAFT CHARACTERISTICS AND DESIGNCOMPONENTS
Table 1-4 Aircraft Characteristics and Design Components
Airport Design Standards and the Environmental Process. For projects using funds from federal
financial assistance programs, design standards in FAA AC150/5300-13A represent the key components
of the airport that are needed to fulfill the federal mission and policy as stipulated by USC Title 49,
Chapter 471, Airport Development. Chapter 471 requires balancing a variety of interests associated with
the airports, including:
i. Safe operations
ii. Increasing capacity and efficiency
iii. Delay reduction
iv. Economic viability
v. Noise reduction
vi. Environmental protection
These standards work to balance these interests. For normal environmental processes, these standards
establish the fundamental purpose and need for airport development.
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Airport Design
Safety. All prudent and feasible alternatives must be considered when a proposed development project
has potential environmental effects. However, safety is the highest priority for any airport development
and any airport operations.
Planned Visibility Minimums for Instrument Procedures. Runways provide maximum utility when
they can be used in less than ideal weather conditions. For runways, weather conditions translate to
visibility in terms of the distance to see and identify prominent unlighted objects by day and prominent
lighted objects by night. In order to land during periods of limited visibility, pilots must be able to see the
runway or associated lighting at a certain distance from and height above the runway. If the runway
environment cannot be identified at the minimum visibility point on the approach, FAA regulations do
not authorize pilots to land.
Planning considerations. While lower visibility minimums are often desirable, runway design
requirements ranging from obstacles in the approach path to separation and buffers around the
runway become much more restrictive. Therefore, it is important to carefully weigh the demand,
benefits and costs when deciding the visibility minimums for which the runway will be designed.
Runway Visibility Categories. The ultimate runway development should be designed for one of the
following visibility categories:
Visual (V). Runways classified as visual are not designed to handle or anticipated to handle any
Instrument Flight Rules (IFR) operations now or in the future, including circling approaches.
These runways support Visual Flight Rules (VFR) operations only and are unlighted or lighted
with at least Low Intensity Runway Lights (LIRL) or medium intensity runway lights (MIRL),
and have only visual (basic) runway markings as defined in AC 150/5340-1.
Non-Precision Approach (NPA). Runways classified as NPA are designed to handle instrument
approaches providing only lateral guidance. NPA runways will only support IFR approach
operations to visibilities of 1 statute mile (1.6 km) or greater. Navigation Aids (NAVAIDs)
providing lateral only guidance for instrument approaches are VHF Omnidirectional Range
(VOR), non-directional beacon (NDB), area navigation Lateral Navigation (LNAV), localizer
performance (LP), localizer (LOC). These runways are generally at least 3,200 feet (975 m) long,
with a minimum width based on RDC, are lighted using at least LIRL or MIRL, and have non-
precision runway markings as defined in AC 150/5340-1. Runways less than 3,200 feet are
protected by Part 77 to a lesser extent. However, runways as short as 2,400 feet could support an
instrument approach provided the lowest Height Above Threshold (HATh) is based on clearing
any 200-foot (61 m) obstacle within the final approach segment.
Approach Procedure with Vertical Guidance (APV). Runways classified as APV are designed to
handle instrument approach operations where the navigation system provides vertical guidance
down to 250 feet HATh and visibilities to as low as 3/4 statute mile. May apply to the following
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Airport Design
approach types: Instrument Landing System (ILS), LNAV/ Visual Navigation Aids (VNAV),
Localizer Performance with Vertical Guidance (LPV), or Area Navigation (RNAV) Required
Navigation Performance (RNP). These runways must be longer than 3,200 feet (975 m) in length
with a width greater than 60 feet (18.5 m) (with 75 or 100 feet [23 or 30 m] typically being
optimum), and must have at least MIRL with non-precision runway markings as defined in AC
150/5340-1.
Precision Approach (PA). Runways classified as precision are designed to handle instrument
approach operations supporting instrument approach with HATh lower than 250 feet and
visibility lower than 3/4 statute mile, down to and including Category (CAT) III. Precision
Instrument Runways (PIR) support IFR operations with visibilities down to and including CAT-
III with the appropriate infrastructure. The navigational systems capable of supporting precision
operations are ILS, LPV, and Global Navigation Satellite System (GNSS) Landing System
(GLS). These runways must be longer than 4200 feet (1280 m), are wider than 75 feet (23 m)
with the typical width being at least 100 feet (30 m). These runways are typically lighted by High
Intensity Runway Lights (HIRL) and must have precision runway markings as defined in AC
150/5340-1.
1.5 AIRPORT REFERENCE POINT COMPUTATION

The Airport Reference Point (ARP) is the geometric center of all usable runways at the airport. The FAA
uses the ARP to establish the official horizontal geographic location for the airport. The ARP is normally
not monumented or physically marked on the ground. The location of the ARP is computed using
runway length and is typically presented for both the existing and ultimate runway lengths proposed for
development. This allows the FAA to adequately protect the existing and ultimate airspace surrounding
the airport. These computations do not use closed or abandoned areas. The FAA-approved ALP shows the
ultimate development. If there is no ALP, the ultimate runway lengths are the existing runways plus those
which have airspace approval, less closed or abandoned areas. Once the ARP is computed, the only time
that a recomputation is needed is when the proposed ultimate development is changed.
1.5.1 ARP COMPUTATION METHODOLOGY

The ARP position computation is somewhat similar to a center of mass computation, except that only two
dimensions are considered. Compute the ARP using the centerline end positions of all usable runways
based on the ultimate configuration of the airport. However, since runways without specially prepared
hard surfaces (SPHSs) typically are not surveyed, the ARP position for these airports will be approximate.
Indicate the ARP computation with the year of the most recent runway end survey used in the ARP
computation, such as "ARP (1995).
The datums used in the computations are normally selected as the lowest absolute value latitude and
longitude coordinates, respectively, of all runway ends used in the computation. This convention
eliminates computing with negative moments.
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Airport Design
1. ARP LAT = Latitude Datum + (Sum of Runway Moments about the Latitude Datum/Sum of
Runway Lengths)
2. ARP LON = Longitude Datum + (Sum of Runway Moments about the Longitude Datum/Sum of
Runway Lengths)
3. Runway Moment about the Latitude Datum = Runway Ground Length the Distance in Seconds
between the approximate Runway Center Point1 and the Latitude Datum
4. Runway Moment about the Longitude Datum = Runway Ground Length the Distance in
Seconds between the approximate Runway Center Point and the Longitude Datum
5. Runway Coordinates must be entered as absolute values.
6. Runway Lengths must be entered as Ground Length, rounded to the nearest whole foot.
1.5.2 SAMPLE ARP COMPUTATION

Sample ARP Computation follows (See Figure 1-1):
Approximate Runway Center Points:
RWY 1/19
LAT = 39 24 57.7852
LON = 77 22 41.1951
RWY 5/23
LAT = 39 24 48.4806
LON = 77 22 34.9130
ARP LAT = 39 24 34.1979 + (4,000 FT (23.5873 SEC) + 3,799 FT (14.2827 SEC))/7,799 FT

= 39 24 34.1979 + 19.0549 SEC
= 39 24 53.3
ARP LON = 77 22 19.1959 + (4,000 FT (21.9992 SEC) + 3,799 FT (15.7171 SEC))/7,799 FT

= 77 22 19.1959 + 18.9391 SEC
= 77 22 38.1
1
The approximate Runway Center Point is the mean of the Latitudes and Longitudes of a Runways Ends. This convention
eliminates the need for complex geodetic formulas to compute the precise Runway Center Point, thus allowing simple and
consistent ARP computations after only brief instructions.
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Airport Design
FIGURE 1-1
SAMPLE ARP COMPUTATION
Figure 1-1 Sample ARP Computation
Source: FAA AC 150/5300-18B
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Airport Design
Chapter 2 - Runway Design
CHAPTER 2
RUNWAY DESIGN
2.1 INTRODUCTION
This chapter presents standards for runways and runway associated elements such as shoulders, blast
pads, runway safety areas, runway protection zones, and object free areas (OFA). Table 2-1 presents a
sample format of an interactive table (FAA AC 150/5300-13A, Table 3-8) from which standard widths
and lengths for runway and runway associated elements may be obtained. For ease of reference,
Appendix B also provides non-interactive tables for various RDCs and visibility minima. The design
standards for runway safety area longitudinal and transverse gradients and runway line of sight are also
presented in this chapter.
2.1.1 RUNWAY WIDTH

The Runway Design Standards Matrix in Appendix B presents runway width standards which consider
operations conducted during reduced visibility. A wider runway can compensate for crosswind effects
and may eliminate the need for a crosswind runway.
2.1.2 RUNWAY SHOULDERS

Runway shoulders provide resistance to blast erosion and accommodate the passage of maintenance and
emergency equipment and the occasional passage of an airplane veering from the runway. The Runway
Design Standards Matrix in Appendix B presents runway shoulder width standards. A natural surface,
e.g., turf, normally reduces the possibility of soil erosion and engine ingestion of foreign objects. Soil
with turf not suitable for this purpose requires a stabilized or low cost paved surface. Figure 2-1 depicts
runway shoulders.
2.1.3 RUNWAY BLAST PAD

Runway blast pads provide blast erosion protection beyond runway ends. The Runway Design Standards
Matrix in Appendix B contains the standard length and width of blast pads for takeoff operations
requiring blast erosion control. Figure 2-1 depicts runway blast pads.
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Airport Design
TABLE 2-1
SAMPLE RUNWAY DESIGN STANDARDS MATRIX
Table 2-5 Sample Runway Design Standards Matrix
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Airport Design
FIGURE 2-1
RUNWAY SAFETY AREA
PLAN VIEW
Figure 2-2 RUNWAY SAFETY AREA - PLAN VIEW
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Airport Design
FIGURE 2-1
RUNWAY SAFETY AREA
CROSS-SECTION VIEW
Source: FAA AC 150/5300-13A

U O Jones analyses September, 2011
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Airport Design
2.1.4 RUNWAY SAFETY AREA (RSA)

In the early years of aviation, all airplanes operated from relatively unimproved airfields. As aviation
developed, the alignment of takeoff and landing paths centered on a well-defined area known as a landing
strip. Thereafter, the requirements of more advanced airplanes necessitated improving or paving the
center portion of the landing strip. The term "landing strip" was retained to describe the graded area
surrounding and upon which the runway or improved surface was constructed. The primary role of the
landing strip changed to that of a safety area surrounding the runway. This area had to be capable, under
normal (dry) conditions, of supporting airplanes without causing structural damage to the airplanes or
injury to their occupants. Later, the designation of the area was changed to "runway safety area," to
reflect its functional role. The runway safety area enhances the safety of airplanes which undershoot,
overrun, or veer off the runway, and it provides greater accessibility for firefighting and rescue equipment
during such incidents. Figure 2-2 depicts the approximate percentage of airplanes undershooting and
overrunning the runway which stay within a specified distance from the runway end.
In recent years, FAA has recognized that incremental improvements inside standard RSA dimensions can
enhance the margin of safety for aircraft. This is a significant change from the earlier concept where the
RSA was deemed to end at the point it was no longer graded and constructed to standards. Previously, a
modification to standards could be issued if the actual, graded and constructed RSA did not meet
dimensional standards as long as an acceptable level of safety was provided. Today, modifications to
standards no longer apply to runway safety areas. Instead, FAA airport regional division offices are
required to maintain a written determination of the best practicable alternative for improving non-standard
RSAs. They must continually analyze the non-standard RSA with respect to operational, environmental,
and technological changes and revise the determination as appropriate. Incremental improvements are
included in the determination if they are practicable and they will enhance the margin of safety.
The Runway Design Standards Matrix in Appendix B present runway safety area dimensional standards.
Figure 2-1 depicts the runway safety area.
2.1.4.1 Design Standards

The runway safety area shall be:
1) cleared and graded and have no potentially hazardous ruts, humps, depressions, or other
surface variations;
2) drained by grading or storm sewers to prevent water accumulation;
3) capable, under dry conditions, of supporting snow removal equipment, aircraft rescue and
firefighting equipment, and the occasional passage of aircraft without causing structural
damage to the aircraft; and
4) free of objects, except for objects that need to be located in the runway safety area
because of their function. These objects shall be constructed on low impact resistant
supports (frangible mounted structures) to the lowest practical height with the frangible
point no higher than 3 inches (7.6 cm) above grade.
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Airport Design
FIGURE 2-2
APPROXIMATE PERCENTAGE OF AIRPLANES UNDERSHOOTING AND OVERRUNNING THE RUNWAY
WITHIN A SPECIFIED DISTANCE FROM THE RUNWAY END
Figure 2-3 APPROXIMATE PERCENTAGE OF AIRPLANES UNDERSHOOTING AND OVERRUNNING THE RUNWAY WITHIN A SPECIFIED DISTANCE FROM THE
RUNWAY END

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Airport Design
2.1.4.2 Construction Standards

Compaction of runway safety areas shall be to FAA specification P-152 found in AC 150/5370-
10.
2.1.4.3 Sub-standard RSAs.

RSA standards cannot be modified or waived like other airport design standards. The
dimensional standards remain in effect regardless of the presence of natural or man-made objects
or surface conditions that might create a hazard to aircraft that leave the runway surface.
Facilities, including NAVAIDs that would not normally be permitted in an RSA should not be
installed inside the standard RSA dimensions even when the RSA does not meet standards in
other respects. A continuous evaluation of all practicable alternatives for improving each sub-
standard RSA is required until it meets all standards for grade, compaction, and object
frangibility.
2.1.4.4 Threshold Displacement

Sub-standard RSAs may be improved through a displacement of a runway threshold. Incremental
improvements that involve the displacement of a landing threshold need to be carefully planned
so that they do not incur unnecessary costs or create situations that could compromise operational
safety. Runway thresholds that are displaced temporarily pending the planned relocation of
objects (such as Localizer antennas) should consider the extra costs associated with rearranging
the runway lights, approach lights and navigational aids. It should be noted that the displacement
of a threshold that does not also include relocation of the lead-in taxiway can create an
undesirable and confusing operating environment for the pilot.
2.1.4.5 Allowance for Navigational Aids

The RSA is intended to enhance the margin of safety for landing or departing aircraft.
Accordingly, the design of an RSA must account for navigational aids that might impact the
effectiveness of the RSA.
2.1.5 RUNWAY OBJECT FREE AREA

The runway object free area (OFA) is a two dimensional ground area surrounding the runway. The
runway OFA clearing standard precludes parked airplanes and objects, except objects whose location is
fixed by function. The Runway Design Standards Matrix in Appendix B specifies the standard
dimensions of the runway OFA.
2.1.6 RUNWAY PROTECTION ZONE

The Runway Protection Zone (RPZ) function is to enhance the protection of people and property on the
ground. Where practical, airport owners should own the property under the runway approach and
departure areas to at least the limits of the RPZ. It is desirable to clear the entire RPZ of all above-ground
objects. Where this is impractical, airport owners, as a minimum, should maintain the RPZ clear of all
facilities supporting incompatible activities. See FAA Memorandum, Interim Guidance on Land Uses
within a Runway Protection Zone, dated 9/27/2012, for guidance on incompatible activities.
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Airport Design
2.1.6.1 Standards.
RPZ Configuration/Location. The RPZ is trapezoidal in shape and centered about the extended
runway centerline. The central portion and controlled activity area the two components of the
RPZ as shown in Figure 2-3. The RPZ dimension for a particular runway end is a function of the
type of aircraft and approach visibility minimum associated with that runway end. The Runway
Design Standards Matrix in Appendix B provides standard dimensions for RPZs. Other than with
a special application of declared distances, the RPZ begins 200 feet (60 m) beyond the end of the
area usable for takeoff or landing. With a special application of declared distances, separate
approach and departure RPZs are required for each runway end. The RPZ function may be fulfilled
by the RPZ beginning at a location other than 200 feet (60 m) beyond the end of the runway. When an
RPZ begins at a location other than 200 feet (60 m) beyond the end of runway, two RPZs are required,
for example, a departure RPZ and an approach RPZ. The two RPZs normally overlap.
1. The Central Portion of the RPZ. The central portion of the RPZ extends from the
beginning to the end of the RPZ, centered on the runway centerline. Its width is equal to
the width of the runway OFA.
2. The Controlled Activity Area. The controlled activity area is the portion of the RPZ to the
sides of the central portion of the RPZ.
3. Approach RPZ. The approach RPZ shall begin 200 feet (60 m) before the threshold. Table 1-1
presents the standard dimensions for approach RPZs. The portion of runway behind the
threshold is unavailable and/or unsuitable for landing distance.
4. Departure RPZ. The departure RPZ shall begin 200 feet (60 m) beyond the far end of TORA.
The portion of runway beyond the TORA is unavailable and/or unsuitable for takeoff run
computations. The standard dimensions for departure RPZs are:
a) Starting 200 feet (60 m) beyond the far end of TORA, 1,000 feet (300 m) long, 250
feet (75 m) wide, and at the far end of RPZ 450 feet (135 m) widefor runways
serving only small airplanes in Aircraft Approach Categories A and B.
b) Starting 200 feet (60 m) beyond the far end of TORA, 1,000 feet (300 m) long, 500
feet (150 m) wide, and at the far end of RPZ 700 feet (210 m) wide, for runways
serving large airplanes in Aircraft Approach Categories A and B.
c) Starting 200 feet (60 m) beyond the far end of TORA, 1,700 feet (510 m) long, 500
feet (150 m) wide, and at the far end of RPZ 1,010 feet (303 m) wide, for runways
serving Approach Categories C and D.
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Airport Design
FIGURE 2-3
RUNWAY PROTECTION ZONE
Note:
See Runway
Design
Standards
Matrix in
Appendix B
for
dimensions.
Figure 2-4 Runway Protection Zone

U O Jones analyses September, 2011
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Airport Design
2.1.6.2 Land Use

In addition to the criteria specified in AC 150/5300-13A, the following land use criteria apply
within the RPZ.
(1) While it is desirable to clear all objects from the RPZ, some uses are permitted, provided
they do not attract wildlife and are outside of the Runway OFA, and do not interfere with
navigational aids. Automobile parking facilities, although discouraged, may be permitted,
provided the parking facilities and any associated appurtenances, in addition to meeting all of the
preceding conditions, are located outside of the central portion of the RPZ. Fuel storage facilities
may not be located in the RPZ.
(2) Land uses prohibited from the RPZ are residences and places of public assembly.
(Churches, schools, hospitals, office buildings, shopping centers, and other uses with similar
concentrations of persons typify public assembly.) Fuel storage facilities may not be located in
the RPZ.
2.1.6.3 Recommendations
Where it is determined to be impracticable for the airport owner to acquire and plan the land uses
within the entire RPZ, the RPZ land use standards have recommendation status for that portion of
the RPZ not controlled by the airport owner.
2.1.7 RESCUE AND FIREFIGHTING ACCESS ROADS

Rescue and firefighting access roads should provide unimpeded two-way access for rescue and
firefighting equipment to potential accident areas. Connecting these access roads, to the extent practical,
with the operational surfaces and other roads will facilitate aircraft rescue and firefighting operations.
2.1.7.1 Recommendation
It is recommended that the entire RSA and RPZ be accessible to rescue and firefighting vehicles
so that no part of the RSA or RPZ is more than 330 feet (100 m) from either an all-weather road
or a paved operational surface. Where an airport is adjacent to a body of water, it is
recommended that boat launch ramps with appropriate access roads be provided.
2.1.7.2 All Weather Capability

Rescue and firefighting access roads are all weather roads designed to support rescue and
firefighting equipment traveling at normal response speeds. Establish the widths of the access
roads on a case-by-case basis considering the type(s) of rescue and firefighting equipment
available and planned at the airport. The first 300 feet (90 m) adjacent to a paved operational
surface should be paved. At locations where an access road crosses a safety area, the safety area
standards for smoothness and grading control. For other design and construction features, use
local highway specifications. Rescue and firefighting access roads are special purpose roads
which supplement but do not duplicate or replace sections of a multi-purpose road system.
Restricting their use to rescue and firefighting access equipment, precludes their being a hazard to
air navigation.
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Airport Design
2.2 SURFACE GRADIENT AND LINE OF SIGHT

Surface gradients should allow design flexibility without adversely affecting operational safety. Line of
sight standards impose additional restraints on surface gradients. It is important that the pilot and air
traffic controller see the runway and taxiway surfaces to assure that the runways and taxiways are clear of
aircraft, vehicles, wildlife, and other hazardous objects.
2.2.1 SURFACE GRADIENT STANDARDS
2.2.1.1 Runways and Stopways

Aircraft Approach Categories A and B. The longitudinal and transverse gradient standards for
runways and stopways are as follows and as illustrated in Figures 2-4 and 2-5.
a) The maximum longitudinal grade is +2 percent. It is desirable to keep longitudinal grades to

a minimum.
b) The maximum allowable grade change is +2 percent. Use longitudinal grade changes only
when absolutely necessary.
c) Vertical curves for longitudinal grade changes are parabolic. The length of the vertical curve
is a minimum of 300 feet (90 m) for each 1 percent of change. No vertical curve is necessary
when the grade change is less than 0.4 percent.
d) The minimum allowable distance between the points of intersection of vertical curves is 250
feet (75 m) multiplied by the sum of the grade changes (in percent) associated with the two
vertical curves.
e) Figure 2-5 presents maximum and minimum transverse grades for runways and stopways. In
all cases, keep transverse grades to a minimum, consistent with local drainage requirements.
f) Provide a smooth transition between the intersecting pavement surfaces as well as adequate
drainage of the intersection. Give precedence to the grades for the dominant runway (e.g.,
higher speed, higher traffic volume, etc.) in a runway-runway situation and for the runway in
a runway-taxiway situation.
Aircraft Approach Categories C and D. The longitudinal and transverse gradient standards for
runways and stopways are as follows and as illustrated in Figures 2-5 and 2-6.
a) The maximum longitudinal grade is +1.5 percent; however, longitudinal grades may not
exceed +0.8 percent in the first and last quarter of the runway length. It is desirable to keep
longitudinal grades to a minimum.
b) The maximum allowable grade change is +1.5 percent. Use longitudinal grade changes only
when absolutely necessary.
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Airport Design
c) Vertical curves for longitudinal grade changes are parabolic. The length of the vertical curve
is a minimum of 1,000 feet (300 m) for each 1 percent of change.
d) The minimum allowable distance between the points of intersection of vertical curves is
1,000 feet (300 m) multiplied by the sum of the grade changes (in percent) associated with
the two vertical curves.
e) Figure 2-5 presents maximum and minimum transverse grades for runways and stopways. In
all cases, keep transverse grades to a minimum, consistent with local drainage requirements.
f) Provide a smooth transition between intersecting pavement surfaces as well as adequate

drainage of the intersection. Give precedence to the grades for the dominant runway (e.g.,
higher speed, higher traffic volume, etc.) in a runway-runway situation and for the runway in
a runway-taxiway situation.
2.2.1.2 Runway Safety Area

The longitudinal and transverse gradient standards for runway safety areas are as follows and are
illustrated in Figures 2-5 through 2-7.
a) Longitudinal grades, longitudinal grade changes, vertical curves, and distance between
changes in grades for that part of the runway safety area between the runway ends are the
same as the comparable standards for the runway and stopway. Exceptions are allowed when
necessary because of taxiways or other runways within the area. In such cases, modify the
longitudinal grades of the runway safety area by the use of smooth curves. For the first 200
feet (60 m) of the runway safety area beyond the runway ends, the longitudinal grade is
between 0 and 3 percent, with any slope being downward from the ends. For the remainder
of the safety area the maximum longitudinal grade is such that no part of the runway safety
area penetrates the approach surface or clearway plane. The maximum allowable negative
grade is 5 percent. Limitations on longitudinal grade changes are plus or minus 2 percent per
100 feet (30 m). Use parabolic vertical curves where practical.
b) Figure 2-5 shows the maximum and minimum transverse grades for paved shoulders and for
the runway safety area along the runway up to 200 feet (60 m) beyond the runway end. Keep
transverse grades to a minimum, consistent with local drainage requirements. Figure 2-7
illustrates the criteria for the transverse grade beginning 200 feet (60 m) beyond the runway
end.
c) Elevation of the concrete bases for NAVAIDS located in the runway safety area should not
be higher than a maximum of 3 inches (7.6 cm) above the finished grade. Other grading
requirements for NAVAIDS located in the runway safety area are, in most cases, more
stringent than those stated above.
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Airport Design
2.2.1.3 Runway Blast Pad.

For blast pads, follow the same longitudinal and transverse grades as the respective grades of the
associated safety area.
2.2.1.4 Taxiways and Taxiway Safety Areas

Figure 2-5 illustrates the transverse gradient standards. The longitudinal and transverse gradient
standards for taxiways and taxiway safety areas are as follows:
a) The maximum longitudinal grade is 2 percent for Aircraft Approach Categories A and B and
1.5 percent for Aircraft Approach Categories C and D. Minimum longitudinal grades are
desirable.
b) Avoid changes in longitudinal grades unless no other reasonable alternative is available. The
maximum longitudinal grade change is 3 percent.
c) When longitudinal grade changes are necessary, the vertical curves are parabolic. The
minimum length of the vertical curve is 100 feet (30 m) for each 1 percent of change. 4) The
minimum distance between points of intersection of vertical curves is 100 feet (30 m)
multiplied by the sum of the grade changes (in percent) associated with the two vertical
curves.
d) At any point on a taxiway centerline, the allowable difference in elevation between the
taxiway and the corresponding point on the associated parallel runway, taxiway, or apron
edge is 1.5 percent of the shortest distance between the points. For the purposes of this item,
a parallel taxiway is any taxiway functioning as a parallel taxiway whether it is exactly
parallel or not. This will allow the subsequent placement of a stub taxiway at any point to
satisfy capacity requirements.
e) Figure 2-5 shows the maximum and minimum transverse grades for taxiways and taxiway
safety areas. In all cases, the transverse grades should be at a minimum, consistent with local
drainage requirements.
f) Elevation of the concrete bases for NAVAIDs located in the taxiway safety area should not
be higher than a maximum of 3 inches (7.6 cm) above the finished grade. Other grading
requirements for NAVAIDs located in the taxiway safety area are, in most cases, more
stringent than those stated above.
2.2.1.5 Aprons
To ease aircraft towing and taxiing, apron grades should be at a minimum, consistent with local
drainage requirements. The maximum allowable grade in any direction is 2 percent for Aircraft
Approach Categories A and B and 1 percent for Aircraft Approach Categories C and D. Where
possible, design apron grades to direct drainage away from any building, especially in fueling
areas.
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Airport Design
FIGURE 2-4
LONGITUDINAL GRADE LIMITATIONS FOR AIRCRAFT APPROACH CATEGORIES A AND B
Figure 2-5 LONGITUDINAL GRADE LIMITATIONS FOR AIRCRAFT APPROACH CATEGORIES A AND B
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Airport Design
FIGURE 2-5
TRANSVERSE GRADE LIMITATIONS
Figure 2-6 TRANSVERSE GRADE LIMITATIONS
Source: FAA AC 150/5300-13, Airport Design Change 15
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Airport Design
FIGURE 2-6
LONGITUDINAL GRADE LIMITATIONS FOR AIRCRAFT APPROACH CATEGORIES C, D AND E
Figure 2-7 LONGITUDINAL GRADE LIMITATIONS FOR AIRCRAFT APPROACH CATEGORIES C, D AND E
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Airport Design
FIGURE 2-7
RUNWAY SAFETY AREA GRADE LIMITATIONS
BEYOND 200 FEET (61 M) FROM THE RUNWAY END
Figure 2-8 RUNWAY SAFETY AREA GRADE LIMITATIONS BEYOND 200 FEET (60 M) FROM THE RUNWAY END
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Airport Design
2.2.2 LINE OF SIGHT STANDARDS
2.2.2.1 Along Individual Runway

An acceptable runway profile permits any two points five feet (1.5 m) above the runway
centerline to be mutually visible for the entire runway length. However, if the runway has a full
length parallel taxiway, the runway profile may be such that an unobstructed line of sight will
exist from any point five feet (1.5 m) above the runway centerline to any other point five feet (1.5
m) above the runway centerline for one-half the runway length.
2.2.2.2 Between Intersecting Runways

A clear line of sight between the ends of intersecting runways is recommended. Terrain needs to
be graded and permanent objects need to be designed or sited so that there will be an
unobstructed line of sight from any point five feet (1.5 m) above one runway centerline to any
point five feet (1.5 m) above an intersecting centerline, within the runway visibility zone. The
runway visibility zone is an area formed by imaginary lines connecting the two runways'
visibility points, as shown in Figure 2-8. Determine the location of each runway's visibility point
as follows:
a) If the distance from the intersection of two runway centerlines to a runway end is 750 feet
(250 m) or less, the visibility point is on the centerline of the runway end.
b) If the distance from the intersection of two runway centerlines to a runway end is greater than
750 feet (250 m) but less than 1,500 feet (500 m), the visibility point is on the centerline, 750
feet (250 m) from the intersection of the runway centerlines.
c) If the distance from the intersection of two runway centerlines to a runway end is equal to or
greater than 1,500 feet (500 m), the visibility point is on the centerline equidistant from the
runway end and the intersection of the centerlines.
2.2.2.3 Taxiways
There are no line of sight requirements for taxiways. However, the sight distance along a runway
from an intersecting taxiway needs to be sufficient to allow a taxiing aircraft to enter safely or
cross the runway.
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Airport Design
FIGURE 2-8
RUNWAY VISIBILITY ZONE
Figure 2-9 RUNWAY VISIBILITY ZONEA
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Airport Design
2.3 WORKED EXAMPLES
2.3.1 LONGITUDINAL GRADES

Given:
RDC: D-IV-2400
Runway length = 8,000 feet
V is the highest elevation on the runway and Y is lowest elevation as shown below.
ERG = 1.0 percent
FAA standard dimensions apply to the Runway and RSA and the runway shoulders are paved.
If the elevation at V is 1000 feet:

a) What it the lowest elevation possible at X (200 feet from runway end)?
b) What it the lowest elevation possible at W (at the end of the RSA)?
c) What is the highest elevation possible at Z (at the end of RSA)?
W Z
X Y V
Scale: Not to Scale
Step 1
Determine standard dimensions for the RSA using Appendix B tables based on RDC D-IV-2400.
RSA width = 500 feet
RSA length beyond runway end = 1,000 feet
Step 2
a. Calculate lowest elevation at X
To obtain lowest elevation at X we require elevation at Y.
Maximum ERG = 1%
Therefore, for 8000 feet runway, change in elevation = 8000 x (1/100) = 80 feet
Elevation at Y = 1000- 80 = 920 feet
Maximum negative slope is 3% for first 200 feet beyond Y (See Figure 2-4)
Change in elevation between Y and X= (-3/100) x 200 = -6 feet
Therefore, elevation at X = Elevation at Y-6 = 920-6 = 914 feet
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Airport Design
b. Calculate lowest elevation at W

Beyond point X, maximum negative slope is -5% (See Figure 2-7)
The end of RSA is 1000 feet from end of runway, or 800 feet from end point X.
Change in elevation between X and W is = 800 x (-5/100) = - 40 feet
Therefore, elevation at W = elevation at X-40 = 914-40 = 874 feet
c. Calculate highest elevation at Z

The maximum upslope for the first 200 feet beyond V is 0%
Therefore, elevation 200 feet beyond V = 1000 feet
For the remaining 800 feet, the maximum permissible upslope is 2% is so it does not penetrate the
Part 77 approach surface (surface slope is 50:1)
The change in elevation = 800 x (2/100) = 16 feet
Therefore, elevation at Z = 1000+16 = 1016 feet.
2.3.2 TRANSVERSE GRADES

Given:
RDC: D-V-2400
Runway length = 10,000 feet
The land rises to the north of the runway and drops to the south of the runway
FAA standard dimensions apply to the Runway and RSA and the runway shoulders are paved.
If the elevation at V is 1000 feet:

a. What is the lowest possible elevation at X at the edge of the shoulder?
b. What is the lowest possible elevation at W at the edge of the RSA?
V
X
W
Scale: Not to Scale
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Airport Design
Step 1
Determine standard dimensions for the runway, runway shoulder, and RSA using Appendix B based on
RDC D-V-2400.
Runway width = 150 feet
Runway shoulder width = 35 feet
RSA width = 500 feet
Step 2
a. Calculate lowest elevation at X

First calculate the elevation at the edge of the runway pavement.
Maximum negative slope on runway = -1.5% (see Figure 2-5)
For 75 feet (or half the runway width), change in elevation E1= 75 x (-1.5/100) = -1.125 feet
Second calculate the elevation at the edge of the shoulder.
For first 10 feet of shoulder, a -5% slope is recommended
Maximum negative slope on remainder of the shoulder = -5% (see Figure 2-5)
Therefore, for 35 feet of shoulder, change in elevation E2= 35 x (-5/100) = -1.75 feet
Additional 1.5 inch2 drop in elevation at edge of paved shoulder E3 = (1.5/12) = -0.125 feet
Lowest elevation at X = 1000 1.125 1.75 0.125 = 997 feet
b. Calculate lowest elevation at W

First calculate the remaining length of the RSA.
Remaining RSA length = RSA Width Runway Width Shoulder Width
Remaining RSA length = 250 75 35 = 140 feet
For first 10 feet of RSA, a -5% slope is recommended
For 10 feet of RSA, change in elevation E5= 10 x (-5/100) = -0.5 feet
Maximum negative slope on RSA = -3% (see Figure 2-5)
For 130 feet of RSA, change in elevation E5= 130 x (-3/100) = -3.9 feet
Lowest elevation at W = 997 0.5 3.9 = 992.6 feet
2
See notes in Figure 2-5.
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Airport Design
Chapter 3 - Runway Length Requirements
CHAPTER 3
RUNWAY LENGTH REQUIREMENTS
3.1 INTRODUCTION
Federal Aviation Regulation (FAR) Part 25 sets forth the performance requirements for the certification
of transport category airplanes in the U.S. Aircraft manufacturers must certify airplanes in accordance
with the regulation, and during the certification process, develop procedures and performance data.
Airplane performance charts for transport category aircraft are published by manufacturers and are made
available in their airport planning manuals (APM). This performance data may also be obtained by
directly contacting the airplane manufacturer and/or air carriers for the information.
As an aviation professional, it is essential that you become familiar not only with the performance charts
but also with the standards and rationale on which they are based. Therefore, before we proceed to the
runway length calculations, we will examine the takeoff and landing performance criteria.
Because of the inherent difference in the performance characteristics of reciprocating and turbine
powered engines, the certification and operation standards for these airplane types differ. For the purpose
of this discussion, we will address only the regulations applicable to turbine powered airplanes. If, at
some later date, you find yourself designing an airport which will serve only reciprocating engine
airplanes; or if you are involved in operating reciprocating engine aircraft, it would be wise to review the
applicable portions of FAR Part 25 and Part 121. If you have mastered the concepts presented in this
chapter, you should have no difficulty understanding variation in performance requirements.
Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5325-4b, Runway Length
Requirements for Airport Design provides guidelines for airport designers and planners to determine
recommended runway lengths for new runways or extensions to existing runways in the U.S. The
standards and the guidelines contained in AC 150/5325-4b are recommended by the FAA strictly for use
in the design of civilian airports. The use of AC 150/5325-4b is mandatory for federally funded airport
projects. It should be noted that the guidelines, the airplane performance data curves and tables, and the
referenced airplane manufacturer manuals in the AC are not to be used as a substitute for flight planning
calculations as required by airplane operating rules.
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Revised January 2013
Airport Design
3.2 DEFINITION OF TERMS

Calibrated Airspeed (CAS) is the indicated airspeed of an aircraft, corrected for position and instrument
error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.
Equivalent Airspeed (EAS) is the calibrated airspeed of an aircraft corrected for adiabatic compressible
flow for the particular altitude. Equivalent airspeed is equal to calibrated airspeed in standard atmosphere
at sea level.
Indicated Airspeed (IAS) is the speed of an aircraft as shown on its pitot static airspeed indicator
calibrated to reflect standard atmosphere adiabatic compressible flow at sea level, uncorrected for
airspeed system error.
True Airspeed (TAS) is the equivalent airspeed corrected for density altitude. True airspeed is equal to
equivalent airspeed in standard atmosphere at sea level.
Liftoff Speed (VLOF) is the calibrated airspeed at which the airplane first becomes airborne.
Velocity Minimum Control Speed, Air (VMCA) is the minimum calibrated airspeed at which, when the
critical engine is suddenly made inoperative, it is possible to recover control of the airplane and maintain
straight flight either with zero yaw or an angle of bank not exceeding 5 degrees with the remaining
engines at takeoff thrust.
Velocity Minimum Control Speed, Ground (VMCG) is the minimum calibrated airspeed on the ground
at which the takeoff can be continued using aerodynamic controls alone when a recognized engine failure
has occurred and the remaining engines at takeoff thrust.
Stall Speed (VS) is the calibrated stalling speed or the minimum steady flight speed in knots, at which the
airplane is controllable.
Stall Speed in Landing Configuration (VSO) is the stalling speed or the minimum steady flight speed in
the landing configuration.
Critical Engine Failure Speed (V1) (also referred to as takeoff decision speed) is the speed at which
when an engine failure is recognized, the distance to continue the takeoff to a height of 35 feet will not
exceed the takeoff distance available (TODA), or the distance to bring the airplane to a full stop will not
exceed the accelerate-stop distance available (ASDA).
- V1 will not be less than VMCG, or
- Greater than VR, or
- Greater than maximum brake energy speed (VMBE)
Engine Failure Speed (VEF) is the calibrated airspeed at which a critical engine failure is assumed to
occur.
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Airport Design
Rotation Speed (VR) is the speed at which rotation of the airplane is initiated by lifting the nosewheel off
the ground. VR occurs before liftoff, but is selected to provide liftoff and climb speeds with safe margins
above the minimum control and stall speeds and will allow reaching V 2 before reaching a height of 35
feet above the takeoff surface. By definition VR cannot be less than:
- V1 speed, or
- 105 percent of minimum control speed in the air (VMCA), or
- A margin above the minimum speed at which the airplane can be made to lift off the ground and
continue the takeoff without displaying any hazardous characteristics.
Takeoff Safety Speed (V2) is the speed at which the airplane should be flown after liftoff in the event an
engine fails at or subsequent to reaching V1 speed during the takeoff run. This speed provides the
necessary climb gradient for obstacle clearance with an engine failed. V2 must be attained at or prior to
the 35 feet height. By definition, it must not be less than:
- 110 percent of the minimum control speed in the air (VMCA), or
- 120 percent of the idle thrust stall speed with flaps at the takeoff setting
With all engines operating during takeoff, the speed resulting at the 35 feet height will be higher than V2
due to the greater acceleration available from the same rotation speed used to establish the engine failed
takeoff distance. Thus, if an engine fails during the takeoff run, and the takeoff is continued, the pilot is
assumed to fly as close to V2 speed (never below) as possible. If no engine failure occurs, he may allow
the airplane to climb out at higher speeds.
Landing Reference Speed (VREF) is the minimum CAS at the 50 feet height in a normal landing. This
speed is equal to 1.3 times the stall speed in the landing configuration (VSO).
Takeoff Distance (TOD) is the greater of:

1) The horizontal distance along the takeoff path from the start of takeoff to the point at which the
airplane is 35 feet above the takeoff surface; where the critical engine is made inoperative at V 1
and remains inoperative for the rest of the takeoff.
2) 115 percent of the horizontal distance along the takeoff path, with all engines operating, from the
start of the takeoff to the point at which the airplane is 35 feet above the takeoff surface.
Accelerate-Stop Distance (ASD) is the greater of the following distances:

1) The sum of the distances necessary to:
a. Accelerate the airplane from a standing start to VEF with all engines operating;
b. Accelerate the airplane from VEF to V1 and continue the acceleration for 2.0 seconds after
V1 is reached, assuming the critical engine fails at VEF; and
c. Come to a full stop from the point reached at the end of the acceleration period prescribed
in the preceding paragraph, assuming that the pilot does not apply any means of retarding
the airplane until that point is reached and that the critical engine is still inoperative.
2) The sum of the distances necessary to:
a. Accelerate the airplane from a standing start to V1 and continue the acceleration for 2.0
seconds after V1 is reached with all engines operating; and
b. Come to a full stop from the point reached at the end of the acceleration period prescribed
in the preceding paragraph, assuming that the pilot does not apply any means of retarding
the airplane until that point is reached and that all engines are still operating.
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Airport Design
Means other than wheel brakes may be used to determine the accelerate-stop distance if that means
1) Is safe and reliable;
2) Is used so that consistent results can be expected under normal operating conditions; and
3) Is such that exceptional skill is not required to control the airplane.
The landing gear must remain extended throughout the accelerate-stop distance.
Landing Distance is defined as the horizontal distance necessary to land and come to a complete stop
from a point 50 feet above the landing surface.
Balanced Field Length is the condition where the takeoff distance is equal to the accelerate-stop
distance. This distance must not exceed the length of the runway.
Unbalanced Field Length is the condition where the takeoff distance and accelerate-stop distance are not
equal.
Gradient of Climb
1) Gross Gradient is the demonstrated ratio expressed as a percentage of:
Change of Height
Horizontal Distance Traveled
Example: A climb gradient of 2.7 percent means an increase in altitude of 2.7 feet for every 100
feet forward travel.
2) Net Gradient is the demonstrated gross climb gradient reduced by the increment as required by
regulation.
Clearway
Federal Aviation Regulations permit the use of a clearway to provide part of the takeoff distance required
for turbine powered airplanes. The clearway concept is illustrated in Figure 3-1 and is defined from FAR
Part 1, Definitions and Abbreviations as an area beyond the runway, not less than 500 feet (150 m) wide,
centrally located about the extended centerline of the runway, and under the control of the airport
authorities. The clearway is expressed in terms of a clearway plane, extending from the end of the
runway with an upward slope not exceeding 1.25 percent, above which no object nor terrain protrudes.
However, threshold lights may protrude above the clearway plane if their height above the end of the
runway is 26 inches (.66 m) or less and if they are located to each side of the runway. The area over
which the clearway lies need not be suitable for stopping aircraft in the event of an aborted takeoff.
Although the use of a clearway is a technique which permits higher allowable operating weights without
an increase in runway length, the runway length recommended without use of a clearway (or stopway-see
paragraph below) for the most demanding airplane should be provided. The clearway should only serve
as a means of accommodating the takeoff distance requirements for that occasional operation requiring a
greater takeoff distance than the most demanding airplane for which the runway length is designed.
When the frequency of this occasional operation increases to the point where, in fact, a new "most
demanding" airplane for runway length exists, the additional runway length should be provided.
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Airport Design
An airport owner interested in providing a clearway should be aware of the requirement that the clearway
be under his control, although not necessarily by direct ownership. The purpose of such control is to
insure that no takeoff operation intending to use a clearway is initiated unless it has been absolutely
determined that no fixed or movable object will penetrate the clearway plane during that operation.
FIGURE 3-1
CLEARWAY
Figure 3-10 Clearway
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Airport Design
Stopway
According to FAR Part 1, and illustrated in Figure 3-2, a stopway is an area beyond the takeoff runway
which is designated by the airport authority for use in decelerating an airplane during an aborted takeoff.
A stopway is at least as wide as the runway it serves. It is centered on the extended centerline of the
runway and able to support an airplane during an aborted takeoff without causing structural damage to the
airplane. Stopways are applicable for use only in takeoff operations of turbine-powered airplanes
certificated after August 29, 1959. Due to the cost of providing stopways, which have a limited use,
compared to a full strength runway usable in both directions, provision of the runway is recommended.
FIGURE 3-2
STOPWAY
Figure 3-11 Stopway
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Airport Design
Displaced Threshold. The landing threshold identifies the beginning of that portion of the runway which
is available for landing. If for operational reasons the threshold is located at a point other than at the
beginning of the runway pavement, it is referred to as a displaced threshold. The runway pavement
preceding the displaced threshold is available for takeoff in either direction and for landing from the
opposite direction.
Declared Distances are the distances the airport owner declares available for the airplane's takeoff run,
takeoff distance, accelerate-stop distance, and landing distance requirements. The distances are:
Takeoff run available (TORA) is the runway length declared available and suitable for the
ground run of an airplane taking off;
Takeoff distance available (TODA3) is the TORA plus the length of any remaining runway or
clearway (CWY) beyond the far end of the TORA;
Accelerate-stop distance available (ASDA) is the runway length plus stopway (SWY) length
declared available and suitable for the acceleration and deceleration of an airplane aborting a
takeoff; and
Landing distance available (LDA) is the runway length declared available and suitable for a
landing airplane.
FIGURE 3-3
ACCELERATE-STOP DISTANCE WITH STOPWAY
Figure 3-12 Accelerate-Stop Distance with Stopway
3
The full length of TODA may not be usable for all takeoffs because of obstacles in the departure area. The usable
TODA length is aircraft performance dependent and, as such, must be determined by the aircraft operator before
each takeoff and requires knowledge of the location of each controlling obstacle in the departure area.
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Airport Design
Critical Design Airplanes. The listing of airplanes (or a single airplane) that results in the longest
recommended runway length. The listed airplanes will be evaluated either individually or as a single
family grouping to obtain a recommended runway length.
Small Airplane. An airplane of 12,500 pounds (5,670 kg) or less maximum certificated takeoff weight.
Large Airplane. An airplane of more than 12,500 pounds (5,670 kg) maximum certificated takeoff
weight.
Maximum Certificated Takeoff Weight (MTOW). The maximum certificated weight for the airplane
at takeoff which is the airplanes weight at the start of the takeoff run.
Regional Jets. A regional jet (RJ) for purposes of calculating runway length requirements in this chapter
is a commercial jet airplane that carries fewer than 100 passengers.
Crosswind Runway. An additional runway built to compensate primary runways that provide less than
the recommended 95 percent wind coverage for the airplanes forecasted to use the airport.
Substantial Use Threshold. Federally funded projects require that critical design airplanes have at least
500 or more annual itinerant operations at the airport (landings and takeoffs are considered as separate
operations) for an individual airplane or a family grouping of airplanes. Under unusual circumstances,
adjustments may be made to the 500 total annual itinerant operations threshold after considering the
circumstances of a particular airport. Two examples are airports with demonstrated seasonal traffic
variations, or airports situated in isolated or remote areas that have special needs.
Itinerant Operation. Takeoff or landing operations of airplanes going from one airport to another
airport that involves a trip of at least 20 miles. Local operations are excluded.
Effective Runway Gradient (ERG). The difference between the highest and lowest elevations of the
runway centerline divided by the runway length. ERG is often expressed as a percentage.
Primary Runways. The majority of airports provide a single primary runway. Airport authorities, in
certain cases, require two or more primary runways as a means of achieving specific airport operational
objectives. The most common operational objectives are to (1) better manage the existing traffic volume
that exceed the capacity capabilities of the existing primary runway, (2) accommodate forecasted growth
that will exceed the current capacity capabilities of the existing primary runway, and (3) mitigate noise
impacts associated with the existing primary runway. Additional primary runways for capacity
justification are parallel to and equal in length to the existing primary runway, unless they are intended for
smaller airplanes. Another common practice is to assign individual primary runways to different airplane
classes, such as, separating general aviation from non-general aviation customers, as a means to increase
the airports efficiency. The design objective for the main primary runway is to provide a runway length
for all airplanes that will regularly use it without causing operational weight restrictions. For federally
funded projects in the U.S., the criterion for substantial use applies.
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Airport Design
Secondary Runways. The design objective to orient primary runways to capture 95 percent of the
crosswind component perpendicular to the runway centerline for any airplane forecast to use the airport is
not always achievable. In cases where this cannot be done, a secondary or crosswind runway is
recommended to achieve the design standard provided in FAA AC 150/5300-13A, Airport Design, for
allowable crosswind components according to airplane design groups. Even when the 95-percentage
crosswind coverage standard is achieved for the design airplane or airplane design group, cases arise
where certain airplanes with lower crosswind capabilities are unable to utilize the primary runway. For
airplanes with lesser crosswind capabilities, a crosswind runway may be built, provided there is regular
usage. For federally funded projects in the U.S., the criterion for substantial use applies to the airplane
used as the design airplane needing the crosswind runway.
Payload Breakpoint. The longest range an aircraft may achieve with maximum payload at MTOW.
Beyond the maximum payload breakpoint there is a trade-off between payload and fuel so that MTOW is
not exceeded.
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Airport Design
3.3 RUNWAY LENGTH CALCULATIONS FOR AIRPORT DESIGN

This section presents the methodology outlined by FAA AC 150/5325-4b used to determine
recommended runway lengths for regional jets and aircraft with MTOW greater than 60,000 pounds
(27,270 kilograms). In determining the recommended runway length, the main goal is to construct an
available runway length for new runways or extensions to existing runways that is suitable for the
forecasted critical design airplanes. The objective of the airport planner or designer is to meet the critical
aircrafts operational requirement at the minimum cost.
3.3.1 DESIGN RATIONALE

For federally funded projects in the U.S. the following variables and factors should be applied in a
manner such as to produce the shortest runway length.
Airplanes. The design criterion is to catalog the current or forecasted critical design airplane(s) that will
use the runway and require the longest runway length.
Landing Flap Settings. The design criterion is to select the landing flap setting that produces the
shortest runway length. When using an APM, the airport designer should select the flap setting that
generates the shortest runway length from among the certificated landing flap settings.
Airplane Operating Weights. The recommended runway length is based on expected airplane operating
weights during takeoff and landing operations. The expected landing weight is the lower of the maximum
allowable landing weights for the three conditions specified in paragraph a and the takeoff weight is the
lower of the maximum allowable takeoff weights for the seven conditions specified in paragraph b below.
a. Maximum Allowable Landing Weight. The airplanes maximum allowable landing
weight is the lower of the following three conditions:
i. Maximum structural landing weight.
ii. Climb limited landing weight.
iii. Runway length-limited landing weight (insufficient available runway length).
b. Maximum Allowable Takeoff Weight. The airplanes maximum allowable takeoff

weight is the lower of the following:
i. Maximum structural takeoff weight.
ii. Climb limited takeoff weight.
iii. Tire speed limited takeoff weight.
iv. Brake energy limited takeoff weight.
v. Takeoff weight limited by maximum landing weight.
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Airport Design
vi. Obstacle clearance limited takeoff weight.
vii. Runway length-limited takeoff weight (insufficient available runway length).
Operating Weights for Design. The design criterion is based on the following:
1. For landing. Use the maximum allowable landing weight excluding limitations of paragraph
a(iii). In nearly all cases, the weight is set to the maximum structural landing weight.
2. For takeoff, use maximum allowable takeoff weight, excluding limitations of paragraph b(v.),
(vi.), and (vii). For federally funded projects in the U.S., the airport designer must take into
account the length of haul (range) that is flown by airplanes on a substantial use. In this case, use
the determined length of haul (range) and compare it to the Payload Break point of the Payload-
Range chart in the APM. For ranges greater than or equal to the Payload Break point, set the
operating takeoff weight equal to MTOW excluding limitations of paragraph b(v.), (vi.), and (vii).
For ranges less than the Payload Break point, use the calculated operating takeoff weight for the
given range, that is, short-haul routes. Typically, this weight is set to the MTOW, thus resulting
in a runway that permits airplanes to operate at full payload service capabilities.
Airport Elevation. The design criterion is to substitute airport elevation above mean sea level for
pressure altitude. This substitution is acceptable since the two are approximately equal.
Temperature. The design criterion is to use the mean daily maximum temperature of the hottest month
at the airport. This temperature yields a realistic operational length. Airport designers using an APM are
to employ either the tables from the APM when the actual temperature falls within a prescribed
temperature range or, when it falls outside the prescribed temperature range, to contact the airplane
manufacturer directly for the applicable runway table.
Wind. The design criterion is based on the condition of zero wind velocity for both takeoff and landing
operations for all airplane weight categories. Users of APMs are instructed to select the zero wind curves.
Runway Surface Conditions. The design criterion is to address wet, slippery runway surface conditions
for only landing operations and only for turbojet-powered airplanes. The design criteria follows the 14
Code of Federal Regulations requirement that dry runway landing distances for turbojet-powered
airplanes must be increased 15 percent when landing on wet or slippery runways. Many airplane
manufacturers APMs for turbojet-powered airplanes provide both dry runway and wet runway landing
curves. If an APM provides only the dry runway condition, then increase the obtained dry runway length
by 15 percent.
Maximum Difference of Runway Centerline Elevation. The design criterion is to address uphill
longitudinal runway profiles for takeoff operations of large airplanes. A runway whose centerline
elevation varies between runway ends produces uphill and downhill conditions, which in turn, cause
certain airplane weight categories to require longer operational lengths. The methodology outlined in this
chapter addresses the uphill condition, termed effective runway gradient, for takeoff operations by
using the maximum difference of runway centerline elevation. For airplanes over 60,000 pounds
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Airport Design
maximum certified takeoff weight, the recommended runway length for takeoff derived from the APMs
must be increased by 10 feet per foot of difference in centerline elevations between the high and low
points of the runway centerline elevations. APMs use zero effective runway gradients in their takeoff
curves and this adjustment to the obtained runway length approximates the operational increase required
to overcome the uphill effective runway gradient. In the case for landing operations, no operational
requirement for an increase to the obtained runway length for landing is necessary to compensate for non-
zero effective runway gradients.
3.3.2 DESIGN APPROACH

The recommended runway length for regional jets and airplanes with MTOW greater than 60,000 pounds
is determined using the performance charts published by airplane manufacturers (in APMs) or by
contacting the airplane manufacturer and/or air carriers for the information. Both takeoff and landing
runway length requirements must be determined with applicable length adjustments in order to determine
the recommended runway length. The longest of the takeoff and landing runway length requirements for
the critical design airplanes under evaluation should be the recommended runway length.
Airport Planning Manual. Each airplane manufacturers APM provides performance information on
takeoff and landing runway length requirements for different airplane operating weights, airport
elevations, flap settings, engine types, and other parameters. It is noted that airplane manufacturers do not
present the data in a standard format. However, there is sufficient consistency in the presentation of the
information that allows their application in determining the recommended runway length as described in
subsection 3.3.3.
United States Federal Aviation Regulations (FAR) and European Joint Aviation Regulations (JAR)
or Certification Specifications (CS). Certification Specifications (CS) have replaced the European JARs
that were previously issued by the Joint Aviation Authorities of Europe. The European Aviation Safety
Agency (EASA) issues all CS. Airport designers and planners should be aware that some APM charts
provide curves for both FAR and JAR (or CS) regulations. That is, a chart may contain dual curves
labeled FAR and curves labeled JAR. In the case for air carrier operators under the authority of the
United States, the airport designer must use the curves labeled FAR. In the case of foreign air carrier
operators who receive approval by their respective foreign authority, such as EASA, the airport designer
must use the curves authorized by the foreign authority, i.e., curves labeled JAR, CS, or FAR.
Therefore, the recommended labeled-curves that airport designers must use are those that the authorizing
aviation authority approved for the air carriers airplane fleet.
Airplane Manufacturer Websites. Appendix 1 of AC 150/5325-4b provides the website addresses of

the various airplane manufacturers to assist in obtaining APMs or for further consultation.
3-12
Airport Design
3.3.3 PROCEDURES FOR DETERMINING RECOMMENDED RUNWAY LENGTH

The design procedure for determining the recommended runway length requires the following
information:
1. The critical design airplanes under evaluation and their APMs;
2. The maximum certificated takeoff weight or takeoff operating weight for short-haul routes;
3. The maximum certificated landing weight;
4. The airport elevation above mean sea level;
5. The effective runway gradient;
6. The mean daily maximum temperature of the hottest month at the airport.
The procedure to determine both takeoff and landing runway length requirements is outlined below.
Select the longest resulting takeoff and landing runway lengths and apply any length adjustments for
runway surface conditions or effective runway gradient. The longest resulting runway length between the
takeoff and landing runway lengths for the critical design airplanes under evaluation is the recommended
runway length. Again it is noted that the charts used in this procedure are provided by the airplane
manufacturers for information only and not for flight operations. The pilot must use the FAA-approved
flight manuals to conduct flight operations.
Landing Length Requirements

The following steps are used to determine landing length requirements. For the airplane model with, if
provided, the corresponding engine type under evaluation:
1. Locate the landing chart with the highest landing flap setting (if more than one flap setting is
offered), zero wind, and zero effective runway gradient. If the chart does not indicate the wind or
effective runway gradient conditions, assume they are equal to zero.
2. Enter the horizontal weight axis with the operating landing weight equal to the maximum
certificated landing weight. Linear interpolation along the weight axis is allowed. Do not exceed
any indicated limitations on the chart.
3. Proceed vertically to the airport elevation curve, sometimes labeled pressure altitude.
Interpolation between curves is allowed. It is noted that some charts simultaneously show both
the dry runway and wet runway curves. Use the wet runway curve. Wet runway
conditions are required only for turbojet-powered airplanes. See step (5) below for the turbo-jet
powered airplanes when the chart only provides dry runway curves.
4. Proceed horizontally from the wet runway curve to the length axis to read the runway length.
Linear interpolation along the length axis is allowed.
5. Increase the obtained landing length for dry runway condition by 15 percent for turbojet-
powered airplanes. No landing length adjustment is necessary by regulation for non-zero
effective runway gradients for any airplane type.
3-13
Airport Design
Takeoff Length Requirements

The following steps are used to determine takeoff length requirements. For the airplane model with, if
provided, corresponding engine type under evaluation:
1. Locate the takeoff chart with dry runway, zero wind, and zero effective runway gradient
conditions for the appropriate SDT chart (within the temperature range for the airports mean
daily maximum temperature of the hottest month at the airport). If the chart does not indicate the
zero wind or zero effective runway gradient conditions, assume they are equal to zero. APMs
provide takeoff runway length data in terms of airport elevation and standard day temperatures
(SDT). Airplane manufacturers provide at least two takeoff runway length requirement charts,
one at SDT (59 F (15 C)) and one at SDT plus some additional temperature, for example, SDT
+ 27 F (SDT + 15 C). The latter chart corresponds to 59 F + 27 F = 86 F (15 C + 15 C =
30 C.) It is acceptable for airport designers to use a SDT chart if it is no more than 3 F (1.7 C)
lower than the recorded value for the mean daily maximum temperature of the hottest month at
the airport. For example, a SDT+ 27 F (STD + 15 C) chart could be used when airport
temperatures are equal to or less than 89 F (3 F + 86 F) (30 C [15 C + 15 C]). If no SDT
chart is available for the recorded airport temperature, consult the airplane manufacturer directly
to obtain the takeoff length requirement under the same conditions outlined in this paragraph.
2. Enter the horizontal weight axis with the operating takeoff weight equal to maximum certificated
takeoff weight. For federally funded projects in the U.S., the airport designer must take into
account the length of haul (range) that is flown by airplanes on a substantial use basis. The
length of haul range will determine the operating takeoff weight for the design airplanes under
evaluation. Long-haul routes should set the operating takeoff weight equal to the MTOW while
short-haul routes should apply the actual operating takeoff weight. The Payload Break point as
shown in Figure 3-3 in conjunction with the Payload-Range charts provided by APMs for the
design airplane(s), determine whether or not to use MTOW. The figure illustrates a generic
Payload-Range chart with Range and Payload axes, the Payload Break point, and the boundary
parameters. For length of haul ranges that equal to or exceed the Payload Break point, the
operating takeoff weight is set equal to the MTOW. For all the other cases, set the design
operating takeoff weight equal to the actual operating takeoff weight. For the latter case, AC 120-
27D, Aircraft Weight and Balance Control, provides average weight values for passengers and
baggage for payload calculations for short-haul routes.
3. Proceed vertically to the airport elevation curve without exceeding any indicated limitations, such
as, maximum brake energy limit, tire speed limit, etc. Interpolation between curves is allowed
because the chart is used for airport design as compare to flight operations. It is also noted that
some airport elevations curves show various flap settings along the curve. In such cases, continue
to use the same airport elevation curve.
4. Proceed horizontally from the airport elevation curve to the runway length axis to read the takeoff
runway length. Linear interpolation along the runway length axis is allowed.
5. Adjust the obtained takeoff runway length for non-zero effective runway gradients. The airport
designer must increase the obtained length by 10 feet (3 m) per foot (0.3m) of difference in
runway centerline elevations between the high and low points of the runway centerline elevations
for airplanes over 60,000 pounds MTOW and aircraft used for regional airline operations.
3-14
Airport Design
Final Recommended Runway Length

The final recommended runway length is the longest resulting length after any adjustments for all the
critical design airplanes that were under evaluation.
FIGURE 3-3
GENERIC PAYLOAD-RANGE CHART
PAYLOAD
BREAK
MZFW
POINT
MLW
Note 1
MTOW
P
A
Y
L
O Note 1: Some charts show a 4th boundary
parameter, MLW, that slopes downward. FUEL
A In such cases, use the right side
intersection as the Payload Break point. CAPACITY
D
RANGE (increasing)
MLW - maximum design landing weight

MTOW - maximum design takeoff weight (some APMs label it Brake Release)
MZFW - maximum design zero fuel weight (some APMs label it Maximum Design Payload)
Figure 2-13 Generic Payload Range Chart
Source: FAA AC 150/5325-4b
3-15
Airport Design
3.4 SAMPLE CALCULATION FROM FAA AC 150/5325-4B
EXAMPLE SCENARIO - BOEING 737-900

This example scenario, involving a Boeing 737-900, allows the airport designer to use published
information in the airplane manufacturers airport planning manual (APM). That is, the airports mean
daily maximum temperature for the hottest month falls within the permissible temperature range for the
provided SDT + Temp chart. The airport designer will determine the separate length requirements for
takeoff and landing, make necessary adjustments to those lengths, and then select the longest length as the
recommended runway length. The example also assumes that the length of haul is of sufficient range so
that the takeoff operating weight is set equal to the MTOW.
Design Conditions
The calculation uses the following design conditions:
a. Airplane Boeing 737-900 (CFM56-7B27 Engines)
b. Mean daily maximum temperature of hottest month at the airport 84 Fahrenheit (28.9 C)
c. Airport elevation 1,000 feet
d. Maximum design landing weight (see table A3-1-1) 146,300 pounds
e. Maximum design takeoff weight (non-Federally funded project) 174,200 pounds
f. Maximum difference in runway centerline elevations 20 feet
Calculations
The steps used in the calculations are those provided in this chapter noting applicable conditions. Figures
A3-1-1 and A3-1-2 are used for the calculations. It is noted that the charts are only for airport design
purposes and not for flight operations.
a. Landing Length Requirement (see figure A3-1-1).
Step 1 the Boeing 737-900 APM provides three landing charts for flap settings of 40-
degrees, 30-degrees, and 15-degrees. The 40-degree flap setting landing chart, figure A3-
1-1, is chosen since, it results in the shortest landing runway length requirement.
Steps 2 and 3 Enter the horizontal weight axis at 146,300 pounds and proceed vertically
and interpolate between the airport elevations wet curves of sea level and 2,000 feet for
the 1,000-foot wet value. Wet curves are selected because the airplane is a turbo-jet
powered airplane. Interpolation is allowed for both design parameters.
Step 4 Proceed horizontally to the length axis to read 6,600 feet. Interpolation is
allowed for this design parameter.
Step 5 Do not adjust the obtained length since the Wet Runway curve was used.
Make the necessary adjustment if only dry curves are provided.
The length requirement is 6,600 feet. Note: Round lengths of 30 feet and over to the
next 100-foot interval. Thus, the landing length for design is 6,600 feet.
3-16
Airport Design
b. Takeoff Length Requirement (see figure A3-1-2).
Step 1 The Boeing 737-900 APM provides a takeoff chart at the standard day + 27F
(SDT + 15 C) temperature applicable to the various flap settings. Notice that this chart
can be used for airports whose mean daily maximum temperature of the hottest month at
the airport is equal to or less than 85.4 F (29.7 C). Since the given temperature for this
example is 84 F (28.9 C) falls within this range, select this chart. See figure A3-1-2.
Steps 2 and 3 Enter the horizontal weight axis at 174,200 pounds and proceed vertically
and interpolate between the airport elevation curves of sea level and 2,000 feet for the
1,000-foot value. Interpolation is allowed for both design parameters. Note: As
observed in this example, a takeoff chart may contain under the Notes section the
condition that linear interpolation between elevations is invalid. Because the application
of the takeoff chart is for airport design and not for flight operations, interpolation is
allowed.
Step 4 Proceed horizontally to the length axis to read 8,800 feet. Interpolation is
allowed for this design parameter.
Step 5 Adjust for non-zero effective runway gradient (see paragraph 509).
8,800 + (20 x 10) = 8,800 + 200 = 9,000 feet
The takeoff length requirement is 9,000 feet. Note: Round lengths of 30 feet and over to
the next 100-foot interval. Thus, the takeoff length for design is 9,000 feet.
Answer
Select the longest length for airport design. In this case, the takeoff length of 9,000 feet is the
recommended runway length.
Max. Landing design weight 146,300 pounds

Max. Takeoff design weight 174,200 pounds
Landing length 6,600 feet

Takeoff length 9,000 feet
3-17
Airport Design
Table A3-1-1. Boeing 737-900 General Airplane Characteristics

(Reference document number: D6-58325-3)
Takeoff
Weight
Landing
Weight
3-18
Airport Design
Figure A3-1-1. Landing Runway Length for Boeing 737-900 (CFM56-7B27 Engines)
(Not for Flight Operations)
3-19
Airport Design
Figure A3-1-2. Takeoff Runway Length for Boeing 737-900 (CFM56-7B27 Engines)
(Not for Flight Operations)
3-20
Airport Design
3.5 DECLARED DISTANCES

Declared distances are used in airport design to provide an equivalent runway safety area (RSA), runway
object free area (ROFA), or runway protection zone (RPZ) in accordance with the design standards
provided in FAA AC 5300/13a, Airport Design, at existing constrained airports where it is otherwise
impracticable to meet standards by other means. Declared distances are also employed when there are
obstructions in the runway approaches and/or departure surface that are beyond the ability of the airport
owner to remove and result in a displaced runway threshold or change in the departure end of the runway
(DER). It should be noted that declared distances used to overcome safety deficiencies are not intended
for and should not be used for the design of new runways.
The declared distances which must be calculated for each runway direction are: takeoff run available
(TORA), takeoff distance available (TODA), accelerate stop distance available (ASDA), and landing
distance available (LDA).
Where a runway is not provided with a stopway or clearway and the threshold is located at the extremity
of the runway, the four declared distances should normally be equal to the length of the runway, as shown
in Figure 3-4A assuming that the RSA, ROFA and RPZ on both runway ends meet the standard
dimensions required by FAA AC 5300/13.
Where a runway is provided with a clearway (CWY), then the TODA will include the length of clearway,
as shown in Figure 3-4B assuming that the RSA, ROFA and RPZ on both runway ends meet the standard
Where a runway is provided with a stopway (SWY), then the ASDA will include the length of stopway,
as shown in Figure 3-4C assuming that the RSA, ROFA and RPZ on both runway ends meet the standard
Where a runway has a displaced threshold, the LDA will be reduced by the distance the threshold is
displaced, as shown in Figure 3-4D assuming that the RSA, ROFA and RPZ on both runway ends meet
the standard dimensions required by FAA AC 5300/13. A displaced threshold affects only the LDA for
approaches made to that threshold; declared distances for landings in the opposite direction and takeoffs
in either direction are unaffected.
Figures 3-4B through 3-4D illustrate a runway with either a clearway, or a stopway, or a displaced
threshold. Where more than one of these features exist, more than one of the declared distances will be
modified, but the modification will follow the same principle illustrated. An example showing a situation
where all these features exist is shown in Figure 3-4E.
3-21
Airport Design
FIGURE 3-4
DECLARED DISTANCES
Figure 3-14 Declared Distances
A.
TORA, TODA, ASDA, LDA
B.
CWY
TORA, ASDA, LDA
TODA
C.
SWY
TORA, TODA, LDA
ASDA
D.
TORA, TODA, ASDA
LDA
E. SWY CWY
TORA
,
TODA
TODA
,
ASDA
ASDA
LDA
Notes:
1. All declared distances are illustrated for operations from left to right.
2. Figures 3-4A through 3-4E assume that the length of RSA and ROFA prior to the
landing threshold and beyond the runway end meet the design standards required by
FAA AC 150/5300-13.
3. When a stopway is provided, the RSA beyond far end of the runway begins at the
stopway.
3-22
Airport Design
3.5.1 USE OF DECLARED DISTANCES TO OVERCOME RUNWAY SAFETY AREA DEFICIENCIES

FAA Order 5200.8 established the FAAs Runway Safety Area Program in 1999. The objective of the
program is that all RSAs at federally obligated airports and all RSAs at airports certificated under 14
Code of Federal regulations (CFR) Part 139 shall conform to the standards contained in AC 150/5300-
13A, Airport Design, to the extent practicable.
In order to meet these standards airport sponsors need to consider the alternatives available. The first
alternative to be considered in every case is constructing the traditional graded area surrounding the
runway. Where it is not practicable to obtain the entire safety area in this manner, as much as possible
should be obtained. For provision of the remaining RSA required the following alternatives should be
addressed, noting that the applicability of these alternatives will vary depending on the location.
a. Relocation, shifting, or realignment of the runway.

b. Reduction in runway length where the existing runway length exceeds that which is required for
the existing or projected design aircraft,
c. A combination of runway relocation, shifting, grading, realignment, or reduction.
d. Declared distances.
e. Engineered Materials Arresting Systems (EMAS).
Declared distances present an alternative that may provide an acceptable means of providing a standard
RSA. This requires a thorough understanding of user needs and views, since their cooperation is an
integral factor in selecting this alternative. The airport sponsor and the FAA will together determine if
declared distances are a suitable alternative for overcoming deficiencies at an airport.
At any time, when it is not practicable to obtain a safety area that meets current standards consideration
should also be given to enhancing the safety of the area beyond the runway end with the installation of
EMAS. FAA AC 150/5220-22A, Engineered Materials Arresting Systems (EMAS) for Aircraft Overruns,
covers the installation and use of EMAS and provides details on design to be considered in determining
feasibility of using EMAS as an alternative. Analysis shows that for aircraft overruns, EMAS can
provide a safety enhancement, while requiring less land disturbance and lower construction costs, thereby
reducing significant overall costs. EMAS also provides an acceptable level of safety for undershoots.
However, a standard EMAS installation may also include a displaced threshold to increase the safety
margins for short landings. Figure 3-5 illustrates a standard EMAS installation.
It should be noted that the FAA does not require an airport sponsor to reduce the length of a runway or
declare its length to be less than the actual pavement length to meet runway safety area standards if there
is an operational impact to the airport. An example of an operational impact would be an airports
inability to accommodate its current or planned aircraft fleet. Under these circumstances, installing an
EMAS is alternative method of enhancing safety. A standard EMAS provides a level of safety that is
generally equivalent to a full RSA built to the dimensional standards in AC 150/5300-13, Airport Design.
3-23
Airport Design
FIGURE 3-5
STANDARD EMAS INSTALLATION
Figure 3-15 Standard EMAS Installation
Source: FAA AC 150/5220-22A, Engineered Materials Arresting Systems (EMAS) for

Aircraft Overruns, 9/30/2005.
Note: EMAS provides a level of safety that is generally equivalent to a standard
Runway Safety Area (RSA).
3-24
Airport Design
3.5.2 WORKED EXAMPLE

Runway 04-22 is 7,220 feet long and has non-standard safety areas. Calculate the declared distances for
Runway 04-22 as shown below. Runway 4-22 has a RDC of C-III-2400. Assume there are no obstacles
in the departure areas.
Scale: Not to Scale
Step 1
Determine the RSA requirements for Runway 04-22. Refer to Table 2-3.
RSA length prior to landing threshold = 600 feet
Step 2
Determine the TORA, TODA, ASDA and LDA for operations on Runway 04.
TORA is equal to the runway length which is 7,220 feet.
TODA is equal to the runway length plus the clearway which is 7,220 + 480 = 7,700 feet.
ASDA is equal to the runway length plus the stopway. However, the RSA must extend 1,000 feet
beyond the end of the stopway. Therefore no part of the stopway can be declared available for
the ASDA. ASDA = TORA = 7220 feet.
LDA is equal to the runway length less the requirement for providing a standard RSA length prior
to landing threshold and beyond the runway end. The RSA prior to landing on Runway 04 is 460
feet. In order to provide the 600 feet required to landing threshold, the existing threshold must be
displaced 140 feet. The RSA length beyond the roll out end is 1,000 feet and is standard. The
LDA = TORA Displaced Threshold = 7,220 140 = 7.080 feet.
3-25
Airport Design
Step 3
Determine the TORA, TODA, ASDA and LDA for operations on Runway 22.
TORA is equal to the runway length which is 7,220 feet.
TODA is equal to the TORA as there is no clearway = 7,220 feet.
ASDA is equal to the TORA as there is no stopway = 7,220 feet. The standard EMAS
installation beyond the roll out end of the runway provides the equivalent RSA length of 1,000
feet.
LDA is equal to TORA = 7,220 feet. This is because there are no displaced threshold
requirements with the RSA greater than 600 feet prior the landing threshold and the standard
EMAS installation beyond the roll out end of the runway.
Step 4
Tabulate the calculations.
Runway TORA TODA ASDA LDA

04 7,220 7,700 7,220 7,080
22 7,220 7,220 7,220 7,220
3-26

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AIRPORT DESIGN 3rd Edition

Written and Compiled by:

Copyright 1994. All rights reserved. Revised August 2013

CHAPTER 1 .............................................................................................................................................. 1-1

Table 1-1 Aircraft Approach Category .................................................................................................... 1-11

Figure 1-1 Sample Arp Computation.................................................................................................... 1-18

Primary Surface. The primary surface is longitudinally centered on a runway at an elevation

Additional details concerning the imaginary surfaces will be presented in Chapter 6.

Instrument Meteorological Conditions. Meteorological conditions expressed in terms of visibility,

Non-Precision Approach (NPA). A standard Instrument Approach Procedure (IAP) in which no

H = 61 - 0.094 (S) - 0.003(E)

H = 53 - 0.13 (S) - 0.0022(E) and distance

1.3 AIRPORT PLANNING

Table 1-1 Aircraft Approach Category

Source: FAA AC 150/5300-13A, Airport Design

Table1-2 Airplane Design Group

Source: FAA AC 150/5300-13A, Airport Design

Table 1-3 Approach Visibility Minimum

Source: FAA AC 150/5300-13A, Airport Design

1.4 DESIGN PROCESS

Table 1-4 Aircraft Characteristics and Design Components

Source: FAA AC 150/5300-13A, Airport Design

1.5 AIRPORT REFERENCE POINT COMPUTATION

1.5.1 ARP COMPUTATION METHODOLOGY

5. Runway Coordinates must be entered as absolute values.

1.5.2 SAMPLE ARP COMPUTATION

Approximate Runway Center Points:

ARP LAT = 39 24 34.1979 + (4,000 FT (23.5873 SEC) + 3,799 FT (14.2827 SEC))/7,799 FT

ARP LON = 77 22 19.1959 + (4,000 FT (21.9992 SEC) + 3,799 FT (15.7171 SEC))/7,799 FT

Source: FAA AC 150/5300-18B

2.1.1 RUNWAY WIDTH

2.1.2 RUNWAY SHOULDERS

2.1.3 RUNWAY BLAST PAD

Table 2-5 Sample Runway Design Standards Matrix

Source: FAA AC 150/5300-13A, Airport Design

Figure 2-2 RUNWAY SAFETY AREA - PLAN VIEW

Source: FAA AC 150/5300-13A

2.1.4 RUNWAY SAFETY AREA (RSA)

2.1.4.1 Design Standards

2) drained by grading or storm sewers to prevent water accumulation;

Source: FAA AC 150/5300-13A, Airport Design

2.1.4.2 Construction Standards

2.1.4.3 Sub-standard RSAs.

2.1.4.4 Threshold Displacement

2.1.4.5 Allowance for Navigational Aids

2.1.5 RUNWAY OBJECT FREE AREA

2.1.6 RUNWAY PROTECTION ZONE

Figure 2-4 Runway Protection Zone

Source: FAA AC 150/5300-13A, Airport Design

2.1.6.2 Land Use

2.1.7 RESCUE AND FIREFIGHTING ACCESS ROADS

2.1.7.2 All Weather Capability

2.2 SURFACE GRADIENT AND LINE OF SIGHT

2.2.1 SURFACE GRADIENT STANDARDS

2.2.1.1 Runways and Stopways

a) The maximum longitudinal grade is +2 percent. It is desirable to keep longitudinal grades to

f) Provide a smooth transition between intersecting pavement surfaces as well as adequate

2.2.1.2 Runway Safety Area

2.2.1.3 Runway Blast Pad.

2.2.1.4 Taxiways and Taxiway Safety Areas

Source: FAA AC 150/5300-13A, Airport Design

Figure 2-6 TRANSVERSE GRADE LIMITATIONS

Source: FAA AC 150/5300-13, Airport Design Change 15

Source: FAA AC 150/5300-13A, Airport Design