AC 150/5300-4R

11- 1. 11- 2. 11-3. 11- 4. 11- 5. General . . . . . . . . . . . . . . . . . . • • • • 65 Airport Marking • • • • • • • • • • • . • . . . 65 Airport Lighting • • • • • • • • • • • • • 66 Airport Visual Aids • • • • • • • • • • • • • • 67 Other Marking Practices • • • • • • • • • • • • • 68 Airport Typical Typical Typical Typica l marking . . . . . . . . . . . . . ... . • 69 a i rport lighting system • • • • • • • • • • • . . . • • . . 70 . . . . . . . 71 . . . . . . . 71 . • . . . . . . . . 72 REIL installation • • • • • • • • •• ODALS installation • • • • • • • • • • MALSF and MALSR installation • • • • • • • CHAPTER 12. AIRPORT PAVING Paragraph 62 . 63. 64. 65. 66 . 67. Genera l Stage Construct i on Soil Investigation Pavement Thickness Soil Stabilization Aggregate-Turf and Evaluation • • • 73 • • • 73 • • • • • • • • • • • • 7 4 • • • • • • • • • • . . . • • • • 7 5 . . . . . 75 • • • 76 CHAPTER 13 . OPERAT I ON , MAINTENANCE , AN !) ADMINISTRATION Paragraph 68 . 69 . 70. 71. 72. 73 . Who Will Operate the Airport •• • •• Will the Airport Show a Profit • •• . Airport Leases • • • • • • Airport Regulations • • • • • • • Airport Accounts . • • • • Progr arns for Airport Development, Operation, :: 'ld Maintenance . • . . . . 79 • • 80 • 81 • • • • 83 • 84 • • • 85 ( ( ( ( 2/24/83 AC 150/5300-48 CHG 6 Paragraph 74. 75 . 76 . 77 . 78 . 79 . 80 . 81. What Maintenance is Necessary • • • • • • • • • • • • • • • • • • Who Will Perform Maintenance • • • • • • • • • • • • • • • • • • • • • 86 . 87 87 What Will Maintenance Cost • • • • • • . Airport Safety • • • • • • • • • • • • • • • • . Airport Beautification . • • • • • • • . • • • • • • • • • 88 . 88 89 90 Landscapi ng . • . . . . . . • . . . • • • . Architecture •••••••••••• •• Cleanup Programs • • • • • • • • • CHAPTER 14. AIRPORT LAYOUT PLANS Paragraph 82 . 83 . 84. Figure General Metric Conversion •••••• Typical Airport Layout Plan • • 90 • 9 1 • 92 • 94 14- 1. Airport layout plan • • • • • • • . • • • • • • • • • • • • • • • • • • 97 CHAPTER 15. CONSTRUCTION PLANS Paragraph 85 . 86 . 87 . General • • • • • •• Typical Set of Plans Metric Application • • • • • • • 99 . • • • • • • 99 • • • • • • 100 APPENDI X 1. AIRPLANE DESIGN GROUP CONCEPT (1 page) APPENDIX 2. PRELIMINARY ENGINEERING CHECKLIST FOR FIELD INVESTIGATION (5 pages) APPENDIX 3. ANALYZING WIND DATA (7 pages) Paragraph 1. 2. 3. 4. 5 . Objective • • • • • • Assembling Wind Data Analyzing Wind Data . Conclusions • • Presumptions 1 1 1 2 2 vii AC 150/5300-4B CHG 6 Figure 1. 2. 3. 4. 5. Typical environmental data service wind summary • • • • • Windrose blank showi ng direction and divisions Completed windrose using figure 1 data ••••• Windrose analysis • • • • • • • • • • • • • • • • Windrose analysis- - estimating area not included •• APPENDIX 4. TYPICAT~ SET OF PLANS (23 pages) Paragraph 2/24/83 3 4 5 6 7 1. Introduction to Use • Specifications • • • • • Size of Plans • • • . . . . . . . . . . . . . 1 1 1 2. 3 . APPENDIX 5. Withdrawn --Change 3 APPENDIX 6. RUNWAY CLEAR ZONE DIMENSIONS (1 page) APPENDIX 7. AIRPORT REFERENCE POINT (ARP) (3 pages) ( Paragraph ( 1. 2. 3. Figure 1. 2. Discussion • • • • • • • • Sample Computation Accuracy • • • • • • Sampl e layout • • • • • • • • • • • • • • • • Sample computation--airport reference point • APPENDIX 8. COMPASS CALIBRATION PAD (8 pages) Paragraph 1. 2. 3 . 4. 5 . 6. Figure viii 1. 2. 3. Purpose Background Application • Design of Compass Calibration Pad • Location of Compass Calibration Pad • Construction of Compass Calibration Pad • Marking layout and details of wheel block • Type I. Compass calibration pad Type II. Compass calibration pad • 1 1 1 2 3 1 1 1 2 3 4 6 7 8 ( ( 9/23/83 AC 150/5300 -48 CHG 7 APPENDIX 9. THRESHOLD SITING REQUIREMENTS (7 pages) Paragraph Page 1. 2. 3. 4. 5. Figure 1. 2 . 3. Purpose Application • Limitations • Evaluation Considerat ions • Locating, Displacing, or Relocating the Threshold • Dimensional standards for locating thresholds • Approach slopes • • • . • • • • • • Approach slopes --o ffset localizer • • • • • • APPENDIX 10. Withdrawn--change 6 1 1 1 1 2 5 6 7 APPENDIX 11. CURRENT AIRCRAFT ARRANGED BY AIRCRAFT MANUFACTURER, APPROACH SPEED, AND WINGSPAN (11 pages) APPENDIX 12. INDEX (15 pages) ix ( ( ( ( c l 2/24/83 AC 150/5300-4B CHG 6 CHAPTER 1. INTRODUCTION * 1. GENERAL. Section 103 of the Federal Aviation Act of 1958 states in part, "In the exercise and performance of his power and duties under this Act the Secretary of Transportation shall consider the following, among other things , as being in the public interest: (a) The regulation of air commerce in such manner as to best promote its development and safety and fulfill the requirements of defense; 2 . (b) The promotion , encouragement, and development of civil aeronautics ••.• " This public charge to promote, encourage, and develop civil aeronautics carries with it the need to foster a national system of safe and efficient airports. The Federal Aviation Administration (FAA) presents the standards and recommen- dations in this publication to guide interested persons in the development of safe and efficient airpor t s . AIRPORT STANDARDS. The standards, recommendations , and guidance material in this Advisory Circular (AC) define an airport suitable for the less demanding Aircraft Approach Category A and B airplanes, i. e . , airplanes with approach speeds of less than 121 knots. The other airports need to be designed and main- tained to the standards and, to the extent physically feasible , to the recommen- dations in AC 150/5300 -12, Airport Design Standards--Transport Airports, current edition. The FAA uses the standards and recommendations in this publication to provide technical guidance for the design of safe and efficient airports; and to evaluate both the effect of proposed construction , alteration, activation , and deactivation of airports on the national airport system and the effect of pro- posed construction and alteration of objects on air navigation. The standards and recommendations in this publication complement, but are not intended to take precedence over, aircraft operating rules and procedures . a. Metric Units. Airport authorities may design their facilities in the metric system of units or in the U.S. customary system . In general, where addi- tions or expansions are plann ed to an existing facility , such as a runway, taxiway, or apron , either system of units may be used. Where a new facility is to be built, the use of metric units is encouraged. Chapter 14 contains the policy for the use of and conversion to metric units. * b. Technical Assistance . Technical assistance in the planning , design, construction, maintenance, and modernization of airports may be obtained from state aviation officials, FAA airport engineers, and experienced engi- neering firms. AC 150/5000-3, Address List for Regional Airports Divisions and Airports District/Field Offices, current edi tion , contains the addresses for all FAA Regional Airport Divisions and Airports District/Field Offices. 3. DEFINITIONS AND EXPLANATIONS OF TERMS . The foll ·, ling subparagraphs define the terms used in this publication: Chap 1 Par 1 Page 1 * * * AC 150/5300-4B CHG 8 I· TORA TOOA ASOA LOA TORA ASOA LOA I: TORA TOOA LOA I ·I I CWY TODA •I I SWY I ASOA ~ I .I I 1.- TORA ~TOOA ASDA 7/3/85 LOA ===I Note . All declared distances are illustrated for operations from left to right j. Displaced Threshold . A displaced threshold is a threshold located at a point on the runway other then at the runway end. Except for the approach standards defined in FAR Part 77, approach surfaces are associated with the threshold location. ( k. Hazard to Air Navigation . Any object which has a substantial adverse ( effect upon the safe and efficient use of navigable airspace by aircraft or on the operation of air navigation facilities is a hazard to air navigation. In and of itself , an obstruction to air navigation may not be a hazard to air navigation, however, FAA presumes it to be and treats it as a hazard to air navigation until an FAA aeronautical study has determined it does not have a substantial adverse effect upon the safe and efficient use of navi- gable airspace by aircraft or on the operation of air navigation facilities. The FAA will conduct an aeronautical study of any object when the FAA deems a study is necessary to eliminate a specific presumption of hazard to air navigation. As part of the airport layout plan approval process, the FAA conducts aeronautical studies of all obstructions to air navigation iden- tified on the airport layout plan. Hazards or potential hazards to air navigation are eliminated by either altering the existing or proposed object or adjusting the aviation operations to accommodate the object in that order of priority. 1. Large Aircraft. A large aircraft is an aircraft of more than 12 , 500 pounds (5 700 kg) maximum certificated takeoff weight. m. Nonprecision Instrument Runway . A nonprecision instrument runway is one with an instrument approach procedure utilizing air navigation facilities, with only horizontal guidance , or area - type navigation equipment for which a straight - in nonprecision instrument approach procedure has been approved Page 2-2 or planned, and no precision approach facility or procedure is planned or * indicated on an FAA or DOD approved airport layout plan, or on other FAA or (_ DOD planning documents. Chap 1 Par 3 c * ( 7/3/85 AC 150/5300-4B CHG 8 n. Obstacle Free Zone (OFZ). An OFZ is an area: Chap 1 Par 3 (1) Comprised of the runway OFZ, the approach OFZ, and the inner- transitional surface OFZ. (a) Runway OFZ. The runway OFZ is the volume of space above a sur- face longitudinally centered on the runway. The elevation of any point on the surface is the same as the elevation of the nearest point on the runway centerline. The runway OFZ extends 200 feet (60 m) beyond each end of the runway and its width is: 120 feet (36 m) for visual runways serving or expected to serve only small airplanes with approach speeds less than 50 knots. 2 250 feet (75 m) for nonprec1s1on instrument and visual runways serving or expected to serve small airplanes with approach speeds of 50 knots or more and no large airplanes. 3 300 feet (90 m) for precision instrument runways serving or expected to serve only small airplanes. (See figure 1-1.) 4 180 feet (54 m), plus the wingspan of the most demanding airplane, plus 20 feet (6 m) per 1,000 feet (300m) of airport elevation~ or, 400 feet (120m), whichever is greater, for runways serving or expected to serve large airplanes. (See figure 1-1.) (b) Approach OFZ. The approach OFZ is the volume of space above a surface which has the same width as the runway OFZ and rises at a slope of 50 (horizontal) to 1 (vertical) away from the runway into the approach area. It begins 200 feet (60 m) from the run- way threshold at the same elevation as the runway threshold and it extends 200 feet (60 m) beyond the last light unit in the approach lighting system. The approach OFZ applies only to run- ways with an approach lighting system. (See figure 1-1.) (c) Inner-Transitional SUrface OFZ. The inner-transitional surface OFZ is the volume of space above the surfaces which slope 3 (horizontal) to 1 (vertical) laterally from the edges of the run- way OFZ and approach OFZ and end at the height of 150 feet (45 m) above the established airport elevation. The inner-transitional surface OFZ applies only to precision instrument runways. (See figure 1-1.) (2) Free of all fixed objects. FAA approved frangible equipment which provides an essential aviation service may be located in the OFZ, pro- vided the amount of penetration is kept to a practical mimimum. * {3) Clear of vehicles as well as parked, holding, or taxiing aircraft in the proximity of an airplane conducting an approach, missed approach, landing, takeoff, or departure. Page 2-3 * * AC 150/5300 - 4B CHG 8 7/3/85 o . Obstruction 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 a greater height than any of the heights or surfaces defined in FAR 77 . 23 . p . Precision Instrument Runway . A prec1s1on instrument runway is one with an instrument approach procedure utilizing an instrument landing system (ILS), microwave landing system (MLS), or precision approach radar (PAR) . A planned precision instrument runway is one for which a precision approach system or procedure is indicated on an FAA or DOD approved airport layout plan, or on other FAA or DOD planning documents . q. Relocated Threshold. A relocated threshold is a permanent threshold located at the relocated runway end. r . Runway. A runway is a defined rectangular area on an airport prepared for the landing or takeoff of airplanes . s . Runway Clear Zone . A runway clear zone is a trapezoidal area at ground level, under the control of the airport authorities, for the purpose of protecting the safety of approaches and keeping the area clear of the congr egation of people . The runway clear zone begins at the end of each primary surface and is centered upon the extended runway centerline . See appendix 6 for runway clear zone standard dimensions . ( * t . Runway Safety Area. A runway safety area is a rectangular area, centered on the runway centerline, which includes the runway (and stopway, if ( present) and the runway shoulders . The portion abutting the edge of Zbe runway shoulders, runway ends, and stopways is cleared , drained, graded, and usually turfed . Under normal conditions, the runway safety area is capable of supporting snow removal, firefighting, and rescue equipment and accommodating the occasional passage of aircraft without caus ing major damage to the aircraft . u . Small Aircraft . A small a ircraft is an aircraft of 12 , 500 pounds (5 700 kg) or less maximum certificated takeoff weight . v . STOL Aircraft. A STOL aircraft is an aircraft with a certified performance capabilty to execute approaches along a glide slope of 6 degree or steeper and to execute missed approaches at a climb gradient sufficient to clear a 15:1 missed approach surface at sea level . The gradient is based on the airport elevation and decreases at the rate of 5 percent per 1,000 feet (300m), i . e., for an airport at 4,000 feet (1 200m) above mean sea level (MSL}, the gradient of the missed approach surface would be 18:1, 120 per- cent of 15:1 . w. Page 2-4 STOL Runway . A STOL runway is one which is specifically designated and marked for STOL aircraft operations . Except for the standards for locating thresholds, specified in appendix 9, and for marking and lighting, STOL runways are designed and maintained to the standards and recommendations applicable to conventional takeoff and landing airplanes. Chap 1 Par 3 * ( ( * ( 7/3/85 AC 150/5300-4B CHG 8 x. Stop End of Runway. The stop end of runway is the far runway end as viewed from the cockpit of a landing airplane . y. Stopway . A stopway is an area beyond the stop end of the takeoff runway which is no less wide than the runway and is centered on the extended cen- terline of the runway . It is able to support an airplane during an aborted takeoff without causing struc tural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted takeoff. z . Taxilane . A taxilane is the portion of the aircraft parking area used for access between taxiways, aircraft parking positions, hangars, storage fa~il iti es , etc. A taxilane is outside the movement area. aa. Taxiway . A taxiway is a defined ~ath, from one part of an airport to another , selected or prepared for the taxiing of aircraft . bb . Taxiway Safety Area . A taxiway safety area is an area cent ere d on the taxi way centerline, which includes the taxiway and taxiway shoulders . The portion abutting the edg e of the taxiway shoulders is cleared, drained, graded, and usually turfed . Under normal conditions, the taxiway safe ty area is capa ble of supporting snow removal, fire fighting, and rescue equipment and accommodating the occasional passage of air craft without causing major damage to the aircraft. cc . Threshold . ·l'he threshold is the beginning of that portion of the runway avail abl e and suitable for the landing of airp lan es . dd. Transport Airport . A transport airport is an airp ort designed, constructed, and maintained to serve airplanes in Aircraft Approach Cat egor y C and D. ee . Utility Airport . and maintained to For discussion on A utility airport is an airport designed, constructed, serv e airpianes in Aircraft Approach Category A and B. airport type, see paragraph 5 . ff . Visual Runway . A visual runway is a runway in tende d solely for the opera - tion of aircr aft using visual approach procedures, with no straight -in instrument approach procedure and no instrument designation indicated on an FAA or DOD approved airport layout plan, or , on other FAA or DOD planning documents . gg . Wind Cov erage. Wind coverage is the perc ent of time for which aeronautical opera tion s are considered safe due to acceptable crosswind components . Chap 1 Par 3 Page 2-5 * AC 150/5300-48 CHG 6 2/24/83 300' (90 m) (SEE NOTE) (45 m} ABOVE AIRPORT ELEVATION RUNWAY OFZ RUNWAY PRIMARY SURFACE NOTE: 50:1 APPROACH OFZ RUNWAY CLEAR ZONE THE RUNWAY· OFZ AND APPROACH OFZ WIDTH FOR RUNWAYS EXPECTED TO SERVE LARGE AIRCRAFT, IS 180 FEET (54 m), PLUS THE WINGSPAN OF THE MOST DEMANDING AIR- PLANE, PLUS 20 FEET (6 m) PER 1,000 FEET (300 ro} OF AIRPORT ELEVATION, OR 400 FEET (120m), WHICHEVER IS GREATER. SECTION ALONG RUNWAY FIGURE 1-l. OBSTACLE FREE ZONE (OFZ) FOR PRECISION INSTRUMENT RUNWAY Page 2-6 Chap l ( ( ( * * ( 9/23/83 AC 150/5300-4B CHG 7 CHAPTER 2. PRINCIPLES OF APPLICATION 4. AIRPORT ROLE. An airport may serve primarily a community and secondarily a nearby recreational area; or, it may serve mainly as a feeder stop for air taxi operations enroute to a regional air carrier airport. In certain cases its role may be to provide access to the airways from a relatively remote community. a. Prior to the development of precision instrument runway standards for uti- lity airports, the role of a utility airport was limited to those activities performed by small aircraft on nonprecision instrument and visual runways. * b. With deregulation of the airlines and an increase in commuter operations, the FAA and the aviation industry recognized that standards for precision instrument runways at utility airports were both needed and feasible. Airport design standards based exclusively on the requirements of small * aircraft were subsequently developed for utility airports having an expanded role of providing for all-weather operations. These standards were less demanding than the precision instrument runway standards for transport airports, in terms of real estate and clearing required. These standards were adopted with full recognition that the resulting more economical preci- sion instrument facilities could also safely accommodate larger aircraft with approach speeds up to 120 knots. c. Recognizing the need to reduce overall airport development cost, the FAA and the aviation industry also developed the airplane design group concept which links airport requirements to using aircraft. (See paragraph 3.) d. To preserve the traditional roles of existing airports, however, Design Group I is subdivided into two groups, distinguishable by aircraft weight. The first includes just small aircraft or the family of aircraft expected at utility airports built to design standards prior to January 30, 1981. The second expands the service coverage to accommodate a limited number of larger aircraft. 5. AIRPORT TYPE. Runway length separates utility airports into basic and general utility types. The small airplanes, commonly used for personal and business flying and for commuter and air taxi operations, which are served by Basic Utility and General Utility--Stage I airports are shown in figure 2-1. These airports can be expected to have the following kinds of activity: a. Basic Utility--Stage I. This type of airport serves about 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 Airplane Design Group I. b. 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 Airplane Design Group I. Chap 2 Par 4 Page 3 AC 150/5300-4B CHG 7 9/23/83 c. General Utility --Stage I. This type of airport serves all small airplanes. ( Precision approach operations are not usually anticipated . This airport is also designed for small airplanes in Airplane Design Group I. d. General Utility--Stage II. This type of airport serves large airplanes in Aircraft Approach Category A and B and usually has the capability for preci- sion approach operations. This airpor t is normally designed for airplanes * of Airplane Design Groups I and II. It may also be designed to serve Aircraft Approach Category A large airplanes in Airplane Design Group III. While runways serving or expected to serve large airplanes may be built to utility airport standards, they are considered as other than utility r unways in aeronautical studies. * * 6. FUTURE CONSIDERATIONS. a. One factor for future consideration in the utility type airport is the prob- able requirement to operate during periods when the weather is below the minimums authorized for visual flight rules (VFR) . The requirement for this capability is highest among airplanes used for commuter, business, and air taxi purposes. b . The criteria contained in this pub lication provide the potential capabil ity for the development of instrument runways . Air navigational aids (NAVAIDs) , such as instrument landing systems (ILS) , microwave landing systems (MLS), very high frequency omnidirectional radio ranges (VOR) , or nondirectional radio beacons (NDB) , are needed in order to take advantage of this potential. AC 150/5300 -2, Airport Design Standards- - Site Requirements for ( Terminal Navigational Facilities , current edition , describes in general ter ms the land area, grading requirements, and operational cleara nces 7. desired for NAVAIDs and air traffic control (ATC) facilities. c. If the ultimate development plans include expansion of the airport to serve airplanes in Aircraft Approach Category A with wingspans greater than 118 feet (36 m), or airplanes in Aircraft Approach Category B with wingspans greater than 79 feet (24m), or airplanes with approach speed greater than 120 knots , the airport should be designed to the criteria in AC 150/5300-12. OTHER CONSIDERATIONS. A properly planned and designed utility airport is a definite asset to a community. Although the single event noi se levels generated by aircraft using utility airports may not be as high as those at transport airports, the cumulative effect of a large number of operations may have an equivalent or greater overall noise impact than a transport airport with fewer operations. Therefore, it is important that airport planners locate the pro- posed utility airport in an area that is compatible with adjacent communities and will remain compatible in the future as a result of land use controls. It is also important that airport planners inform local residents, as early in the airport development process as possible, of the proposed location of the airport, the scope of the airport operation , the measures which will be under- taken to minimize noise, and of the value of the airport to their communities. Failure to do this can result in public sentiment turning against the airport and the imposition of severe operational limitations on it . (See paragraph 25 for further discussion of airport-community compatibility.) Page 4 Chap 2 Par 5 * ,.-- () ::r Ql '0 N ...., H G) ~ ~ N I I-' . trJ ~1:"' trJ (f.l 0...., (f.l ~1:"' )>I H ~ 1:"' ~trJ (f.l )>' () () 0 ~0 ~trJ 0 0':1 ~ )>' H ~ 10 0 ~ Ql ...a 8 Cl) ~ 1.11 trJ ~ Ql ~ 0.. 0'1 Bee ch Beech Bell anca Bellanca Bellanca Cessna Cess na Cessna Ces sna BASIC UTILITY STAGE I Bl9 Sport/15 0 B24R Sierra/200 Ci tabri a Series 8GCBC Scout 300A Super Viking 150 Se ries 172 Skyhawk 182 Skylane T206 Stationair Grumman Ameri can AA- lB Trainer Grumman American AA- 5A Cheetah Grumman American AA-5B Tiger Mooney M20C Ranger MOoney M20E Chap arra l MOoney M20F Executive Navion Range ma ster H Piper PA- ll thru PA- 22 Series Piper PA- 28 Seri es Piper PA- 32-30 0 Cherokee Six Piper PA- 32- 300R Lance Rockwell Int ' l . Rockwe ll Int ' 1. Rockwell Int' l . 112 A Commander 112 TC Commander 114 Connnander ~ BASIC UTILITY STAGE II Beech Beech Beech Bee ch Beech Cessna Ces sna Cessna Cessna Pipe r Piper Pipe r F33A Bonanza V35B Bonanza A36 Bonanza C23 Sundowner B55 Baron 204 Skywagon 337 Skymaster P337 Skymaster 310 P~32 - 26 0 Che rokee Six PA-23-250 Aztec PA- 34-200 Senaca II Ted Smith Aerostar 600 Ted Smith Ae rostar 601 Also ac commodated are the airplane mo dels lis ted under Bas ic Uti lity Sta ge I . Beech Beech Beech Beech Beech Cessna Cessna Pi oe r Piper Piper Pi per GENERAL UTILITY STAGE I B58P Bar on B6o Duke B8o Queen Ai r E90 King Air B99 Airl ine r 340A 402B Businessliner PA- 24 Ser ies -----... PA-30- 150 Twin Commanche PA- 31- 350 Chi~ftain PA- 31 -42 5 Navajo Rockwell Int'l . 500S Shrike Rockwell Int ' l . 685 Commander Also accommodated are the airplane models listed under Basic Utility Sta ge s I and II . Not e : Some of the above airplane models have an option for a sea ting configuration of 10 pas seng e r seats or more. See F igure 4-2 for a dd itional listing o f ai rPl ane models. The recommended runway length required to ac commodate all the airplanes grouped under a spec ifi c ai rport type is obtainable from Figure 4- l . N - tv ~ - 00 w ~ I-' 1.11 0 ......... 1.11 w 0 0I.,.. 0':1 g G) 0'1 ( ( ( ( c ( 6/24/75 AC 150/5300-4B CHAPTER 3. WIND ANALYSIS AND RUNWAY ORIENTATION 8. GENERAL. a. The configuration of the airport is determined by the number and orientation of the runways. One of the primary factors influencing runway orientation is wind. Ideally the runway should be aligned with the pr e vailing winds. Wind conditions affect all airplanes, the smallest to the largest, in varying degrees. Generally, the smaller the airplane , the more it is affected by wind, particularly crosswind components. Crosswinds are often a contributing factor in small airplane accidents. In some cases, construction of two runways may be necessary to give the desired wind coverage. b. Airport planners and designers should, therefore, make an accurate analysis of wind to determine the orientation and number of runways. The proper application of the results of this analysis will add substantially to the safety and usefulness of the ai~port. Appendix 3 provides information on wind data for the purpose of airport plan- ning and design, and the following paragraphs give ~rocedures in its application to runway orientation concepts. 9. CROSSWINDS. a. A crosswind component of wind direction and velocity is the resultant vector which acts at a right angl e to the runway. It is equal to the wind speed multiplied by the trigonometric sine of the angle between the wind dir ec tion and the runway direction. Normally, these wind vector triangles are solved graphically. An example is shown in Figure 3-1 . From this diagram, one can also ascertain the headwind and tailwind component of combinations of wind velocities and direc- tions. b . Study and analysis of different combinations of velocities and directions, having an 11 . 4-mi1e-per-hour (mph) (9 . 9 knots) cross- wind component, have found that different combinations produce similar adverse effects on the control handling characteristics of airplanes . Considering this and the method of repo~ting wind data, the 12 - mph Qr 10.5 - knot speed was selec~ed as a reasonable and convenient figure upon which to base runway orientation . 1~. ORIENTATION AND COVERAGE. The most desirable runway orientation based on wind is the one which has the lar gest wind coverage and minimum crosswind components . Chap 3 Par 8 Page 7 AC 150/5300-4B 6/24/75 a. Wind coverage is that percent of time for which operations are con- ( sidered safe due to acceptable crosswind components. The desirable wind coverage for an airport is 95 percent,based on the total hours of weather observations. At some locations, the daily time period for weather observations is less than 24 hours; i.e., 16 hours. In any event, the data collected must be applied with an under- standing of the objective; i . e., to attain 95-?ercent usability. At many airports, airplane operations are almost nil after dark. Accordingly, it may be desirable to analyze the wind data on less than a 24-hour observation period. Also, at resort airports, where operations are predominantly seasonal, regard should be given to the wind data for the predominant-use period. b. Where a single runway cannot be oriented to provide 95-percent coverage, one or more additional runways will be required to raise the coverage to that value. c . The acceptable coverage value of 95 percent was selected after con- sideration of various factors influencing operations to and from airports and the economics of providing the coverage. In any air- port operation, there are periods when factors other than wind determine when a runway may be used. Low ceilings, reduced visibility, periods of runway maintenance, etc,, may preclude use of a particular runway even though existing wind conditions are favorable. d. Appendix 3, Weather Data Source and Analysis, states in detail how a standard wind rose is compiled and used. Chap 3 Page 8 Par 10 ( ( ( ( ( 6/24/75 HEADWIND COMPONENT -KOOTS ' TAILWIND COMPONENT -KNOTS Chap 3 AC 150/5300-48 1 ~........- -1.-\-- T 0 ""'"-- 90° CROSSWIND ~OJ:-- 20 30 40 SO COMPONENT l---+1~~i:'J' ........_ N i---_ -KNOTS ~ \~~~::/............... r---N~ 10 T \ \" ~/""" /r--............... II _I I\ 1\."'/ "' ......... '''f....}..J 10 0 -20 \ Yr~ "y"'~l 1 " -i,l...-lE-XAM__,JPLE : \ \ \ "\.'? "'-. j 1 <~oj Wind speed 20 ~ . " 1" knots. Angle between , /""\ ""'- u.e>/V;.: v runway and direction 30 +----f~_....--B~r--+--J\-1 ---= '\~'}~-~-1°~ 0 ,---JL---1.- of wind -60°. Crosswind \ \/ ~~ I component - 17 knots. · ~Oo <::> Headwind component - - 'i ~c, -+----- \._/ ~ ¢~" 10 knots. 40 -6--+-¥=!--'\-...\1. - Oo ~ , ,_. '::& ~Oo c:~:~.~~"Y 1--- ~ - 00 ('\ ? +---1--4---+-~f---..J 0 I \ .Y -~.•:~\V --~\)~ so ~--+--=~~~ov.: -r--+--1---+--~--+---+- ~ I FIGURE 3-1. WIND VECTOR DIAGRAM Page 9 (and 10 ~. ( ( ( ( ( 9/23/83 AC 150/5300-48 CHG 7 CHAPTER 4. RUNWAY LENGTH REQUIREMENTS AND CAPACITY * 11. PRIMARY RUNWAY LENGTH. Airplane flight manuals (supplemented with user operating data), AC 150/5300-12, and the runway length curves in this chapter provide guidance on the runway lengths needed to accommodate the airplanes expected to use a utility airport. a. A runway length of at least 300 feet (90 m) is recommended to serve small airplanes with approach speeds less than 30 knots. The runway length is based on the airport elevation and increases at the rate of 30 feet (9 m) per 1,000 feet (300 m) of airport elevation above mean sea level (MSL). b. A runway length of at least 800 feet (240 m) is recommended to serve small airplanes with approach speeds less than 50 knots. The runway length is based on the airport elevation and increases at the rate of 80 feet (24 m) per 1,000 feet (300 m) of airport elevation above mean sea level (MSL). c. Figure 4-1 presents curves for determining the runway length to serve small airplanes with approach speeds of 50 knots or more, which accommodate less * than 10 passengers. The recommended minimum runway length is the length for the airport elevation and the mean daily maximum temperature of the hottest month at the airport. d. Figure 4-2 presents curves for the runway length to serve small airplanes, which accommodate 10 or more passengers, or small turbojet airplanes. e. AC 150/5300-12 should be used if the runway is expected to serve large airplanes. 12. CROSSWIND RUNWAY LENGTH. At some airport sites, it is not feasible to obtain 95 percent wind coverage with one runway. In such cases, it may be determined that the benefits from a crosswind (or secondary) runway will justify its construction. Accordingly, the question arises: How long should the crosswind runway be? Where feasible, it should be at least 80 percent of the length recommended for the primary runway. 13. DEVELOPMENT OF RUNWAY LENGTH CURVES (FIGURES 4-1 AND 4-2). a. Federal Aviation Regulations, Part 23, Airworthiness Standards: Normal, Utility, and Acrobatic Category Airplanes, prescribes airworthiness stan- dards for the issuance of small-airplane type certificates. The individ- ual airplane flight manual contains the performance information for each airplane (defined in Section 23.51, Takeoff; Section 23.75, Landing; and, Section 23.1587, Performance Information). This information is provided to assist the airplane operator in determining the necessary runway length for safe operations. b. Performance information from airplane flight manuals has been selectively grouped and used to develop the runway length curves in figures 4-1 and 4-2. The major parameters used in developing these curves are the landing and takeoff distances for figure 4-1 and the landing, takeoff, and accelerate-stop distances for figure 4-2. The following conditions have been assumed in developing the curves: Chap 4 Par 11 Page 11 * AC 150/5300 - 48 CHG 7 (1) zero headwindJ (2) maximum certificated takeoff and landing weights; and (3) optimum flap setting for the shortest runway length (normal operation) • 9/23/83 c. Other factors , such as relative humidity and runway gradient, have a limited effect on runway length. For small airplanes , these factors are negligible and thus are not used in computing runway length for small airplanes. 14 . OTHER CONSIDERATIONS. In most cases , figures 4- 1 and 4- 2, AC 150/5300 - 12 , and airplane flight manuals should be used for determining the runway length at a utility airport. However, the airport pl a nner should co nsider the following conditions which also could affect the runway length for a particular airport : a. While figure 4-1 presents runway lengths for elevations up to 9 , 000 feet (2 743 m) , some of the airplanes listed in the example grouping in figure 2- 1 are not capable of operating at high altitudes without modification . Therefore, special care must be exercised in adapting these curves to the critical airplane or group of airplanes for operations at elevations higher than 5 , 000 feet (1 524 m) . b . FAR Part 135 imposes the following conditions: ( (1) For airplanes with a seating configuration of 10 passenger seats or more, the accelerate-stop distance must be considered in computing the ( required runway length. Figure 4-2 presents runway lengths con - 15 . sidering accelerate-stop distance. (2) The operators of small airplanes certificated prior to July 19, 1970, and h aving a seating configuration of 10 passe nger seats or more, ar e permitted to use an overrun distance equal to that required to stop the airplane from a ground speed of 35 knots (40 miles per hour) in computing their accelerate - stop distance. This provision of FAR Part 135 may be met by providing a full length runway safety area beyond the runway end. c. The runway length obta i ned from the ai r plane flight manuals may be used in l i eu of the runway length curves depicted in figures 4- 1 and 4-2 and AC 150/5300-12. RUNWAY CAPAC I TY . The capacity of a runway is defined as the number of opera - tions that the runway can accommodate in a limited time--usually 1 hour . An operation is defined as either a landing or a takeoff, therefore, a touch and go counts as two operations. AC 150/5060-5 , Airport Capacity and Delay , current edition , exp l ains how to compute airport capacity and aircraft delays. Page 12 Chap 4 Par 13 * 2/24/83 ( ( Chap 4 AC 150/5300-4B CHG 6 AIRPORT tLEVATION (FEET) EXAMP LE: TEMPERATURE S9"F AIR PORT ELEVATION SL - ~~ IWNW AY LENGTH: - I- BAS IC STAGE I 2200' : 8 8 BAS IC STAGE II 2700' GEN. UTILITY 3200' ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~J:J ~C) f:'Jt;:) ~C) "C) f:'J t::lcsf f:'Jt;:) ~/ ~p II' lcfSJ '>C) " ~ ~r;:,t::l"" ">C).I" ~~~~~ .1" !:)() ">~ !:) ~~ '),C)~ ; ">.... ~ ~~ A L.l1 !:) ...1' , .....()~ ··'),~~"" y .~ ~4,; ·~()() ~~ lljY /r;:,()f;) ..., v ~ '\:~ 1/'),_~r;:, ~......'1 lA" .....()~ ~ · 50 75 100 50 75 100 50 75 100 MEAN DAILY MAXIMUM TEMPERATURE ("F), HOTTEST MONTH OF YEAR BASIC UTILITY STAGE I BASIC UTILITY STAGE II GENERAL UTn.ITY STAGE 1 FIGURE 4-1. RUNWAY LENGTH CURVES 10000 9000 8000 7000 ....... !-< 1:1:1 Ill "" '-.J' 6000 i5 ~ ~ ~ ~ :::::> ex: 5000 4000 3000 2000 Pag e 13 AC 150/53 00- 4B CHG 6 REPRESENTATIVE AIRPLANES Beech Beech Beech Beech B80 E90 B99 AlOO Queen Air King Air Airl iner King Air Britt en-Norman Mark III-I Trilander Mitsubishi Swearigen Swearigen Swearigen MU-2L Merlin III-A Merlin rJ-A Metro II See Figur e 2-1 for airplane models in the above group that also hav e an option fo r a seat ing configura - tio n of less than 10 pass e nger seats . RUNWAY LENGTH CURVES EXAMPLE: TEMPERATURE AIRPORT ELEVATION 59°F ( 15 °C) SEA LEVEL 2/24/83 GEN . UTILITY 3700' (1 128 m) NOTE : For airport elevations above 3000 feet (914 m) use General Utilit Curves , Figure 4- l . - en a: "'...LIJ 2 -... "' LIJ 1&. % ...(!) 4000 (1219) z \IJ _, ~ ~ z:::) a: L-.:w....l~.;.l..J.....J...,L..W:...~'-... sooo (tl4) 50 15 100 ,., , 10 u .t ~7.1 c•c, MEAN DAILY MAXIMUM TEMPERATURE OF THE HOOTEST MON'ffi· OF THE YEAR. FIGURE 4-2. RUNWAY LENGTH TO ACCOMMODATE AIRPLANES HAVING A SEATING CONFIGURATION OF 10 PASSENGER SEATS OR MORE Chap 4 Page 14 ( ( ( ( ( 7/3/85 AC 150/5300-4B CHG 8 CHAPTER 5. LAND CONSIDERATION, OBSTRUCTION RESTRICTION, AND AIRPORT HAZARD REMOVAL * 16. AIRPORT HAZARDS. Airport hazards have a substantial adverse effect upon the safe and efficient use of the airport by aircraft and upon the safety of per- sons and property located on or near the airport. The term object as used in the following paragraphs includes, but is not limited to, above ground struc- tures, people, equipment, vehicles, aircraft, natural growth, and terrain. Flammable material storage facilities, including fuel truck fill stands and unloading facilities that are located in any of the following areas are air- port hazards. The following objects are airport hazards and must be removed: a. Objects in the airport's airspace that are of a greater height than any of the heights or surfaces defined in FAR 77.23 and that have not been the subject of an FAA aeronautical study. The FAA conducts an aeronautical study of any object when the FAA deems a study is necessary. b. Objects in the airport ' s ai~space that the FAA has determined, as the result of aeronautical studies, to be hazards to air navigation. c. Objects penetrating an established clearway plane. FAA approved frangible threshold lights 26 inches (66 em) or less above the runway end elevation and located to each side of the runway penetrating an established clearway plane are not considered airport hazards. The clearway is defined in paragraph 3. d. Objects penetrating an imaginary surface or plane associated with an obstacle free zone (OFZ), a threshold, or a visual NAVAID. FAA approved frangible equipment that provides an essential aviation service and penetrates one of these imaginary surfaces or planes is not considered an airport hazard provided it is not an airport hazard as defined in paragraph 16.c. The penetration of any frangible equipment must be kept to a mimimum. The OFZ is defined in paragraph 3. Surfaces associated with thresholds are defined in appendix 9. The design clearance planes associated with visual NAVAIDs are defined in AC 150/5300-2. e. Objects located in the runway safety area. FAA approved frangibly-mounted equipment that provides an essential aviation service and is located in the runway safety area is not considered an airport hazard provided it is not an airport hazard as defined in paragraphs 16.c or d. The frangibly- mounted equipment in the runway safety area must be located as far as practical from the runway centerline. The runway safety area dimensional standards are provided in paragraph 28 and in AC 150/5300-12, Chap 5 Par 16 paragraph 14. * Page 15 * AC 150/5300 - 4B CHG 8 7/3/85 f . Objects located either between a runway centerline and its aircraft park- ing line limits or within 0.75 times the wingspan of the most demanding airplane plus 7 feet (2m) from a taxiway centerline. Frangibly-mounted equipment that provides an essential aviation service, airport service vehicles required to be in these areas for efficient airport operations, and holding and taxiing aircraft located in these areas are are not con- sidered airport hazards provided they are not airport hazards as defined in paragraphs 16.c, d , or e. The frangibly-mounted equipment in these areas must be located as far as practical from the runway and taxiway centerlines. The runway centerline to aircraft parking area separation standard is provided in paragraph 28 and in AC 150/5 300 - 12, paragraph 13. The aircraft parking line limit extends beyond the runway ends for a distance of at lea st 4 times its separation distance from the runway centerline. g. h. i . Objects located either between a runway centerline and its building restriction lines (BRLs) or within 0 . 63 times the wingspan of the most demandi ng airplane plus 7 feet (~ m) from a taxilane centerline . Equipment that provides an essential aviation service, airport service vehicles, aircraft, and people required for efficient airport operations located in these areas are not considered airport hazards provided they are not airport hazards as defined in paragraphs 16.c, d, e, or f . The ru nway cent erline to BRL separation standard is provided in paragraph 28 and in AC 150/5300-12, paragraph 13. The BRLs extend beyond the runway ends for a distance of at least 3,000 feet (900 m) or 4 times their separation distance from the runway cen terli ne whichever is less . Ditchs, rough surfaces, soft spots, or pending areas located in a runway or taxiway safety area . Gentle drainage swales may be located near the runway or taxiway. The taxiway safety area dimensional standards are pro - vided in paragraph 28 and in AC 150/5300-12 , paragraph 23 . Garbage dumps or landfills located within 5,000 feet (1 500 m) of a non- turbojet runway or 10,000 feet (3 000 m) of a turbojet runway that may attract birds on or around an airport. 17. RECOMMENDED CLEARING . Objects, other than airport hazards, for which removal is recommended include : a . Obstructions that have adverse effect on air navigation as determined by FAR Part 77 or an aeronautical study; b . The controlling obstacle to an exist ing or planned terminal inst rument procedure that impairs the efficiency or capacity of an airport; c. Objects which adversely affect departures; and d. Objects located in a runway clear zone as defined in paragraph 3. Page 16 Chap 5 Par 16 ( ( * ( ( ( 7/3/85 AC 150/5300-4B CHG 8 * 18. ZONING AND LAND USE COMPATIBILITY . a. Land Use. Unconstrained use of land adjacent to or in the immediate v~c~ nity of the airport can directly affect the efficiency and capacity of the airport . Airport authorities should : (1) Prevent the construction , erection, alteration , or growth of any structure, tree , or other object in the approach areas of the runway or the airport, which would constitute an airport hazard; and (2) Restrict the use of land adjacent to or in the immediate vicinity of the airport to activities and purposes compatible with normal airport operations including landing and takeoff of aircraft. This may be acc omplished by acquiring and retaining easem ents , other interests, or rights for the use of land and airspace; or by adopting and enforcing zoning regulations . b. Noise Compatibility . Recipients of Federal aid for airport development need to assure that appropriate action, including the adoption of zoning laws, has been or will be taken, to a reasonable extent, in restricting the use of land adjacent to or in the immediate vicinity of the airport to activities and purposes compatible with normal airport operations. Zoning ordinances developed for airspace protection will not necessarily ensure compatibile land use, with respect to noise, in the vicinity of the airport . Depending on the local situation, measures other than zoning or in addition to zoning may be necessary to achieve compatible land use Chap 5 Par 18 with respect to noise . (1) FAA Order 5050 .4, Airport Environmental Handbook (available at FAA Airports Offices) provides guidance on land use compatibility . Appendix 1 of AC 150/5020:1, Noise Control and Compatibility Planning for Airports, contains a table identifying land uses normally com- patible with various levers of noise exposure . The advisory circular also includes information on alternative strategies to achieve com- patible l and use. (2) The airport operator may find it desirable to develop a comprehensive airport noise compatibility program in accordance with FAR Part 150, Airport Noise Compatibility Planning . The deve lopm ent of this program is recommended when a significant problem exists relative to noise and land use compatibility. Such a program must include recom- mended actions to reduce noncompatible areas identified in a thorough evaluation of existing and future noise and land uses in the airport vicinity. The program is developed in consultation with FAA, airport users , the state , and affected communities . The FAA approved program recommendations may be eligible for Federal aid under the Airport Improvement Program . * Page 17 * AC 150/5300-4B CHG 8 7/3/85 c . zoning Ordinance . Zoning is adequate where the control is in line with the public interest in health, safety, and general welfare . (1) ZOning laws and ordinances, enacted in the vicinity of an airport, need to concentrate on airspace protection, compatible land use, noise sensitive areas, esthetics, and consistency with master plans . (2) Each section of a zoning ordinance is independently justified . Thus, to eliminate misapplication in granting variances, consideration must be given to the justification for each section of the zoning ordinance . An example of misapplication would be the use of an FAA airspace determination of NO HAZARD TO AIR NAVIGATION, which is limited to consideration of the navigable airspace, as the only justification for a variance to the zoning ordinance. ( 3) FAA guidance in developing zoning ordinances dealing with protecting the navigable airspace in the vicinity of the airport is contained in AC 150/5190-4, A Model Zoning Ordinance to Limit Height of Objects Around Airports. 19. LAND ACQUISITION. a. The amount of land needed for any one of the four groups of utility air- ports will vary considerably . Factors, such as length and number of runways, lateral, clearances , areas required for buildings, hangars, ( * aircraft tiedown, transient apron, automobile parking, and future expan - ( sion of the airport , should be studied in detail, and a plan for the construction and expans ion of the airport, such as an airport layout plan, developed . b . In the preliminary stage of airpo~t development, it is desirable to know the approximate number of acres needed for the airport . Figure 5-3 indi - cates the approximate acreage needed for each group of airports broken down i nto three segments. Page 18 (1) Landing Area . This includes the runway, safety area, taxiways, and lat era l clearances to building restriction lines. The acreages shown are based on a single-runway airport . If an additional runway is needed, a separate calculation must be made for the additional landin g area and to provide unrestricted lin e- of - sight between runways. (2) Runway Approach Areas. The airport owner should acquire control of the property within the runway clear zone, between the building restriction lines, and as may be required for airport hazard removal and approach protection (see paragraph 16) . For those cases where this may be impossible or economically unfeasib l e, contro l of the land wit hin the building restriction lines and that required for air - port hazard removal and approach protection is an acceptable minimum . These areas are the most critical areas under the approach paths. Ther ef ore, control of these areas is essential, and it is preferably acquired by purchase of the land fee title . If fee title cannot be Chap 5 Par 18 ( ( (_ ( 7/3/85 {3) AC 150/5300-4B CHG 8 obtained, avigation easements may be acquired, although this is less desirable. The acreage required for airport hazard removal and approach protection varies with location, depending on the environ- ment around the approach ends of the runway, local laws and ordinan- ces, and the airport owner's ability to zone around the airport. Building Area. (a) This includes all areas beyond the building restriction line which usually are the fixed-base operator facility, T-hangars, tiedowns, transient parking apron, automobile parking, access road, and utilities. In determining the configuration of the building area, physical factors, such as terrain, drainage, and land uses, will affect the efficiency of the layout. (b) As the type of airport progresses from Stage I to General Utility, it has been assumed that the activity on the airport will also increase. For example, Stage I building area provides for two 10-unit T-hangars, tie downs for 10 airplanes, a parking apron for 10 transient airplanes, a 40-car parking lot, access road, and utilities. (This area is considered minimum.) If feasible, additional area should be acquired early in the airport's development for long-range expansion. The General Utility airport building area provides for two fixed-base operators, ten 10-unit T-hangars, tiedowns for 50 airplanes, a parking apron for 50 transient airplanes, a 100-car parking lot, access, road, and utilities. However, this is an illustration only since activities at the metropolitan airport may differ by as much as twofold or threefold over a community airport. 20. ACQUISITION PROCEDURES. The acreag~s given in figure 5-3 are calculated on the basis of an airport configuration closely approximating that illustrated. Nevertheless, it is realized that the layout of existing lots and parcels will often require acquisition of land which will result in a considerable variation from this configuration. Figure 5-4 shows an example of approach area acquisition related to existing parcel boundaries. The dashed lines represent the area which should be acquired to meet minimum requirements. However, if it is impractical or unfeasible to acquire a portion of the parcels, an evaluation must be made to determine the effect of deviation from the standard. The recommended property line on figure 5-4 represents one pro- bable configuration of an approach area acquisition for the airport question. 21. FUTURE EXPANSION. It is a well-established fact that land around a metropoli- tan airport increases in value after the airport is built. To a lesser degree, this is also true for the community airport. Accordingly, parcels of land purchased beyond the minimum needed will often prove to be essential in permitting future expansion of the airport. This matter should be given detailed consideration during the airport master planning study. Generally, airport land should be acquired not only to meet the minimum requirements but also to accommodate future development of the airport required to realize its ultimate role. It may be feasible for this additional land (needed in the future) to be leased until required for airport development. Chap 5 Par 19 Page 19 AC 150/5300-4B CHG 8 7/ 3 /85 22. USE OF LAND FOR NONAERONAUTICAL PURPOSES. a . The two areas on an airport which could be available for use by nonaero- nautical activities are the portion of the building area reserved for future airport development and the runway approach area. Certain functions may be allowed in these areas to produce revenue for the airport provided pre- sent and future operations of the airport are not jeopardized. ( 1) Building Area . A building area not needed immediately for airport development may be used for revenue-producing purposes by a variety of nonaeronautical activities . SUch activities could be agricultural, recreational, commercial, or industrial . For example, airport pro- perty along a highway might provide good potential for small retail business which require a minimum investment in facilities . Again allow only short -te rm leases giving due consideration to the planned future of the area in question . (2) Runway Approach Areas. Congregation of people or establishment of facilities, such as garbage dumps or land fill facilities that would attract birds, must be avoided within the runway clear zones . Limited agricultur al uses, such as raising low growing crops, are compatible with the immediate runway approach area . Long- term leases in this area are not recommended unless recaptur e clauses are includ ed since the l and may be required within the period for airport uses such as runway extensions. etc. b . Also , consider the possibility of estab lishing an industrial area on or adjacent to the airport. Guidance on this subject is provided in AC 15 0/5070 -3, Planning the Airport Industrial Park. However, check the function of the activity to ensure no interference with the airport . For example, do not permit installation of lighting systems which could be confused with the runway lights, or industries which might produce electromagnetic or electronic disturbances which would interfere with aircraft navigational or communications equ ipme nt, or cause visibility problems due to smoke , dirt, steam, or fog . Also, limit the height of all structures to prevent airspace encroachment. Page 20 (thru 22) Chap 5 Par 22 ( ( ( 2/24/83 AC 150/5300-48 CHG 6 ( ( Withdrawn-- Change 6 ( Chap 5 Page 21 (and 22) ( ( ( 'tl Ill IQ ro N w 0 =:r Ill '0 <.n "l 1-1 G) c:: 61 <.n I w . 3: H z H 3: §! t"' ~ 0 610 c::1-1 ~ ~z >-3 ~ /' /\ LANDING AREA APPROACH AREA I RUNWAY I APPROACH AREA I BUILDING AREA ' L__ RUNWAY LENGH LANDING AREA APPROACH AREA BUILDING AREA TOTAL AREA IN RUNWAY TYPE IN FEET (METERS) IN ACRES IN ACRES IN ACRES** ACRES BASIC UTILITY 2 000 (600) 2 3 21 8 52 STAGE I 3000 ( 900) 32 2 I 8 61 4000 (I 200) 41 21 8 70 5000 ( 15 00) 50 2 I 8 79 BASIC UTILITY 2500 ( 750) 27 2 I I 2 60 STAGE n 3500 (1050) 36 21 12 69 4500 (1350) 45 2 I I 2 78 55 00 (1650) 54 2 I I 2 8 7 GENERAL UTILITY 3000 (900) 39 30 24 93 STAGE I 4 000 (1200) 5 I 30 24 105 5000 (I 500) 63 30 24 I I 7 6000 (I 800) 75 30 24 129 GENERAL UTILITY 3500 (IOSO) 90 12 5 24 2 39 STAGE n 4500 (1350) 113 125 24 262 5500 (I 6 50) 136 125 24 2 85 6500 (1950) 15 9 12 5 24 308 **THESE FIGURES VARY DUE TO ASSUMED HIGHER DEGREE OF ACTIVITY AT THE HIGHER TYPE OF AIRPORT ~ IV - IV J::> - 00 w )> 0 1-' <.n 0 ......... <.n w 0 0I .e. til 0 :I: G) 0'1 ( ( 6/24/75 AC l 50/5300-4B CHAPTER 6. SITE INVESTIGATION 23. GENERAL. There are many factors which must be considered in selecting an airport sit e . These factors include suc h things as accessibility to the users; Government regulations affecting airport development; ease with which the site can be developed; the existence of obstacles that might interfere with aeronautical operations; the occurrence of conditions of reduced visibility (fog, smoke , etc.); the effect of the development on the surrounding environment; and the feasibility of future expansion and instrument operations . Advisory Circular 150/5070-6 , Airport Master Plans , discusses in detail the subject of airport selection . The primary purpose of this chapter is to briefly present the Government regulations that must be considered and the engineering factorR that must be analyzed in reviewing potential sites for a utility airport . 24. GOVERNMENT REGULATIONS. a. Federal Aviation Regulations Part 157, Notice of Construction, Alteration, ~tivation, and Deactivation of Airports, requires that the FAA Airports District Offic e or regional office be notified by persons proposing to construct , alter , activate , or deactivate a civil airport. The FAA will conduct an aeronautical study to determine the effect of the proposal on the safe and efficient use of airspace. Upon compl€tion of the study, the proponent will be notified of the FAA ' s determination. Advisory Circular 70 - 2, Airspace Utilization Con siderations in the Proposed Construction, Alteration, Activation and Deactivation of Airports, discusses in detail this FAR Part 157 requirement. This advisory circular also contains the addresses and geographic jurisdictions of the FAA offices. These off i ces should also be contacted to determine the requirements which must be met if it is desired to develop the airport with Federal funds. b. In addition , mo s t states require their approval of the proposed air- port through licensing or some similar means . The state in which the proposed airport will be located should be contacted directly to determine that state 's requirements. c. The local governing body should also be contacted to determine if they have any laws that may affect the proposed airport. 25 . ENGINEERING ASPECTS OF SITE INVESTIGATION . An investigation of all potential sites must be made for two purposes: to determine an esti- mated cost of development, and to allow a comparative analysis of all potential sites. The services of an experienc ed eng ineer should be en listed since the investigation will require a thorough knowledge of engineering principles and practices . The factors that should be analyzed in selecting an airport site are presented in th e following paragraphs . For convenience, a checklist for the required engineering information is included in Appendix 2 of this publication . Chap 6 Par 23 Page 25 AC l5 0/5300-4B CHG 3 1 2/5/78 ~ . Sit e Cle a r ing . Site cl ea rin g should be analyzed from the standpoint ( of removing all objects (trees , buildings, powerlines , etc . ) that may affect airplane operations (s ee Chap ter 5) . This often requires cl ear ing both the landing area and the runway approaches . b. Soil Survey . A pr el imi na ry soi l s s urvey is conduc ted to ev al uat e soils to approximate their classification in accordance with the FAA method for classifying soils . This me thod is described in Advisory Circular 150/5320- 6, Ai rpor t Pavement Design and Evaluation. This will involve field investigation and office research of available dat a . c . Drainage . Preliminary dra i nage investigation must determine the gene ral limits of all drainage ar eas whi ch affect t he ai rpo r t sit e, in cluding tributary areas beyond the airport boundary . The maximum rainfal l expected once in 5 yea rs is generally recommended fo r estimating runoff for airports . A detailed discussion of this factor is contained in Advisory Circular 150/5320- 5 , Airport Drainage . d. Grading. Preliminary gradi ng layout, based upon a reasonably balanced runway profile, should allow a ge nera l estimate of the cubic ya rds of ear th that mu st be moved for cut and fill and borrow operations. The maximum and minimum allowable transverse and l ongitudinal slop es for the airport will greatly restrict the possibilities for alt ernate grading schemes. Further, the drainage s ystem must be considered jointly with grading since each affects the design of the other . e . Paving . Pavement investigation includes a preliminary design of b oth the airport and access road pavements . It also requires determination of the availability and source of the various mate- ria ls to make up the pavement structure . Wi t h these data, an es timate of the cost for pavement con struction can be made . Chapter 12 discusses this subject in more detail. f. Turfing . Turfing will usually provide the most economical means for protec ting airport areas which a re sub j ect t o wind or water er osi on . Local conditions should dictate the choice of grass species for the turf . (The local office of the County Agent , De partment of Agricu l t ure , Soil Conservation Serv ic e is available to as si st in the selection of appropriate grasses . ) g . Airport Li ght ing ._ Preliminary layout of t he airport lighting system should include the runway lights , visual approach slope indicat ors (VASI), lighted wind cone, du cts, contro l s, and a ir- * port beacon. Advisory Circulars 150/5340- 24, Runway and Taxiway Edge Lighting Systsm,ana 150/5340- 25 , Visual Approach Slope Indicator (VASI) Systems, provide guidance f or estimating t he requirements of the * Page 26 Chap 6 Par 25 ( ( ( 2/24/83 AC 150/5300-48 CHG 6 * h. lighting system. In many cases, lighting may not be justified initially. Nevertheless, future planning should recognize the need for a lighting system and initial construction should include installation of ducts under pavement for the lighting system. Lighting of obstructions may also be required. Utility System. Preliminary design of the utility system includes general layout of the water, sewer, communications, and power systems. In some locations, this will require provisions for on-s i te water supply and sewage disposal. Local ordinances often govern design criteria for these facilities. i. Site Location Compatibility. Airport-community compatibility is as impor- tant to the longevity of a utility airport as good pavement design . Airport-community compatibility is established by assuring that land uses within the airport-aircraft operational impact areas are limited to those uses that are compatible with the normal day-to-day activities at and around the airport facility. The airport site should be located in an area that is compatible and has the potential to remain compatible through land use controls. Land-use compatibility guidelines, based on yearly day/night average sound levels (Ldn), are found in Table 2, Appendix A of FAR Part 150, Airport Noise Compatibility Planning. For other environmental com- patibility information, see FAA Order 5050.4, Airport Environmental Handbook. (This Order may be obtained by request at any FAA Airports Chap 6 Par 25 Office.) * Page 27 (and 28) ( ( ( ( ( ( 9/23/83 AC 150/5300-48 CHG 7 CHAPTER 7. DESIGN CRITERIA AND DIMENSIONAL STANDARDS 26. GENERAL . The design standards represent a recognition of absolute minimum requirements for airplane operations plus a safety margin based upon airport research as well as operating experience. For example, the absolute minimum requirement for taxiway width is the outside-to-outside dimension of the landing gear configuration. The standard, however, provides additional width to account for the realities of airplane operations in daylight, nighttime, and all-weather conditions. Appendix 1 of AC 150/5300 - 12 discusses the effect of airplane physical characteristics on the design of airport elements. That rationale may be used on a case-by-case basis in adapting airport design stan- dards and recommendations, primarily at existing airports, to accommodate unusual local conditions or a specific airplane within an airplane design group. 27. FUTURE ROLE CONSIDERATIONS. In applying design standards, airport authorities need to determine the airport's future role. Initial development of the airport should be planned to accommodate the future role. For example , when the initial and ultimate needs, respectively, are to accommodate airplanes in Airplane Design Groups I and II, the pavement widths for Airplane Design Group I should be used in conjunction with the lateral clearances of Airplane Design Group II. Specifically, the runway and taxiway widths should be 60 feet (18m) and 25 feet (7.5 m), but with a runway to taxiway separation of 240 feet (72 m), rather than 150 feet (45 m) • * 28. DIMENSIONAL CRITERIA. Figure 7-1 specifies the m1n1mum lengths, widths, and clearances for airport design. At least one set of dimensions is tabulated for each runway instrumentation configuration and airplane design group combination assuming 95 percent wind coverage. For airports with runway wind coverage of less than 95 percent, a crosswind runway may be needed (see chapter 3), or an increase in dimensions may be considered. a. The Airplane Design Group I dimensions are for airports expected to serve airplanes in Aircraft Approach Category A and B with wingspans up to but not including 49 feet (15 m) • This airplane design group has two sets of dimensions; one for facilities expected to serve only small airplanes and another for facilities expected to serve large airplanes . b. The Airplane Design Group II dimensions are for airports expected to serve airplanes in Aircraft Approach Category A and 8 with wingspans up to but not including 79 feet (24 m) . c. The Airplane Design Group III dimensions are for airports expected to serve airplanes in Aircraft Approach Category A with wingspans up to but not including 118 feet (36 m) and airplanes in Aircraft Approach Category 8 with wingspans up to but not including 79 feet (24 m). For this airplane design group, the dimensional standards for prec1s1on instrument, nonpreci- sion instrument, and visual runways are the same. d. The dimensional standards for airport components expected to serve faster and larger airplanes are in AC 150/5300-12 . Chap 7 Par 26 Page 29 AC 150/5300-48 CHG 6 2/24/83 * 29 . TYPICAL AIRPORT LAYOUT . Figure 7-2 illustrates the application of the dimen- sion al standards and is keyed to the items in figure 7-1. This typical layout of a portion of an airport shows the relationship between the runway, taxiway, runway clear zone , building restriction line, and property line. 30. RUNWAY AND RUNWAY SAFETY AREA LONGITUDINAL GRADE. The longitudinal grade limi - tations .for the runway and the runway safety area along the runway are shown in figure 7-3. For the first 200 feet (60 m) of runway safety area beyond the runway end, the longitudinal grade needs to be such that the primary surface is not penet rat ed nor the grade steeper than 3 percent. The longitudinal grade limitations for the remainder of the runway safety area are shown in figure 7- 6. In stage construction , it is important to consider the line-of- sight standard for the ultimate runway length . 31. LINE-OF-SIGHT . Line-of-sight standards impose an additional restraint on sur- face gradients. It is desirable to provide an unobstructed line -of - sight along the entire length of an individual runway or taxiway, as well as along the entire length of an intersecting runway. The following paragraphs provide line-of-sight standards: a. Along Individual Runways. (1) Airports Not Having a 24-hour Control Tower. Runway grade changes shall be such that any two points 5 feet (1.5 m) above the runway centerline will be mutually visible for the entire runway length. However, if the runway has a parallel taxiway for its full length, runway grade changes may be such that an unobstructed line - of - sight will exist from any point 5 feet (1.5 m) above the runway centerline to all other points 5 feet (1.5 m) above the runway centerline within a distance of half the length of the runway. (2) Airports Having a 24-hour Control Tower. Although it is desirable to provide the above line - of-sight for the entire runway length , adherence to longitudinal gradient standards will provide an adequate line-of-sight. However , before applying these criteria, a careful analysis must be made of forecasted airport traffic to ascertain whether the tower will remain in 24-hour operation. Visibility requirements from the airport traffic control tower to the airport surface areas used in aircraft ground movement must also be considered . b. Between Intersecting Runways. Page 30 (1) Airports Not Having a 24-hour Cont rol Tower. Runway grades, terrain, structures, and permanent objects must be such that there will be unobstructed line-of-sight from any point 5 feet (1.5 m) above one runway ce nterline to any point 5 feet (1 .5 m) above an intersecting runway centerline , both points being within the area of the runway visibility zone . The runway visibility zone is an area for med by imaginary lines connecting the two runways' visibility points as shown in figure 7-4. The location of each runway's visibility points is determined in the following manner: Clap 7 Par 29 ( * ( ( ( ( 2/24/83 AC 150/5300-48 CHG 6 * (a) when the distance from the intersection of two runway centerlines to a runway end is 750 feet (250 m) or less, the visibility point is located on the centerline at the runway end; (b) when t he distance from the intersection of two runway centerlines to a runway end is greater than 750 feet (250 m) but less than 1,500 f eet (500 m), the visibility point is located on the cen - terline, 750 feet (250 m) from the intersection of the runway centerlines; or (c) when 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 located on the centerline and equidistant from the runway end and the intersection of the centerlines. (2) Airports Having a 24-hour Control Tower. Although it is desirable to provide an unobstructed line-of-sight along the entire length of an intersecting runway, there are no mandatory line-of-sight requirements between intersecting runways at these airports. However, analysis should be made of forecasted airport traffic to ascertain whether the tower will remain in 24-hour operation. c. Taxiways . There are no specific lin e -of-sight requirements for taxiways . However, the sight distance along a runway from an intersecting taxiway must be sufficient to allow a taxiing aircraft to enter safely or cross the runway. 32. TYPICAL CROSS SECTION. The transverse grade limitations for the runway and other airport surfaces are shown in figure 7-5. The transverse grade limita - tions for the portion of the runway safety area beyond the runway ends are in figure 7-6. The established transverse grades of the runway safety area, as shown in these figures, are necessary to maintain proper drainage and to control erosion . The grading for stage development should be compatible with the ultimate proposed final grades of a particular area . Failure to plan accordingly may lead to costly grade adjustments, resurfacing, and the rebuilding of drainage facilities or other structures during later stages of airport development. 33 . APPLICATION OF DIMENSIONAL STANDARDS. An airport design standard suitable for use in all parts of the Nation, for a variety of airplanes and under many variations in local conditions, is based upon broad considerations. Where such a national standard is to be modified for a particular airport , competent engi- neers are required to adapt the standard to local conditions. a . Certain standards, such as the standard for the transverse grade of the runway safety area, are expressed as a maximum and a m~n~mum. The range presented reflects a standard adequate for surface drainage but not in excess of the reasonable requirements for safe and efficient airplane operation. b. The standards in figure 7-1 are also applicable to runways provided espe- cially for airplanes in Aircraft Approach Category A and B at Transport Airports. However, regard must be given to assure that lateral clearances are maintained for airplanes in Aircraft Approach Category C and D. Chap 7 Par 31 Page 31 (and 32) * ( ( ( ( 9/23/83 AC 150/5300 - 4B CHG 7 NONPRECISION & VISUAL RUNWAY PRECISION INSTRUMENT RUNWAY ITEM DIM AIRPLANE DESIGN GROUP AIRPLANE DESIGN GROUP !/ r--- ~~----.-----~-----.----~~-=~~--~ IY Runway Length Width Runway Safety Area 3/ Length Beyond Runway End if Width Taxiway Width Taxiway Safety Area Width Separation Distance: A B 2C c D Wingspan < 49 ' 60 ft 18 m 240 ft 72m 120 ft 36 m 25 f t 7.5 m 49 ft 15m I II Wi ngspan Wingspa n < 49' < 79 ' - Refer 60 ft 75 ft 18 m 23 m 240 ft 300 ft 72m 90 m 120 ft 150 ft 36 m 45 m 25 ft 35 ft 7 . 5 m 10.5 m 49 ft 79 ft 15m 24 m I y I II III Wingspan Wingspan Wings p an Wingspan ( 49 ' < 4 9' < 79' ( 118' to chapter 4 - 75 ft 100 ft 100 ft 100 f t 23 m 30 m 30 m 30 m 600 ft 600 ft 600 ft 600 ft 180 m 180 m 180 m 180 m 300 ft 300 ft 300 ft 300 ft 90 m 90 m 90 m 90 m 25 ft 25 ft 35 f t 50 ft 7.5 m 7.5 m 10 . 5 m 15 m 49 ft 49 ft 79 ft 118 ft 15 m 15 m 24 m 36 m Runway Centerline to; Par allel Runway Centerline 700 ft 700 ft 700 ft - Refer to AC 150/5300-12 - 210 m 210 m 210 m Parallel Taxiway Center line ~1 E 150 ft 225 ft 240 ft 200 ft 250 ft 300 ft 350 ft 45 m 67.5 m 72 m 60 m 75 m 90 m 105 rn Buildi ng Restriction Line and F Aircraft Par k ing Area i/ Runway Centerline and End to; Object Property Line G 125 ft 27.5 m 69 ft 200 ft 250 f t 60 m 75 m - Refe r - Refer 69 ft 103 ft '1.1 7/ '1.1 '1.1 y ll y y to paragraph 16 - to paragraph 19 - 69 ft 69 ft 103 ft 153 ft Taxiway Centerline to; Parallel Taxiway Center line 21 m I 21 m 31.5 m 21 m 21 m 31.5 m 4 6.5 m Parked Aircraft and Object H - Refer to paragraph 16 - Taxilane Cen terline to: Parked Ai r c r aft and Object - Refe r to ParaqraPh 16 - !/ Letters are keyed to those illustrat ed in figure 7-2 ~/ These dimensional standards are for fccilities which are to serve only small airplanes . 11 This runway safety area standard applies to all runways and runway extensions, that are constructed or upgraded after February 24, 1983. For o ther runways, the maximum feasible length and width of runway safety area should be ptovided. il These distances may need to be increased to keep the stopway within the runway safety area . ~/ The loc a tion of a parallel taxiway may be adjusted such that no part of an aircraft (tail , wing tip) on taxiway centerline penetrates the obs t acle free zone (OFZ ) . if Objects l ocated outside of the bui l ding restriction lines may penetrate the airport imaginary surfaces defined in Subpart C of FAR Part 77 whe r e an FAA aeronautical s t udy has determined that the specific penetration will not result in a ha z ard to air navigation. ll The building restriction line for a Category I ILS runway precludes any part of a building, tree , or parked aircraft from penetrating surfaces originating 300 feet (90 m) from runway centerline and sloping laterally outward 4 (horizontal) to 1 (ve,ticall. FI GURE 7- 1. DIMENSIONAL STANDARDS Chap 7 Page 33 ~ Ill IQ ID w ~ () ::r Ill 'tl ~ - "'l H C) c ~ -...I I N . ;r;. H :u ('3 ~ ~c ~ ~--~--- -- RUNWAY CLEA (SEE APPENDIX R ZONE -1--6) I I 2C -- 200' -,-( 60m) t I +--- -- c - ~ / - 0 1--- L r--__ ___J -- --~ NOTES: I. DIMEN 2. PREFE PARKING AREA IS NEAR MIDPOINT OF RUNWAY. ~ -- l -- • A I I G I 4 - 8 - t E F t 0 -- ~- -- _r -- J -r-~f+--- -- ---- I I I . ---·· • · ·- - -...... f; 1-' V1 0 ........ V1 w 0 0 I ~ O:J () :I: C) 01 N ........ N .:::. ........ 00 w "d Ill ()Q (l) w VI ,..--. n ::r ~ ........ (\ PROFilE OF CENTERLINE OF RUNWAY .H > A ~~~~:::I CURVE \~ ~I U:NGTil 07. ro 2% . ,>~· Pol - I ___/~ .H DISTANCE BETWEEN CHANGES IN GRADE ~ 250 X SUM OF A + B IN PERCENT VERTICAL CURVES >.~ LENGTH OF VERTICAL CURVES WILL NOT BE LESS THAN 300' FOR EACH 1% GRADE CHANGE , EXCEP T THAT NO VERTICAL CURVE WILL BE REQUIRED ~N GRADE CHANGE IS LESS THAN 0.4%. SIGHT DISTANCE SEE PARAGRAPH 31. GRADE CHANGE MAXIMUM GRADE CHANGE SUCH AS (A) OR (B) SHOULD NOT EXCEED 2%. FIGURE 7-3 . LONGITUDINAL GRADE LIMITATIONS ~ ~ sVl g:; 1-' VI 0 - VI w 0 0I ~ b' AC 150/5300-4 B l ~-- 0 WHEN A < 750' B < 1500 ' BUT > 750' c ~ 1500' D > 1500' THEN xo = DISTANCE TO END OF RUNWAY X b : 750 ' )( c :r. 1/2 c • d = 112 D Page 36 FIGURE 7- 4. RUNWAY VI S I BI LI TY ZONE 6/24/75 RUNWA Y VI SI BI LITY ZONE Ch ap 7 ( ( ( "0 Ill 10 CD w -.1 () ::r Ill '0 -.1 ,.---- r'\ RU NWAY SAFETY AREA 10' (3m) f.TAXIWAY II I ....... .,./ '....._..<;< --..:<1% TO 2% 3% TO 5% I 1 /2 Ofo TO 5 % ' ~<o ...__:.o~ 11 12% TO 5% LOCATION OF DITCH, SWALE OR HEADWALL DEPENDS ON SI T£ CONDITION BUT IN NO CASE WITHIN LIMITS OF RUNWAY SAFETY AREA. ~ ~- ...... TRANSVERSE SLOPES SHOULD BE ADEQUATE TO PREVENT THE AC CUMULATION OF WATER ON THE SUR FACE. DETAIL A SLOPES SHOULD FALL WI THIN THE RANGES SHOWN ABOVE. 12"!3ocmlMIN THE RECOMMENDED 1.!." (4cm) PAVEMENT EDGE DROP IS 2 TO BE USED BETWEEN PAVED AND UNPAVED SURFACES. IT I S DESIRABLE TO MAINTAIN A 5% SLOPE FOR THE 10 ' (3m) OF UNPAVED SURFACE IMMEDIATELY ADJACENT THE PAVED SURFACE. FIGURE 7-5. TYPICAL CROSS SECTION INTENDED FIRST TO ..... - w 0 - Cl:> ..... f) ..... lJl 0 .......... lJl w 0 0 I A b:l () ::X: G) lJl AC 150/5300-4B CHG 5 Page 38 MAX I MUM -5% PERMITTED . 1/30/81 T "11 FIIR pARC\'1 suRFA~ APPR~--- NO PENETRATION OF APPROACH SURFACE PERMITTED MAXIMUM CH ANGE :! 2% PER 100FT. (30m) USE VERTICAL CURVE LONGITUDINAL GRADE EXTE NDED RUNWAY I -t OF ~~ll:::FACE SMOOTHNESS REQUIRED TRANSITIONS BETWEEN DI FFERENT GRADIENTS SHOULD BE WARPED SMOOTHLY . TRAN SVERSE GRAD E FIGURE 7 - 6 . RUNWAY SAFETY AREA GRADES Chap 7 ( ( ( ( c 2/24/83 AC 150/5300-48 CHG 6 CHAPTER 8 . TAXIWAYS , TURNAROUNDS, AND HOLDING APRONS 34. GENERAL . Taxiways are cons tructed primarily to get airplanes off and onto the runway. In terms of use , taxiways can be classified into one of thr ee groups : par a llel , exit, and hanga r and apron access. The pavement f illets depicted i n thi s chapter are acceptable for airplanes whose sum of wh eelbase leng th plus undercarriage width is less than the taxiways width. For taxiways expected to se rve airplanes whose sum of wheelbase length plus und er carrige width is * gre at er than the taxiway wi dth , th e criteria in append ix 2 of AC 150/5300-12 are to be used . 35. PA RALLE L TAXI WAYS . P rovision of a parallel taxiway should be made with the init ial runway development. When th e construc ti on of a full parallel tax iway * is not practical , the construction of a partial parall el taxiway shoul d be considered . The construction of a parallel or partia l parallel taxiway will significantly improve ai rpor t safe ty and efficiency. 36. EXIT TAXIWAYS. a. For a runway with a parallel taxiway, three exit ta xiw ays will usually suffice, i . e. , the two end exits and one approximately at the center of the runway. If a parall el taxiway or part ial parallel taxiw ay is not con- structed , an exit taxh;ay leading directly from the runw ay to th e parking apron may suffice . b . Figure 8 -l shows the recommended fille t rad ii fo r taxiw ay -runway inters ec- tions. It mig ht a ppear that incr easing a fillet radiu s would all ow more rapid operations to and from the runway , but a sp ecial stud y of th e fillets needed for exit taxi ways at the end of runways found that the normal ground operating speed s of small airp l anes are such that the overall effect on airport capacity is negligible. c. As traffi c in crease s, particularly at the gen era l utility airport, the number and lo cation of the ex it taxiways will significantly incr ease runway capacity. 37. HAN GA R AND APRON ACCESS TAXIWAYS. The most common use of a hangar ta xiway is to provid e acces s to the T-hangar area. A 20-foot (6 m) wide taxiway will nor- mally accommodate this function . Figure 10- 2 shows the clearances recommended for taxiways between hangars . Ta xi ways providing acce ss to tiedown areas which are separate fr om the parking apron may also be constru ct ed at the 20-foot * 38 . (6 m) width. TURNAROUNDS . At low traffic ai rports, turnarounds may be considered during the initial runway development as an alternative t o a full or partial parallel taxiway. Figu r es 8-2 , 8- 3 , and 8- 4 show three types of turnarounds. Othe r designs may also be eff ecti ve , provided th at sufficient space is established for the air plane s beyond the hold i ng line. (See parag r aph 58b for details on holding line requirements.) Drainage, snow remov al , and con str uction costs should be cons id ered in selecting a design configuration. The pavement required to bui l d the turnarounds shown in f i g ures 8 -2 and 8- 3 would provide for a portion of a pa rall el taxiway , and a modera te i ncrea se in cost may allow the con st ruction of a partial para l lel taxiway rath er t han a turnaround. Chap 8 Par 34 P age 39 * AC 150/5300-48 CHG 6 2/24/83 39. HOLDING APRONS. The purpose of a holding apron is to provide an area clear of ( taxiway traffic for aircraft to park while the "before-takeoff-checklist" review is performed. The construction of a holding apron will minimize delays to departing aircraft by providing taxiway bypass capability . When runway traffic is forecasted to reach 30 operations per peak hour (see paragraph 48, Airport Survey, for peak-hour determination), plans should be made for devel- oping a holding apron. Figures 8-2, 8-3, and 8-5 show typical layouts of holding aprons for small airplanes. Page 40 Chap 8 Par 39 ( ( 2/2 4 /83 ( o:::E -:::> E:El()- _z -it- u.. 0 lO ( ( FIGURE 8 -1. Chap 8 - E 1.0 a: -E l() -1- u.. 0 l() AC 1 50/5 300 -4 8 CHG 6 Zo 0l() t=~ o- ~co 0: wo t-ln zv u,.Z o w w (/):= wt- ..JW <.!)CD ::E z :::> <( a:~ -z Ei lO ..,.: u.. 0 lO -E CD 0: t- w u.. .... <( lO z w N 0 0: t=<.!) <..:>o: ~0 O:o wln '-- ~-~ ·--------~~- z- u..d:S 0(/) (/) (/) wW _...J <.!)o: z o <(0 lO v TYPICAL RUNWAY AND TA XI WAY FILLETS P ag e 41 AC 150 /5 300-4B CHG 6 I \ Page 42 S3 1~\1/\ ~ - - FIGURE 8-2. TURNAROUND - -ANGULAR z 0 a:: (71 0.. ,., ~ ~ C) a:: z ~ 0 0.. ...1 "" 0 w X CJ) I~ .I e. 0 ~ ..,.: lJ.. 0 0 2/2 4/ 83 Chap 8 ( ( ( 2/24/83 AC 150/5300-48 CHG 6 ( S 31~\1A I S31~\1A >< ( w g I) <X I.... 'l;l og I E UJ I ....,: ex: lL (Tl :::::> ("() 0 .....___ :::::> I l lL '~;\ I/I 0:: I I - z ' e ::::::> ex: I CX) I - - >-I c / . I"' I I , . E L.... O'l lL ("() 0 z 0 a:: <7' a. , <X <X ....,: E a:: lL (!) <X 0 0 z CL 0 ("() 0 - - _. UJ 0 UJ :z:: Cl) -------- FIGURE 8-3. TURNAROUND-- CIRCULA.R Chap 8 Page 43 'tl Ill I.Q ~ ~ ~ () ::r Ill '0 co ":! H G) c:: ~ co I ~ . ...;) c:: ~ ;1:0 ~ ~ 0 I I ~() ~G) c:: ~ :::0 ,--..... 40FT. (12m) TO 60FT. (18m) ---<l RUNWAY RECTANGULAR TURNAROUND '---------------..,j ---- ---_I 50 FT.(I5 m) SEE NOTES 80FT.(25m) .,- "" ,. C/) LLI --0::1 < > 50 FT .(15m) RADII ~ NOTES: THE 50-FT. (15 m ) DIMENSION IS THE MINIMUM RECOMMENDED TO ACCOMMODATE ONE AIRPLANE. FOR TWO AIRPLANES, A MINIMUM OF 80 ' (25m }IS RECOMME NOED. ,...-...,. ;1:0 () ...... VI 0 ........ VI w 0 0 I ~ IX) () ::cG) 0'1 N ........ N .t::> ........ co w 2/24/83 ( S31HVt\ ( >-c::r ~ z :::> 0:: ~ I Chap 8 S31H\1A (/') w 0:: - <( E(j)> I() :::> ~~-- -o ...,.:<t u...a: (/') w a: c:r > ~I S3 H:l\1/\ >-<( 3: X <t ._ ~ FIGURE 8- 5. HOLDING APRON AC 150/5300-4B CHG 6 - -E E N co 0 ...... ..... ._: LL.. LL.. 0 0 v <D Q: - E CD - ._; LL.. U") "' -E 0 ri) ._; 'LL.. 0 0 Pages 44-1 (and 44 - 2) ( ( ( ( c 6/24/75 AC 150/5300 · CHAPTER 9. AIRPLANE PARKING AND TIEDOWN 40. GENERAL. During the airport master planning study, determine the number of based and transient airplanes expected to utilize the airport. Using these figures, the layout and design of the airplane parking apron and tiedown area can be accomplished. a. Figure 9-1 shows an example of the design of a parking apron for small airplanes related to operation functions. There are five elements that should be considered: the f i xed base operator (FBO), the itinerant airplanes, the based airplanes, short-term loading and unloading (terminal), and fueling. b. The FBO will require space adjacent to his facility to park his own airplanes being serviced. Room must be provided for future expansion. 41. ITINERANT APRON. Provide parking facilities for itinerant or transient airplanes which give easy access to the terminal facilities, fueling, and surface transportation. It is difficult to determine the total amount of apron area needed to accommodate itinerant airplanes by formula or empirical relationship. Local conditions often vary signi- cantly from one airport to another. The ideal solution is to conduct an on-site survey during typical busy days and to count the itinerant airplanes on the ground periodically during the day. However, this is impossible for new airports and impractical for many airports that have no manager. Recognizing this situation, it is worthwhile to state a method which includes factors that affect the determination of the area needed for itinerant parking. With this method, the engineer/ planner can analyze and estimate the demand for the itinerant airplane apron. The suggested method is as follows: a. Calculate the total annual itinerant operations from the besc available source. This may be as described in Figure 9-2. b. Obtain the record of aviation gas sales for the year for the airport. c. Correlate gas sales with annual itinerant operations on a monthly basis. d. Calculate the average daily itinerant operations for the most active month. e. Assume the busy itinerant day is 10 percent more active than the average day. This is based on data from FAA surveys. Chap 9 Par 40 Page 45 AC 150/5300-4B 6/24/75 f. Assume that a certain portion of the itinerant airplanes will be on ( the apron during the busy day. Fifty percent is considered a rea- sonable figure, but if us ed , it must be applied with caution. g. Calculat e the area needed on the basis of 360 square yards per itin- erant airplane. h. Incr ease the above by a specific percentage to accommodate expansion for at least the next 2 -y ear period. A minimum increase of 10 per- cent is sugges ted . +2. APRON FOR BASED AIRPLANES. Locate the apron for based airplanes in an area separat e from the itinerant airplanes. The ar ea needed for parking based airplanes is smaller per airplane than for itinerants . This is due to knowl edge of the specific type of based airplan es and closer clearanc e allowed between airplanes. In determinin g the total apron area requir ed for local airplanes, consider the following factors: a. The total numb er of based a ir p lanes. b. The number of airplanes now hangared or expected to be hangared within two years. c. The number of airplane owners who will continue to tie down their airplane in a turfed (unpav ed ) area. At many general aviation airports a certain percenta ge of airplane own ers will prefer to tie down in the most inexp ensive area. d. An ar ea of 300 square yards per airplane. This should be adequa te for all single engine and l i ght twin engine airplanes, such as the Cessna 310, which has a wingspan of 37 feet and a l ength of 27 f eet . e. An incr ease in total area to accommodate expansion for at least th e next 2-y ea r period. A minimum increase of 10 p erce nt is suggested. 43. TIEDOWNS. Using the above, a total apron area need ed for based air- planes can be computed. The location of tiedowns in this area will vary with local preference. However , the purpose for laying out the tiedowns is to park the maximum number of airplan es and to maintain ease of in gress and egress. Figure 9 -3 illustrates two layouts of such ti edowns for small airplan es . Information on genera l tiedown techniqu es and procedures is given in Advisory Circular 20-35, Ti~-down Sense. 44. OTHER CONSIDERATIONS. a . As activity at the airport increases, the demand for an area to load and unload airplanes will increase . This activity may be in the for m of charter, air taxi , business, or p ersonal airplane Page 46 Chap 9 Par 41 ( ( ( ( ( 6/24/75 b . AC 150/5300-4B op e rations. Gen e rally, t he ar ea should be large enough to accom- modate two airplanes in front of the terminal building . Also , inv e stigate requirements for possible local air mail service. At Basic Utility airports, a gas pump facility is usually the most economical method of airplane fueling. For such an operation, loc a te th e fueling area near the terminal building. Application of a fuel-resistant seal coat to the paveme nt may be desirable in these areas. c . At General Utility airports, a f uel truck op e ration is sometimes used. Such an operation eliminates the need for gas pump areas and allows more area for aiLplane parking. d. In summary, car e fully de sign the apron to maintain its fl e xibility and expandability . Use empirical relationships for design only when fi e ld data are not available. Install the tiedown s so that the apron area can be alter ed as needed. Also , it is ideal to keep Chap 9 Par 44 both ends of the apron free of structures and thus to allow for future expansion . Page 47 "' Ill (1Q (1) +"- cc (") ::r Ill "'\0 - - F. B.O. 8 BASED AIRPLANES . / AUTOMOBILE \ PARKING) (HANGAR AREA/ .--- -- - . - 1 jr:.~-~-~-~~~:'-~~~~~~~~~~IFUTURE 1 : ~ ~ ii____ rr----- - 1 r-----1 I F. 8 0.\ I o ~::JL__ j: 1 I 1 /FUTURE IAPRON 1 1 1 1 -- 1 -- 1 BASED I I r" BASED L_ 1 : : :rRAN~IENT AIRPLANES l 1 AIRPLANES _..J L ___ tL J'I I I --- . I ----- I L -- ____ _J [ J [ lTAXIWAY FIGURE 9-1. PARKING APRON AREA ~ -- i!; t--' \JI 0 - \JI w 0 0I +"- t:;O ~ s\Jl ( ( 6/24/75 0 TOWER AIRPORTS GENERAL AVIATION NONTOWER AIRPORTS GENERAL AVIATION Example of Use: AC 150/5300-4B NUMBER OF ITINERANT GENERAL AVIATION OPERATIONS PER BASED AIRPLANES 100 200 300 400 600 700 800 900 MEDIA MAXIMUM MAXIMUM MINIMUM SOURCE: FA A SURVEYS Most utility airports will not have an air traffic control tower. Therefore, the engineer will be concerned with the volume of itinerant operations at nontower airports . The above Figure 9-2, provides a guide for estimating the number of annual itinerant operations per based airplanes . The chart indicates a range from 120 to 450 operations at nontower airports, the normal is 210. The design engineer may determine, for example, that an above average activity is expected at the proposed airport and 250 is selected as the estimated number of itinerant operations. Assuming the number of airplanes forecast to be based at the airport within two yeats is 20, the total estimated annual itinerant operations would be 250 x 20, or 5,000. FIGURE 9-2. AIRPLANE ITINERANT OPERATIONS Chap 9 Page 49 AC 150/5300-4B - "' -«> Page 50 <D "'N L--===i= TTTTT TYPICA L L AYOUT FOR GENERAL UTILITY AIRPORT ~~JL 1 }·.1 .. 24 .l DESIGNED