DESIGN OF AIR TRANSPORTATION FACILITIES

- AIRPORT PLANNING AND LAYOUT

- AIRPORT PASSENGER TERMINAL AREAS
- AIRPORT DESIGN STANDARDS AND PROCEDURES
AIRPORTS are vital national resources. They serve a key role in transportation of people
and goods and in regional, national, and international commerce. They are where
the nations aviation system connects with other modes of transportation and
where federal responsibility for managing and regulating air traffic operations
intersects with the role of state and local governments that own and operate most
airports.
AIRPORT TERMINAL is a building at an airport where passengers transfer between
ground transportation and the facilities that allow them to board and disembark
from aircraft.
Within the terminal, passengers purchase tickets, transfer their luggage, and go
through security. The buildings that provide access to the airplanes (via gates) are
typically called concourses. However, the terms "terminal" and "concourse"
are sometimes used interchangeably, depending on the configuration of the
airport.
Smaller airports have one terminal while larger airports have several terminals
and/or concourses. At small airports, the single terminal building typically serves all
of the functions of a terminal and a concourse.

DEFINITIONS

RUNWAY
A runway is a "defined rectangular area on a land aerodrome prepared for
the landing and takeofof aircraft".
Runways
may
be
a
man-made
surface
(often asphalt, concrete, or a mixture of both) or a natural surface (grass, dirt, gravel, ice,
or salt).

TERMINAL BUILDING
An airport terminal is a building at an airport where passengers transfer between
ground transportation and the facilities that allow them to board and disembark from
aircraft.
Within the terminal, passengers purchase tickets, transfer their luggage, and go through
security. The buildings that provide access to the airplanes (via gates) are typically
called concourses. However, the terms "terminal" and "concourse" are sometimes used
interchangeably, depending on the configuration of the airport.
APRONS
The airport apron is the area of an airport where aircraft are parked, unloaded or
loaded, refueled, or boarded.[1] Although the use of the apron is covered by regulations,
such as lighting on vehicles, it is typically more accessible to users than
the runway or taxiway. However, the apron is not usually open to the general public
and a license may be required to gain access.

The use of the apron may be controlled by the apron management service(apron
control or apron advisory) to provide coordination between the users.

AIRCRAFT STAND
A portion of an apron designated as a taxiway and intended to provide access to
aircraft stands only.

CONTROL TOWER
A tall building at an airport from which the movements of air and runway traffic are
controlled.
PARKING
A piece of public land in or near a city that is kept free of houses and other
buildings and can be used for pleasure and exercise

TERMINAL CONFIGURATION
Although there are many types of terminal configurations currently in use, the five
basic types are given below with a brief description of each.

FIVE BASIC TYPE OF AIR PASSENGER TERMINAL

1. SIMPLE TERMINAL
This configuration consists of one building holding a common ticketing and waiting area
with several exits leading to a small aircraft parking apron for boarding.
This is used at mainly small aircraft airports and some older large
airports.

2. LINEAR TERMINAL/ CURVILINEAR TERMINAL

This is simply an extension of the simple

terminal concept providing more gates and more
room within the terminal for ticketing and
passenger processing.

3. PIER FINGER TERMINAL

This terminal configuration evolved during the 1950s when gate concourses were added
to the simple terminal building designs. A concourse is actually defined as an open space
where paths meet. Passengers are usually processed at the simple terminal location and
then
routed
down
a
"pier"
where aircraft are parked in the "finger" slots or gates for boarding.

4. PIER SATELLITE TERMINAL/

TERMINAL

REMOTE

SATELLITE

This configuration involves a single terminal where all the ticketing

and passenger processing takes place. Connected to this are
numerous concourses that lead to one or more satellite structures. At the end of each
concourse the aircraft are parked in a cluster.
This increase the distance a passenger must walk to get from one terminal to another
or one gate to another. People-mover systems are employed in these settings to
reduce these walking distances. These systems can be high-speed escalators,
monorails or electric-powered carts. This design concept lends itself to a compact
central terminal, but is difficult to expand without disrupting airport operations.

5. MOBILE LOUNGE OR
PARKING CONCEPT)

TRANSPORTER

TERMINAL

(REMOTE

AIRCRAFT

This concept is currently in use at Dulles International Airport and Tampa International
Airport. In this concept passengers are transported to and from the building to the parked
airplane. The mobile lounge can also be used as holding rooms for waiting passengers at
gate
positions.
Airplanes are parked at gates placed along parallel rows. Several sets of parallel parking
rows can be created as increased traffic deems such expansion necessary. This design
has excellent expansion capabilities and can maintain the pace with increased airport
usage. With this concept, aircraft can be parked remotely from the terminal buildings
thus increasing the amount of aircraft enplaning and deplaning passengers. Airplane
taxiing time to and from the runway is decreased as well as the
amount of aircraft engine noise around the terminal.

PASSENGER TERMINAL AREAS

The interface between the passenger terminal building and the airside facilities of
an airport is crucial to the achievement of safe and efficient aircraft operations.
Accordingly, the terminal planner must be fully aware of and conform to specific airside
planning regulations and requirements.
Specifically, the terminal planner needs to consider:
Airside planning requirements
Terminal apron planning
Aircraft gate requirements
Airside Planning Requirements
The following airside constraints and functions must be considered in the site
planning of the airport terminal complex:
FAR Part 77 and TERPS requirements
Aircraft maneuvering and separations
Air traffic control tower line-of-sight
Emergency equipment access roads
Airside security
Aircraft apron/gate access points
Aircraft deicing
Electronic interference
Each of these planning considerations are applicable in principle to all airports but
may be adjusted in relation to the actual complexity of aviation operations. Each of these
items must focus on the specific needs of the airport for which a terminal plan is being
prepared, and the scope of the study must be tailored to the individual airport.
FAR Part 77 and TERPS Requirements
The navigable airspace located around an airport constitutes a sizable area
requiring optimum consideration and evaluation when determining the runway system.
All airspace in proximity to airports is governed by FAR Part 77 (9). In addition, airports
utilizing aircraft instrument approach and departure procedures may also fall under
TERPS (10). Each of these two airspace planning criteria is discussed in more detail
below. At the anticipated publication date of this Guidebook, the FAA intends to revise the
FAR Part 77 standards to better incorporate TERPS requirements. The purpose of FAR Part
77 is to protect the airspace and approaches to each runway from hazards that could
afect the safe and efficient operation of aircraft. These standards can also be used by
local jurisdictions in controlling the height of objects in the vicinity of airports. For
example, the FAR Part 77 surfaces can be utilized in zoning and land use ordinances
adjacent to an airport to protect the navigable airspace from encroachment by hazards
that would potentially afect the safety of airport operations. The FAR Part 77 imaginary
surfaces are established relative to the airport and runway system. The Part 77 imaginary
surfaces include the primary, approach, transitional, horizontal, and conical surfaces as
shown in Figure V-1. The dimensions of each imaginary surface are based on the runway
approach capability (visual, non-precision, or precision) and are depicted in the data
table in Figure V-1.
Primary Surface.The primary surface is located closest to the runway environment. It is
a rectangular area symmetrically located about the runway centerline and
extending a distance of 200 feet beyond each runway end and varies in width from
250 feet for utility runways to 1,000 feet for precision instrument runways. Its
elevation is the same as the runway centreline at a point perpendicular to the
runway centerline. The width of the primary surface depends on the runway
approach capability (visual, non-precision, or precision). The primary surface must
remain clear of most objects in order to allow unobstructed passage of aircraft.

Objects are only permitted if they are no taller than 2 feet above the ground and if
they are constructed on frangible mounts. The only exception to this rule is for
objects whose location is fixed by function such as navigational and visual aid
facilities (glide slope, precision approach path indicator, windsock, etc.).

Approach Surface.
An approach surface is also established for each runway end. The approach
surface has the same inner width as the primary surface and then flares out (gets
wider) as it rises upward and outward along the extended runway centerline. The
approach surface starts 200 feet beyond the runway ends. The slope of the rise
and the length of the approach surface are dictated by the type of approach
available to the runway (20:1 approach slope for visual, 34:1 approach slope for
non-precision, or 50:1 approach slope for precision). The length of each approach
surface is depicted in the data table shown in Figure V-1.
Transitional Surface.
Each runway has a transitional surface that begins at the outside edge of the
primary surface and at the same elevation as the runway centerline. There are
three transitional surfaces. The first is of the sides of the primary surface; the
second is of the sides of the approach surface; and the third is outside the conical
surface and pertains to precision runways only. The transitional surface rises at a
slope of 1 foot vertically for each 7 feet of horizontal distance (7:1) up to a height
that is 150 feet above the published airport elevation.
Horizontal Surface.
The horizontal surface is established at 150 feet above the published airport
elevation (mean sea level). This surface is composed of swinging arcs of radii
(5,000 feet in length for utility/visual runway and 10,000 feet in length for all other
runways), beginning at the edge of the primary surface.
Conical Surface.
The conical surface begins at the outer edge of the horizontal surface. The conical
surface continues for a distance of 4,000 feet horizontally at a slope of 1 foot
vertically for each 20 feet of horizontal distance (20:1). All obstructions to the Part
77 imaginary surfaces should be identified and should be either removed or
lowered so that obstruction height is below these surfaces.
TERMINAL BUILDING FACILITIES
The planner of todays airport passenger terminals must address a wide range of
difering needs. While the goals of functionality and flexibility remain paramount, the
planner must also consider ways of creating a building layout and environment that
supports the highest levels of passenger service and facilities in balance with the size of
the building envelope and available budget. Terminal building projects are a major
investment commitment, both as a direct expense in terms of rates and charges and as
an indirect cost if poorly planned and consequently under-utilized or expensive to
operate. Planners must also be innovative in the ways of creating spaces that maximize
concessions revenues.
This challenge includes creating areas where passengers may be expected to
spend significant periods of time (food courts/retail nodes, etc.), as well as heavily
trafficked concourses where travelers move quickly and purposefully to or from their gate
and have limited time to make purchases. In addressing these diverse needs and
challenges, the terminal planner must work closely and efectively with the airport client,
the airline customers, and other business stakeholders. The planner must also exercise
firm but sensitive leadership within a team of professionals including the architect,
engineers, and specialists in a wide range of technical disciplines such as information

technology and security systems, baggage handling, people mover systems, and ground
transportation planning.
The following categories of items involved when developing terminal building
facilities:
1. Terminal planning and design considerations
2. Terminal concept development
3. Terminal facility requirements
4. Other building considerations
Domestic and International Terminals.
One of the primary distinctions of the mission of a terminal facility is whether it will
be processing only domestic passengers, dedicated to international operations, or
handling both domestic and international passengers. Facilities serving international
operations must comply with the requirements of the U.S. Customs and Border Protection
described in Airport Technical Design StandardsPassenger Processing Facilities (12).
The facility requirements for international arrivals are described in Section VI.3, Terminal
Facility Requirements, and the flow of passengers and baggage through international
terminals is depicted in Section VI.2.2, Flow Sequences.
O&D Operations.
O&D/terminating terminals require a good balance between accommodation for
landside functions (ticketing, security screening, baggage claim) and airside functions
(concourse, holdrooms/gates) because all passengers, either originating (enplaning) or
terminating (deplaning) pass through both sectors of the terminal. Here, the key element
is minimizing walking distances between curb and gate, and vice versa. Therefore, pier or
linear terminals ofer better configurations than a satellite or transporter terminal
because passenger flows are intuitive and movements or changes in direction are
minimized.
Connecting Hub Operations.
In hub terminals, connecting passengers remain on the secure airside of the
terminal complex transferring between aircraft, rarely entering the unsecured landside of
the terminal. This occurrence increases airside usage and reduces the load on landside
functions. This imbalance in landside and airside capacity will have an efect on the
overall terminal configuration; in particular, transfer flows must be made to be as easy as
possible and without many changes in direction. A well-designed concourse will allow
rapid turnaround times for aircraft and, therefore, higher gate utilization. For hub
terminals, the ticketing and baggage claim facilities need not relate directly to the airside
concourse because movements between these functions are less than movements
between gates. However, even at a large hub airport, 30% to 60% of activity will be O&D
passengers and must be considered in developing the terminal concept.
Linear and linear/satellite configurations tend to function better for hubs because
most movements are contained in a single concourse while allowing the terminal
functions to be sized appropriately or even separately. Transfers within a single
concourse allow passengers to change gates quickly and easily and enable airlines to
schedule tight connection times. In large hubs, like Atlanta or Denver, that have multiple
concourses connected by a people mover system, longer connecting times must be
allowed for passengers required to move between concourses. Concourses with a single
pier are efective hub configurations but may need to be comparatively long, requiring a
very deep site. Multiple piers, on the other hand, tend to increase walking distances,
create confusion in wayfinding between piers, and usually require a long site to
accommodate efficient aircraft movements between piers.
Commuter/Regional Operations.
In addition to hub and O&D operations at an airport, it is important to understand
the efect of commuter/regional activities anticipated for the new terminal. In developing
alternative configurations, propeller or jet regional aircraft have significant efect on the
apron, as well as terminal space requirements. The Airport Master Plan or Terminal
Program will indicate the amount of regional traffic expected at the new terminal.
This traffic demand will indicate activity levels that must be accommodated by the
terminal configuration. If a large number of regional aircraft are anticipated at a hub
facility, a linear configuration might be appropriate because it allows for easier transfer
between aircraft. At an O&D airport, a pier configuration might be more appropriate if

one pier or one side of a pier is to be used for regional aircraft. This configuration can
allow for more efficient use of space, but care must be given to minimize the efect of jet
blasts from larger aircraft. Regional aircraft also afect the use of apron space. Propeller
aircraft usually power-in and power-out by rotating in position. This maneuver requires
more apron area than the conventional power-in and push-back operation, which is more
indicative of jet aircraft. This increased area might reduce the space available for the
gate concourse building on the site, thereby reducing the number of possible alternative
configurations. Because regional aircraft have lower sill heights than large jets, the
relationship between aircraft and terminal floor elevations becomes very important. In
multi-level terminals with second level boarding, the relationship between the holdroom
floor elevation to the aircraft door is critical, especially with the trend toward using
passenger loading bridges to connect the building to regional aircraft. Here, the slope of
the bridge must not exceed ADA requirements. If a terminal section is too high, this
connection becomes costly and problematic.

AIRPORT DESIGN STANDARDS

The selection of appropriate design standards for the development of airfield
facilities is based primarily upon the characteristics of the aircraft projected to use the
Airport on a regular basis, along with the types of approaches to be provided to each

runway end. The Federal Aviation Administration (FAA) has established a set of airport
classifications known as the Airport Reference Code (ARC) to relate airport design criteria
to the operational and physical characteristics of the most demanding airplane. The ARC
has two components relating to the design aircraft: aircraft approach category and
airplane design group.
AIRPORT DESIGN STANDARDS
Design standards for airport facilities are primarily based on the types of approaches
available to each runway and characteristics of the aircraft using or expected to use
those facilities on a regular basis.
The classifications shown below are used to determine the appropriate airport design
standards for a specific runway, taxiway, apron or other facilities.
A. Aircraft Approach Category (AAC): Classified by aircraft approach speed, with

A being the slowest and E being the fastest.

1. Category A: airplane approach speed < 91 knots.
2. Category B: airplane approach speed at least 91 knots but <121
knots.
3. Category C: airplane approach speed at least 121 knots but <141
knots.
4. Category D: airplane approach speed at least 141 knots but <166
knots.
5. Category E: airplane approach speed of at least 166 knots.
B. Airplane Design Group (ADG): Classified by wingspan and/or tail height with I
being the shortest and VI being the longest.
The design aircraft is defined by the FAA as the most critical type of aircraft
using, or anticipated to use the airport on a regular basis (at least 500
operations per year). Table 3A, Airport Design
Standards, provides a comprehensive list of key airport design elements
potentially applicable to
PMRA from the present through the long term. Other critical airplane
characteristics include: (a) Airplane Weight, (b) Landing Gear Type and
Characteristics, and (c) Runway Length Requirements
Airplane Design Group
1. Group I: airplane wingspan up to but not including 49 ft.
2. Group II: airplane wingspan at least 49 ft but <79 ft.
3. Group III: airplane wingspan at least 79 ft but <118 ft.
4. Group IV: airplane wingspan at least 118 ft but <171 ft.
5. Group V: airplane wingspan at least 171 ft but < 214 ft.
6. Group VI: airplane wingspan of at least 214 ft.
C. Taxiway Design Group (TDG): Classification based on Main Gear Width (MGW)
and Cockpit to Main Gear (CMG) distance.
D. Approach Minimums: The minimums refer to the runways capability to serve
aircraft landing under a variety of weather conditions. Lower approach visibility
minimums usually coincide with more demanding airport design standards.

The AAC and ADG combine to form the Airport Reference Code (ARC). A few of the more
critical design standards are described as follows.
A. Runway Safety Area (RSA): The RSA is a defined surface surrounding the

runway that shall be free of objects and 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.

B. Object Free Area (OFA): The OFA is an area on the ground centered on the

runway or taxiway centerline that is provided to enhance the safety of aircraft

operations. No above ground objects are allowed except for those that need to be
located in the OFA for air navigation or aircraft ground maneuvering purposes.
C. Runway Protection Zone (RPZ): The RPZ is a trapezoidal area starting 200 feet
beyond the runway end and centered on the extended runway centerline. Airport
control (ownership or easement) over land within the RPZ is emphasized to protect
people and property on the ground.

Runway Length Requirements

FAA Advisory Circular (AC) 150/5325-4B, Runway Length Requirements for Airport
Design(July 2005), provides guidelines for airport designers and planners for determining
recommended runway lengths for new runways or extensions to existing runways at civil
airports. The AC highlights the fact that the length of usable runway length made
available by an airport may not be entirely suitable for all types of airplane operations.
Key factors influencing the suitability of available runway length include:
1. airport elevation
2. temperature
3. wind velocity
4. airplane operating weights
5. flap settings
6. runway surface condition
7. runway gradient
8. presence of obstructions
9. locally imposed noise abatement restrictions
10.-other locally imposed prohibitions
According to this AC, the overall goal is to construct an available runway length
that is suitable for the forecasted critical design airplanes. To accomplish this, the
evaluation uses a five step procedure recommended by the FAA.
Runway Length Definitions:
1. Critical/Design Airplanes- the airplane(s) resulting in the longest recommended
runway length.
2. Maximum Takeoff Weight (MTOW)- the maximum certificated weight for the
airplane at takeof.
3. Small Airplane- An airplane of 12,500 pounds or less MTOW.
4. Large Airplane- An airplane of more than 12,500 pounds MTOW.
5. Regional Jets (RJs)- For purposes of runway length recommendations, an RJ is a
commercial jet airplane that carries fewer than 100 passengers.
FIVE STEP PROCEDURE RECOMMENDED BY THE FAA USED FOR EVALUTATION OF
RUNWAY
Initial Design Assumptions:
a) No obstructions in the departure area.
b) Zero wind.
c) Wet runway surfaces.
d) Zero efective runway gradient.
Step No. 1, Identify Potential Critical Airplanes
A list of potential design airplanes and their associated characteristics is contained
in Table
3B, Airplane Characteristics. These, or similar aircraft, are anticipated to use the airport
on a regular basis through the established 20-year planning horizon. Federally funded
projects require that critical design airplanes have at least 500 or more annual itinerant
operations at the airport for an individual airplane or a family grouping of airplanes.
Although similar to the previous analysis for determining ARC, it should be noted that the
determination of a critical aircraft for purposes of making runway length
recommendations is a distinctly separate evaluation.
Step No. 2, Identify the Most Demanding Airplanes

The primary purpose of this step is to determine which method will ultimately be
used for establishing the recommended runway length. When the maximum takeof
weight (MTOW) of the listed airplanes is 60,000 pounds or less, the recommended length
is determined according to a family grouping of airplanes with similar characteristics.
When the MTOW of listed airplanes is over 60,000 pounds, the recommended runway
length is determined according to individual airplanes. Regional jets, regardless of MTOW,
are evaluated on an individual basis even though many of these aircraft types have
MTOW of less than 60,000 pounds.

Step No. 3, Determine Method

This step compares the aircraft identified in Step No. 2 with an FAA Chart which
categorizes potential design airplanes into 3 groupings according to MTOW: small aircraft,
large aircraft, and regional jets. Small airplanes are further subdivided according to
approach speeds and passenger seating. The regional jet category essentially requires
that small air carrier jets be evaluated individually even if they have a MTOW of less than
60,000 pounds.
Accordingly, the appropriate planning references for determining runway length
recommendations are as follows:
CurrentUse family grouping of large airplanes (reference AC 150/5325-4B,
Chapter 3). In cases where the airplane planning manual shows a longer
runway length requirement than would otherwise be recommended, then
the airplane manufacturer guidelines should be used and the
recommendations should follow the same guidance which would apply to
individual large airplane requirements.
Long-TermUse individual large airplane references provided by the airplane
manufacturer (reference AC 150/5325-4B, Chapter 4 and airplane
manufacturer references).
Step No. 4, Select the Recommended Runway Length
Only after all of the data required under Step 3 has been gathered and analyzed
can a recommended runway length be derived.
This analysis is described as follows:
CurrentApply FAA guidance to evaluate all large turbo-jets with MTOW of less
than 60,000 pounds as a single group. The grouping is divided into two
categories: airplanes comprising 75% of these large airplanes and airplanes
comprising 100% of these large airplanes. The FAA lists the Citation-X in the
remaining 25% of Airplanes that Make Up 100% of the fleet. Given the
number of operations by these aircraft, the second classification is the most
appropriate. Figure 3A, Recommended Runway Lengths(Large Airplanes of
60,000 Pounds or Less), depicts the runway length requirements using
useful load factors of 60% and 90%, respectively. The two input parameters
include temperature (average mean high of the hottest month) and airport
elevation resulted in an unadjusted recommended length of 6,200 feet for
60% useful load and 8,625 feet at 90%.
The Citation-X operators manual was consulted for purposes of comparison.
Using the same input parameters assumed for the above analysis, the
following results were derived for this specific aircraft:
o Takeof (flat / wet runway): 7,127
o Landing (flat / wet runway): 6,557
To evaluate the efect that runway gradient would have on future operations
a 1% gradient was applied to achieve the following:
o Takeof (1% gradient / dry): 7,156
o Takeof (1% gradient / wet): 7,731
FAA guidance permits the evaluation of a family of airplanes which results in
a recommended runway length of 8,625 feet. A flat runway of at least 7,127

feet in length (adjusted for netgradient) and retaining a minimum

unadjusted landing length available of 6,557 feet would remove most
restrictions. The aircraft performance charts also revealed that a runway
length of 7,500 feet would maximize the operational utility of the aircraft up
to ambient temperatures of 90 F (32 C). Above this temperature, the
airplane experiences climb gradient restrictions which reduce its utility (e.g.,
takeof weight). As a result, the optimum runway length (unadjusted for
grade) for the Citation-X at the existing PMRA site is 7,500 feet.
Long-TermThe 70-seat Bombardier CRJ-700 (a regional or small jet) was
evaluated forlong term planning. The following parameters were evaluated
using the airport planning manual (APM) available for the CRJ-200: 83F,
current airport elevation, zero wind, flat runway, and maximum usable flap
settings. The unadjusted runway length requirements were determined as
follows:
CRJ-700 (70-seat RJ)
o Takeof 6,950 feet
o Landing 5,125 feet
For comparison, the same input data was entered into the smaller and older
version, the CRJ-200 with the following results: CRJ-200 (50-seat RJ)
o Takeof 8,600 feet
o Landing 5,200 feet
Although the general trend points to increasing volumes of 70-120 seat
small jets, it also points to improved engine and wing designs which result
in shorter overall runway length requirements. A final comparison evaluated
the 90-seat CRJ-900:
CRJ-900 (90-seat)
o Takeof 8,000 feet
o Landing 6,950 feet
In conclusion, for purposes of long-term planning, the following unadjusted
runway lengths are recommended:
o Takeof 8,000 feet
o Landing 7,000 feet
Step No. 5, Adjustments
The initial runway length calculations documented in the proceeding steps are
adequate for developing a design template from which to develop and screen alternative
runway alignments. Although runway surfaces should be constructed as flat as possible,
the surrounding topography may restrict this potential for some alignments. As a result
the runway lengths that are ultimately recommended for final evaluation may be
adjusted to counter the net efect of sloping terrain on airplane departures.

SEVERAL IMPORTANT THINGS TO KEEP IN MIND:

Airport sponsors and planners need to thoughtfully select the standards the airport
will be designed to. Airport plans based only on existing aircraft can limit the
ability to expand the airport to meet future requirements for larger, more
demanding aircraft. Airport designs based on large aircraft that arent likely to be
served by the airport are not economical.
Crops and machinery are subject to all airport design criteria, including horizontal
and vertical clearances associated with runways, taxiways/taxilanes and aprons. If
hay bales and tractors are in the RSA, OFA or penetrate approach surfaces, they
should be moved. The Airport Layout Plan (ALP) for your airport should show the
location of these surfaces. If the ALP cant be located or is out-of-date, your
consultant can help you determine if an object doesnt meet design standards.
Design standards are applied to individual airport facilities. For example, if an
airports primary runway is intended to serve large air carrier aircraft (e.g., C-III), a
secondary runway constructed for use only by small general aviation aircraft could
be designed to a lesser standard (e.g., B-I).
Change in instrument approach capabilities can drastically alter the required
design standards. For example, the RPZ size for a B-II runway will increase by

350% if the instrument approach goes from 1-mile visibility minimums to an

approach with -mile visibility minimums. The RPZ dimensions will grow from 500
x 700 x 1,000 (14 acres) to 1,000 x 1,510 x 17,700 (49 acres).