U.S. Department of Transportation Federal Aviation Administration Subject: RUNWAY LENGTH REQUIREMENTS FOR AIRPORT DESIGN Advisory Circular Date: 7/1/2005 Initiated by: AAS-100 AC No: 150/5325-4B Change: 1. PURPOSE. This Advisory Circular (AC) provides guidelines for airport designers and planners to determine recommended runway lengths for new runways or extensions to existing runways. 2. CANCELLATION. This AC cancels AC 150/5325-4A. 3. APPLICATION. The standards and guidelines contained in this AC are recommended by the Federal Aviation Administration strictly for use in the design of civil airports. The guidelines, the airplane performance data curves and tables, and the referenced airplane manufacturer manuals are not to be used as a substitute for flight planning calculations as required by airplane operating rules. For airport projects receiving Federal funding, the use of this AC is mandatory. David L. Bennett Director, Office of Airport Safety and Standards Page intentionally blank 7/1/2005 AC 150/5325-4B CONTENTS Sections Page Chapter 1 101 102 103 104 105 106 107 Introduction Background Determining Recommended Runway Lengths Primary Runways Crosswind Runways Runway Length Based on Declared Distances Concept Computer Program Selected 14 Code of Federal Regulations Concerning Runway Length Requirements Chapter 2 Runway Lengths for Small Airplanes with Maximum Certificated Takeoff Weight of 12,500 Pounds (5,670 Kg) or Less Design Guidelines Design Approach Small Airplanes With Approach Speeds of Less than 30 Knots Small Airplanes With Approach Speeds of 30 Knots or More but Less than 50 Knots Small Airplanes With Approach Speeds of 50 Knots or More with Maximum Certificated Takeoff Weight of 12,500 Pounds (5,670 Kg) or Less Development of the Runway Length Curves 201 202 203 204 205 206 Chapter 3 301 302 303 304 305 306 Chapter 4 401 402 403 404 Chapter 5 501 502 503 504 505 506 507 508 509 1 1 1 3 3 4 4 4 5 5 5 5 5 5 6 Runway Lengths for Airplanes within a Maximum Certificated Takeoff Weight of More than 12,500 Pounds (5,670 Kg) UpTo and Including 60,000 Pounds (27,200 Kg) 9 Design Guidelines 9 Design Approach 9 Percentage of Fleet and Useful Load Factor 9 Runway Length Adjustments 10 Precaution for Airports Located at High Altitudes 10 General Aviation Airports 11 Runway Lengths for Regional Jets and those Airplanes with a Maximum Certificated Takeoff Weight of More than 60,000 Pounds (27,200 Kg) 17 Design Guidelines 17 Design Approach 17 Procedures For Determining Recommended Runway Length 17 Examples 20 Design Rationale Introduction Airplanes Landing Flap Settings Airplane Operating Weights Airport Elevation Temperature Wind Runway Surface Conditions Maximum Differences of Runway Centerline Elevation 21 21 21 21 21 22 22 22 22 23 Small Airplanes with Fewer than 10 Passenger Seats (Excludes Pilot and Co-pilot) Small Airplanes Having 10 or More Passenger Seats (Excludes Pilot and Co-pilot) 75 Percent of Fleet at 60 or 90 Percent Useful Load 7 8 12 Figures 2-1 2-2 3-1 i AC 150/5325-4B 3-2 4-1 A3-1-1 A3-1-2 A3-2-1 A3-2-2 7/1/2005 100 Percent of Fleet at 60 or 90 Percent Useful Load Generic Payload-Range Chart Landing Runway Length for Boeing 737-900 (CFM56-7B27 Engines) Takeoff Runway Length for Boeing 737-900 (CFM56-7B27 Engines) Landing Runway Length for SAAB 340B (CT7-9B Engines) Takeoff Runway Length for SAAB 340B (CT7-9B Engines) 13 19 32 33 36 37 Airplane Weight Categorization for Runway Length Requirements Runway Length for Additional Primary Runways Runway Length for Crosswind Runway Airplanes that Make Up 75 Percent of the Fleet Remaining 25 Percent of Airplanes that Make Up 100 Percent of Fleet Relationship Between Airport Elevation and Standard Day Temperature Rationale Behind Recommendations for Calculating Recommended Runway Lengths Boeing 737-900 General Airplane Characteristics SAAB 340 Airplane Characteristics 3 4 4 14 15 18 24 31 35 Tables 1-1 1-2 1-3 3-1 3-2 4-1 5-1 A3-1-1 A3-2-1 Appendices Appendix 1 Websites for Manufacturers of Airplanes Over 60,000 Pounds (27,200 Kg) Appendix 2 Selected Federal Aviation Regulations Concerning Runway length requirements Appendix 3 Examples Using Airplane Planning Manuals ii 25 27 29 7/1/2005 AC 150/5325-4B CHAPTER 1. INTRODUCTION 101. BACKGROUND. Airplanes today operate on a wide range of available runway lengths. Various factors, in turn, govern the suitability of those available runway lengths, most notably airport elevation above mean sea level, temperature, wind velocity, airplane operating weights, takeoff and landing flap settings, runway surface condition (dry or wet), effective runway gradient, presence of obstructions in the vicinity of the airport, and, if any, locally imposed noise abatement restrictions or other prohibitions. Of these factors, certain ones have an operational impact on available runway lengths. That is, for a given runway the usable length made available by the airport authority may not be entirely suitable for all types of airplane operations. Fortunately, airport authorities, airport designers, and planners are able to mitigate some of these factors. For example, runways designed with longitudinal profiles equaling zero slope avoid required runway length adjustments. Independently, airport authorities working with their local lawmakers can establish zoning laws to prohibit the introduction of natural growth and man-made structural obstructions that penetrate existing or planned runway approach and departure surfaces. Effective zoning laws avoid the displacement of runway thresholds or reduction of takeoff runway lengths thereby providing airplanes with sufficient clearances over obstructions during climb outs. Airport authorities working with airport designers and planners should validate future runway demand by identifying the critical design airplanes. In particular, it is recommended that the evaluation process assess and verify the airport's ultimate development plan for realistic changes that could result in future operational limitations to customers. In summary, the goal is to construct an available runway length for new runways or extensions to existing runways that is suitable for the forecasted critical design airplanes. 102. DETERMINING RECOMMENDED RUNWAY LENGTHS. a. Assumptions and Definitions. (1) Design Assumptions. The assumptions used by this AC are approaches and departures with no obstructions, zero wind, dry runway surfaces, and zero effective runway gradient. Assumptions relative to airplane characteristics are described within the applicable chapter of this AC. (2) Critical Design Airplanes. The listing of airplanes (or a single airplane) that results in the longest recommended runway length. The listed airplanes will be evaluated either individually or as a single family grouping to obtain a recommended runway length. (3) Small Airplane. An airplane of 12,500 pounds (5,670 kg) or less maximum certificated takeoff weight. (4) Large Airplane. An airplane of more than 12,500 pounds (5,670 kg) maximum certificated takeoff weight. (5) Maximum Certificated Takeoff Weight (MTOW). The maximum certificated weight for the airplane at takeoff, i.e., the airplane's weight at the start of the takeoff run. (6) Regional Jets. Although there is no regulatory definition for a regional jet (RJ), an RJ for this advisory circular is a commercial jet airplane that carries fewer than 100 passengers. (7) Crosswind Runway. An additional runway built to compensate primary runways that provide less than the recommended 95 percent wind coverage for the airplanes forecasted to use the airport. (8) Substantial Use Threshold. Federally funded projects require that critical design airplanes have at least 500 or more annual itinerant operations at the airport (landings and takeoffs are considered as separate operations) for an individual airplane or a family grouping of airplanes. Under unusual circumstances, adjustments may be made to the 500 total annual itinerant operations threshold after considering the circumstances of a particular airport. Two examples are airports with demonstrated seasonal traffic variations, or airports situated in isolated or remote areas that have special needs. 1 AC 150/5325-4B 7/1/2005 (9) Itinerant Operation. Takeoff or landing operations of airplanes going from one airport to another airport that involves a trip of at least 20 miles. Local operations are excluded. (10) Effective Runway Gradient. The difference between the highest and lowest elevations of the runway centerline divided by the runway length. b. Procedure and Rationale for Determining Recommended Runway Lengths. This AC uses a five-step procedure to determine recommended runway lengths for a selected list of critical design airplanes. As previously stated, the information derived from this five-step procedure is for airport design and is not to be used for flight operations. Flight operations must be conducted per the applicable flight manual. The five steps and their rationale are as follows: (1) Step #1. Identify the list of critical design airplanes that will make regular use of the proposed runway for an established planning period of at least five years. For Federally funded projects, the definition of the term \"substantial use\" quantifies the term \"regular use\" (see paragraph 102a(8).) (2) Step #2. Identify the airplanes that will require the longest runway lengths at maximum certificated takeoff weight (MTOW). This will be used to determine the method for establishing the recommended runway length. Except for regional jets, when the MTOW of listed airplanes is 60,000 pounds (27,200 kg) or less, the recommended runway length is determined according to a family grouping of airplanes having similar performance characteristics and operating weights. Although a number of regional jets have an MTOW less than 60,000 pounds (27,200 kg), the exception acknowledges the long range capability of the regional jets and the necessity to offer regional jet operators the flexibility to interchange regional jet models according to passenger demand without suffering operating weight restrictions. When the MTOW of listed airplanes is over 60,000 pounds (27,200 kg), the recommended runway length is determined according to individual airplanes. The recommended runway length in the latter case is a function of the most critical individual airplane's takeoff and landing operating weights, which depend on wing flap settings, airport elevation and temperature, runway surface conditions (dry or wet), and effective runway gradient. The procedure assumes that there are no obstructions that would preclude the use of the full length of the runway. (3) Step #3. Use table 1-1 and the airplanes identified in step #2 to determine the method that will be used for establishing the recommended runway length. Table 1-1 categorizes potential design airplanes according to their MTOWs. MTOW is used because of the significant role played by airplane operating weights in determining runway lengths. As seen from table 1-1, the first column separates the various airplanes into one of three weight categories. Small airplanes, defined as airplanes with MTOW of 12,500 pounds (5,670 kg) or less, are further subdivided according to approach speeds and passenger seating as explained in chapter 2. Regional jets are assigned to the same category as airplanes with a MTOW over 60,000 pounds (27,200 kg). The second column identifies the applicable airport design approach (by airplane family group or by individual airplanes) as noted previously in step #2. The third column directs the airport designer to the appropriate chapter for design guidelines and whether to use the referenced tables contained in the AC or to obtain airplane manufacturers' airport planning manuals (APM) for each individual airplane under evaluation. In the later case, APMs provide the takeoff and landing runway lengths that an airport designer will in turn apply to the associated guidelines set forth by this AC to obtain runway lengths. The airport designer should be aware that APMs go by a variety of names. For example, Airbus, the Boeing Company, and Bombardier respectively title their APMs as \"Airplane Characteristics for Airport Planning,\" \"Airplane Characteristics for Airport Planning,\" and \"Airport Planning Manuals.\" For the purpose of this AC, the variously titled documents will be referred to as APM. Appendix 1 lists the websites of the various airplane manufacturers to provide individuals a starting point to retrieve an APM or a point of contact for further consultation. (4) Step #4. Select the recommended runway length from among the various runway lengths generated by step #3 per the process identified in chapters 2, 3, or 4, as applicable. (5) Step #5. Apply any necessary adjustment to the obtained runway length, when instructed by the applicable chapter of this AC, to the runway length generated by step #4 to obtain a final recommended runway length. For instance, an adjustment to the length may be necessary for runways with nonzero effective gradients. Chapter 5 provides the rationale for these length adjustments. 2 7/1/2005 AC 150/5325-4B Table 1-1. Airplane Weight Categorization for Runway Length Requirements Airplane Weight Category Maximum Certificated Takeoff Weight (MTOW) 12,500 pounds (5,670 kg) Approach Speeds less than or less 30 knots Approach Speeds of at least 30 knots but less than 50 knots Approach With Speeds of Less than 10 50 knots or Passengers more With 10 or more Passengers Over 12,500 pounds (5,670 kg) but less than 60,000 pounds (27,200 kg) 60,000 pounds (27,200 kg) or more or Regional Jets 2 Family grouping of small airplanes Location of Design Guidelines Chapter 2; Paragraph 203 Family grouping of small airplanes Chapter 2; Paragraph 204 Family grouping of small airplanes Chapter 2; Paragraph 205 Figure 2-1 Chapter 2; Paragraph 205 Figure 2-2 Chapter 3; 1 Figures 3-1 or 3-2 and Tables 3-1 or 3-2 Chapter 4; Airplane Manufacturer Websites (Appendix 1) Design Approach Family grouping of small airplanes Family grouping of large airplanes Individual large airplane Note 1: When the design airplane's APM shows a longer runway length than what is shown in figure 3-2, use the airplane manufacturer's APM. However, users of an APM are to adhere to the design guidelines found in Chapter 4. Note 2: All regional jets regardless of their MTOW are assigned to the 60,000 pounds (27,200 kg) or more weight category. PRIMARY RUNWAYS. The majority of airports provide a single primary runway. Airport authorities, 103. in certain cases, require two or more primary runways as a means of achieving specific airport operational objectives. The most common operational objectives are to (1) better manage the existing traffic volume that exceed the capacity capabilities of the existing primary runway, (2) accommodate forecasted growth that will exceed the current capacity capabilities of the existing primary runway, and (3) mitigate noise impacts associated with the existing primary runway. Additional primary runways for capacity justification are parallel to and equal in length to the existing primary runway, unless they are intended for smaller airplanes. Refer to AC 150/5060-5, Airport Capacity and Delay, for additional discussion on runway usage for capacity gains. Another common practice is to assign individual primary runways to different airplane classes, such as, separating general aviation from nongeneral aviation customers, as a means to increase the airport's efficiency. The design objective for the main primary runway is to provide a runway length for all airplanes that will regularly use it without causing operational weight restrictions. For Federally funded projects, the criterion for substantial use applies (see paragraph 102a(8).) The design objective for additional primary runways is shown in table 1-2. The table takes into account the separation of airplane classes into distinct airplane groups to achieve greater airport utilization. Procedurally, follow the guidelines found in subparagraph 102(b) for determining recommended runway lengths for primary runways, and, for additional primary runways, apply table 1-2. 104. CROSSWIND RUNWAYS. The design objective to orient primary runways to capture 95 percent of the crosswind component perpendicular to the runway centerline for any airplane forecast to use the airport is not always achievable. In cases where this cannot be done, a crosswind runway is recommended to achieve the design standard provided in AC 150/5300-13, Airport Design, for allowable crosswind components according to airplane design groups. Even when the 95-percentage crosswind coverage standard is achieved for the design airplane or airplane design group, cases arise where certain airplanes with lower crosswind capabilities are unable to utilize the primary runway. For airplanes with lesser crosswind capabilities, a crosswind runway may be built, provided there is regular usage. For Federally funded projects, the criterion for substantial use applies to the airplane used as the design airplane needing the crosswind runway (see paragraph 102a(8).) The design objective for the length of crosswind runways is shown in table 1-3. Procedurally, follow the guidelines found in subparagraph 102(b) for determining recommended runway lengths for crosswind runways, and, for additional crosswind runways, apply table 1-3. 3 AC 150/5325-4B 7/1/2005 Table 1-2. Runway Length for Additional Primary Runways Runway Service Type, User Capacity Justification, Noise Mitigation, Regional Jet Service Separating Airplane Classes - Commuter, Turboprop, General Aviation, Air Taxis Runway Length for Additional Primary Runway Equals 100 % of the primary runway Recommended runway length for the less demanding airplane design group or individual design airplane Table 1-3. Runway Length for Crosswind Runway Runway Service 1 Scheduled Such as Commercial Service Airports 2 Non-Scheduled Such as General Aviation Airports Runway Length for Crosswind Runway Equals 100 % of primary runway length when built for the same individual design airplane or airplane design group that uses the primary runway 100% of the recommended runway length determined for the lower crosswind capable airplanes using the primary runway 100% of the recommended runway length determined for the lower crosswind capable airplanes using the primary runway Note 1: Transport service operated over routes pursuant to published flight schedules that are openly advertised with dates or times (or both) or otherwise made readily available to the general public or pursuant to mail contracts with the U.S. Postal Service (Bureau of Transportation Statistics, Department of Transportation (DOT)). Note 2: Revenue flights, such as charter flights that are not operated in regular scheduled service, and all non-revenue flights incident to such flights (Bureau of Transportation Statistics, DOT). For Federally funded programs, such as AIP, there must be at least 500 annual itinerant operations and 100% of the class. 105. RUNWAY LENGTH BASED ON DECLARED DISTANCES CONCEPT. The application of the declared distances concept to overcome safety deficiencies is not intended for new runways. New runways must meet design standards when constructed. See AC 150/5300-13, appendix 14, for information related to declared distances. 106. COMPUTER PROGRAM. The airport design software cited in Appendix 11 of AC 150/5300-13, Airport Design for Microcomputers (AD42D.EXE), was developed for airport planners to facilitate in the planning of airport layouts. The computer program only provides estimates instead of actual length requirements. The design software is available at http://www.faa.gov/airports_airtraffic/airports/construction/. 107. SELECTED 14 CODE OF FEDERAL REGULATIONS CONCERNING RUNWAY LENGTH REQUIREMENTS. Appendix 2 provides a list of selected 14 Code of Federal Regulations that address the airworthiness certification and operational requirements of airplanes associated with runway length. 4 7/1/2005 AC 150/5325-4B CHAPTER 2. RUNWAY LENGTHS FOR SMALL AIRPLANES WITH MAXIMUM CERTIFICATED TAKEOFF WEIGHT OF 12,500 POUNDS (5,670 KG) OR LESS 201. DESIGN GUIDELINES. The design procedure for small airplanes requires the following information: the critical design airplanes under evaluation, approach speed in knots (1.3 x stall speed), number of passenger seats, airport elevation above mean sea level, and the mean daily maximum temperature of the hottest month at the airport. Once obtained, apply the guidance from the appropriate paragraph below to obtain the recommended runway length. For this airplane weight category, no further adjustment to the obtained length from the figures 2.1 or 2.2 is necessary. For example, there is no operational requirement to take into account the effect of effective runway gradient for takeoff or landing performance. 202. DESIGN APPROACH. For purposes of design, this AC provides a design concept for airports that serve only airplanes with a maximum certificated takeoff weight of 12,500 pounds (5,670 kg) or less. The design concept starts by grouping all small airplanes, that is, the critical design airplanes, according to approach speed. The highest approach speed group is divided on the basis of passenger seats, namely, \"airplanes having fewer than 10 passenger seats\" as compared to \"airplanes having 10 or more passenger seats.\" The less than 10 passenger seats category is further based on two percentages of fleet, namely, \"95 percent of the fleet\" or \"100 percent of the fleet\" categories, as explained in paragraph 205. For these airplanes, figures 2-1 and 2-2 show only a single curve that takes into account the most demanding operations to obtain the recommended runway length. Although both figures pertain mainly to small propeller driven airplanes, figure 2-2 does include small turbo-powered airplanes. Airport designers can, instead of applying the small airplane design concept, determine the recommended runway length from airplane flight manuals for the airplanes to be accommodated by the airport in lieu of the runway length curves depicted in figures 2-1 or 2-2. For example, owners of multi-engine airplanes may require that their pilots use the airplane's accelerate-stop distance in determining the length of runway available for takeoff. 203. SMALL AIRPLANES WITH APPROACH SPEEDS OF LESS THAN 30 KNOTS. Airplanes with approach speeds of less than 30 knots are considered to be short takeoff and landing or ultra light airplanes. Their recommended runway length is 300 feet (92 meters) at mean sea level. Runways located above mean sea level should be increased at the rate of 0.03 x airport elevation above mean sea level to obtain the recommended runway length at that elevation. 204. SMALL AIRPLANES WITH APPROACH SPEEDS OF 30 KNOTS OR MORE BUT LESS THAN 50 KNOTS. The recommended runway length is 800 feet (244 meters) at mean sea level. Runway lengths above mean sea level should be increased at the rate of 0.08 x airport elevation above mean sea level to obtain the recommended runway length at that elevation. 205. SMALL AIRPLANES WITH APPROACH SPEEDS OF 50 KNOTS OR MORE WITH MAXIMUM CERTIFICATED TAKEOFF WEIGHT OF 12,500 POUNDS (5,670 KG) OR LESS. Figures 2-1 and 2-2 provide the recommended runway lengths based on the seating capacity and the mean daily maximum temperature of the hottest month of the year at the airport. The fleet used in the development of the figures consisted of small airplanes certificated in the United States. Figure 2-1 categorizes small airplanes with less than 10 passenger seats (excludes pilot and co-pilot) into two family groupings according to \"percent of fleet,\" namely, 95 and 100 percent of the fleet. Figure 2-2 categorizes all small airplanes with 10 or more passenger seats into one family grouping. Figure 2-2 further alerts the airport designer that for airport elevations above 3,000 feet (914 m), that the airport designer must use the 100 percent of fleet chart of figure 2-1 instead of using figure 2-2. As shown, both figures provide examples that start with the horizontal temperature axis then, proceed vertically to the applicable airport elevation curve, followed by proceeding horizontally to the vertical axis to read the recommended runway length. a. Selecting Percentage of Fleet for Figure 2-1. The differences between the two percentage categories are based on the airport's location and the amount of existing or planned aviation activities. The airport designer should make the selection based on the following criteria. (1) 95 Percent of Fleet. This category applies to airports that are primarily intended to serve medium size population communities with a diversity of usage and a greater potential for increased aviation activities. Also included in this category are those airports that are primarily intended to serve low-activity 5 AC 150/5325-4B 7/1/2005 locations, small population communities, and remote recreational areas. Their inclusion recognizes that these airports in many cases develop into airports with higher levels of aviation activities. (2) 100 Percent of Fleet. This type of airport is primarily intended to serve communities located on the fringe of a metropolitan area or a relatively large population remote from a metropolitan area. b. Future Airport Expansion Considerations. Airports serving small airplanes remain fairly constant in terms of the types of small airplane using the airport and their associated operational requirements. However, it is recommended that the airport designer assess and verify the airport's ultimate development plan for realistic changes that, if overlooked, could result in future operational limitations to customers. The airport designer should at least assess and verify the impacts of: (1) Expansions to accommodate airplanes of more than 12,500 pounds (5,670 kg). Failure to consider this change during an initial development phase may lead to the additional expense of reconstructing or relocating facilities in the future. (2) Requirements to operate the runway during periods of Instrument Meteorological Conditions (IMC). The requirement for this capability is highest among airplanes used for business and air taxi purposes. 206. DEVELOPMENT OF THE RUNWAY LENGTH CURVES. 14 Code of Federal Regulations Part 23, Airworthiness Standards: Normal, Utility, and Acrobatic Category Airplanes, prescribes airworthiness standards for the issuance of small airplane type certificates. The performance information for each airplane (for example, as defined in Section 23.51, Takeoff; Section 23.75, Landing; and Section 2.1587, Performance Information) is contained in the individual airplane flight manual. This information is provided to assist the airplane operator in determining the runway length necessary to operate safely. Performance information from those manuals was selectively grouped and used to develop the runway length curves in figures 2-1 and 2-2. The major parameters utilized for the development of theses curves were the takeoff and landing distances for figure 2-1 and the takeoff, landing, and accelerate-stop distances for figure 2-2. The following conditions were used in developing the curves: Zero headwind component. Maximum certificated takeoff and landing weights. Optimum flap setting for the shortest runway length (normal operation). Airport elevation and temperature were left variable (values need to be obtained). Other factors, such as relative humidity and effective runway gradient, also have a variable effect on runway length but are not accounted for in certification. However, these other factors were accounted for in the runway length curves by increasing the takeoff or landing distance (whichever was longer) of the group's most demanding airplane by 10 percent for the various combinations of elevation and temperature. 14 Code of Federal Regulations Part 135, Operating Requirements: Commuter and On Demand Operations and Rules Governing Persons on Board such Aircraft, imposes the operational requirements on those airplanes having a seating configuration of 10 passenger seats or more to include the accelerate-stop distance parameter in computing the required takeoff runway length. As previously mentioned, figure 2-2 includes the accelerate-stop distance parameter. 6 7/1/2005 AC 150/5325-4B Figure 2-1. Small Airplanes with Fewer than 10 Passenger Seats (Excludes Pilot and Co-pilot) Example: Airport Elevation (feet) 95 Percent of Fleet 100 Percent of Fleet Temperature (mean day max hot month): 59o F (15o C) Airport Elevation: Mean Sea Level Note: Dashed lines shown in the table are mid values of adjacent solid lines. Recommended Runway Length: For 95% = 2,700 feet (823 m) For 100% = 3,200 feet (975 m) Mean Daily Maximum Temperature of the Hottest Month of Year (Degrees F) 7 AC 150/5325-4B 7/1/2005 Figure 2-2. Small Airplanes Having 10 or More Passenger Seats (Excludes Pilot and Co-pilot) Representative Airplanes Raytheon B80 Queen Air Raytheon E90 King Air Raytheon B99 Airliner Raytheon A100 King Air (Raytheon formerly Beech Aircraft) Runway Length Curves Example: Temperature (mean day max hot month) 90o F (32o C) Airport Elevation (msl) 1,000 feet (328 m) Recommended Runway Length 4,400 feet (1,341 m) Note: For airport elevations above 3,000 feet (915 m), use the 100 percent of fleet grouping in figure 2-1. 6000 Britten-Norman Mark III-I Trilander Mitsubishi MU-2L Swearigen Merlin III-A Swearigen Merlin IV-A Swearigen Metro II Airport Elevation (FT) Runway Length (FT) 5000 00 30 0 2 00 00 10 aL Se ev e l 4000 3000 30 40 50 60 70 80 90 100 Mean Dail y Maximum Tem perature of the Hottest Month of the Year (Degrees F) 8 110 120 7/1/2005 AC 150/5325-4B CHAPTER 3. RUNWAY LENGTHS FOR AIRPLANES WITHIN A MAXIMUM CERTIFICATED TAKEOFF WEIGHT OF MORE THAN 12,500 POUNDS (5,670 KG) UP TO AND INCLUDING 60,000 POUNDS (27,200 KG) 301. DESIGN GUIDELINES. The design procedure for this airplane weight category requires the following information: airport elevation above mean sea level, mean daily maximum temperature of the hottest month at the airport, the critical design airplanes under evaluation with their respective useful loads. Once obtained, apply either figure 3-1 or figure 3-2 to obtain a single runway length for the entire group of airplanes under evaluation. Finally, apply any landing or takeoff length adjustments, if necessary, to the resulting runway length to obtain the recommended runway length. 302. DESIGN APPROACH. The recommended runway length for this weight category of airplanes is based on performance curves (figures 3-1 and 3-2) developed from FAA-approved airplane flight manuals in accordance with the provisions of 14 Code of Federal Regulations Part 25, Airworthiness Standards: Transport Category Airplanes, and Part 91, General Operating and Flight Rules. If the airport is planned for operations that will include only turbojet-powered airplanes weighing under 60,000 pounds (27,200 kg) maximum certificated takeoff weight (MTOW) in conjunction with other small airplanes of 12,500 pounds (5,670 kg) or less, use the curves shown in either figures 3-1 or 3-2. To determine which of the two figures to apply, first use tables 3-1 and 3-2 to determine which one of the two \"percentage of fleet\" categories represents the critical design airplanes under evaluation. With that determination, then select either the \"60 percent useful load\" curves or the \"90 percent useful load\" curves on the basis of the haul lengths and service needs of the critical design airplanes. Note: at elevations over 5,000 feet (1,524 m) above mean sea level, the recommended runway length obtained for small airplanes from chapter 2 may be greater than those obtained by these figures. In this case, the requirements for the small airplanes govern. Finally, the curves of figures 3-1 and 3-2 apply to airport elevations up to 8,000 feet (2,439 m) above mean sea level. For higher elevations, consult the airplane manufacturer(s) for their recommendations. 303. PERCENTAGE OF FLEET AND USEFUL LOAD FACTOR. The curves in figure 3-1 and 3-2 are based on a grouping of only the turbojet-powered fleet (and business jets) according to performance capability as contained in the FAA-approved airplane manuals under an assumed loading condition. Interpolation is allowed only within a single set of curves (e.g., an elevation at 2,500 feet within the \"75 percent of the fleet at 60 percent useful load\" set of curves) but not valid between sets of curves (e.g., an 85 percent useful load between the set of curves \"75 percent of the fleet at 60 percent useful load\" and \"75 percent of the fleet at 90 percent useful load.\") The restriction is because each set assumed a specific, non-variable loading condition. Figures 3-1 and 3-2 contain a set of two curves based upon the percentage of the fleet and the percentage of useful load that can be accommodated by the runway lengths obtained from the curves. For example, the \"75 percent fleet at 60 percent useful load\" curve provides a runway length sufficient to satisfy the operational requirements of approximately 75 percent of the fleet at 60 percent useful load. This figure is to be used for those airplanes operating with no more than a 60 percent useful load factor. Both figures 3-1 and 3-2 provide examples that start with the horizontal temperature axis, then proceed vertically to the airport elevation curve, and finally proceed horizontally to the vertical axis to obtain the runway length. The final step is to apply any necessary length adjustments to the obtained length in accordance with paragraph 304 to determine the recommended runway length. a. Percentage of Fleet. (1) Tables 3-1 and 3-2. Table 3-1 provides the list of those airplanes that comprise the \"75 percent of fleet\" category and therefore can be accommodated by the runway lengths resulting from figure 3-1. Table 3-2, provides the remaining airplanes beyond that of table 3-1 that comprise the \"100 percent of fleet\" category and therefore can be accommodated by the resulting runway lengths from figure 3-2. The distinction between the tables is that airplanes listed in table 3-2 require at least 5,000-foot (1,524 m) runways at mean sea level and at the standard day temperature of 59 F (15 C) (see paragraph 403 and table 4-1 for an explanation of the concept.). Airplanes listed in table 3-1 require less than 5,000 feet (1,524 m) for the same conditions. (2) Selecting Figures 3-1 or 3-2. The airport designer must determine from which list the airplanes under evaluation are found. Use figure 3-1 when the airplanes under evaluation are not listed in table 3-2. If a relatively few airplanes under evaluation are listed in table 3-2, then figure 3-2 should be used to determine the 9 AC 150/5325-4B 7/1/2005 runway length. If no adjustments to this length are necessary as outlined above, then this becomes the recommended runway length. b. Useful Load Factor. (1) The term useful load factor of an airplane for this AC is considered to be the difference between the maximum allowable structural gross weight and the operating empty weight. A typical operating empty weight includes the airplane's empty weight, crew, baggage, other crew supplies, removable passenger service equipment, removable emergency equipment, engine oil, and unusable fuel. In other words, the useful load then consists of passengers, cargo, and usable fuel. It is noted that although operating empty weight varies considerably with individual airplanes, the curves used in the figures were based on the average operating empty weights of numerous business jets. (2) Figures 3-1 and 3-2 provide only two useful load percentages, namely \"60 percent useful load\" and \"90 percent useful load.\" Curves are not developed for operations at \"100 percent useful load\" because many of the airplanes used to develop the curves in figures 3-1 and 3-2 were operationally limited in the second segment of climb. That is, the allowable gross takeoff weight is often limited by ambient conditions of temperature and elevation to an operating weight that is less than their maximum structural gross weight. Therefore, APMs contain climb limitations when required. Because of the climb limitation, the runway length resulting from the \"90 percent useful load\" curves are considered by this AC to approximate the limit of beneficial returns for the runway. A specific list of business jets were used to obtain an average operating empty weight, which in turn, was used to develop the curves. c. Privately Owned Business Jets. Business jets that are privately owned are included in their respective 75 percent and 100 percent of fleet categories. d. Air Carrier Regional Jets. As previously mentioned, the recommended runway lengths for regional jets for air carrier service are addressed in chapter 4. 304. RUNWAY LENGTH ADJUSTMENTS. The runway lengths obtained from figures 3-1 and 3-2 are based on no wind, a dry runway surface, and zero effective runway gradient. Effective runway gradient is defined as the difference between the highest and lowest elevations of the runway centerline divided by the runway length. Therefore, increase the obtained runway lengths from the figures to account for (1) takeoff operations when the effective runway gradient is other than zero and (2) landing operations of turbojet-powered airplanes under wet and slippery runway surface conditions. These increases are not cumulative since the first length adjustment applies to takeoffs and the latter to landings. After both adjustments have been independently applied, the larger resulting runway length becomes the recommended runway length. The procedures for length adjustments are as follows: a. Effective Runway Gradient (Takeoff Only). The runway lengths obtained from figures 3-1 or 3-2 are increased at the rate of 10 feet (3 meters) for each foot (0.3 meters) of elevation difference between the high and low points of the runway centerline. b. Wet and Slippery Runways (Applicable Only to Landing Operations of Turbojet-Powered Airplanes). By regulation, the runway length for turbojet-powered airplanes obtained from the \"60 percent useful load\" curves are increased by 15 percent or up to 5,500 feet (1,676 meters), whichever is less. By regulation, the runway lengths for turbojet powered airplanes obtained from the \"90 percent useful load\" curves are also increased by 15 percent or up to 7,000 feet (2,133 meters), whichever is less. No adjustment is necessary by regulation for turboprop-powered airplanes. 305. PRECAUTION FOR AIRPORTS LOCATED AT HIGH ALTITUDES. At elevations above 5,000 feet (1,524 m) mean sea level, the recommended runway length for propeller driven airplanes of 12,500 pounds (5,670 kg) MTOW or less found in chapter 2 may be greater than those determined in this chapter for turbojet-powered airplanes. In this case, the longer recommended runway length of the small airplane weight category must be provided. 10 7/1/2005 AC 150/5325-4B 306. GENERAL AVIATION AIRPORTS. General aviation (GA) airports have witnessed an increase use of their primary runway by scheduled airline service and privately owned business jets. Over the years business jets have proved themselves to be a tremendous asset to corporations by satisfying their executive needs for flexibility in scheduling, speed, and privacy. In response to these types of needs, GA airports that receive regular usage by large airplanes over 12,500 pounds (5,670 kg) MTOW, in addition to business jets, should provide a runway length comparable to non-GA airports. That is, the extension of an existing runway can be justified at an existing GA airport that has a need to accommodate heavier airplanes on a frequent basis. 11 AC 150/5325-4B 7/1/2005 Figure 3-1. 75 Percent of Fleet at 60 or 90 Percent Useful Load Mean Daily Maximum Temperature of Hottest Month of the Year in Degrees Fahrenheit 75 percent of feet at 60 percent useful load 12 75 percent of feet at 90 percent useful load 7/1/2005 AC 150/5325-4B Figure 3-2. 100 Percent of Fleet at 60 or 90 Percent Useful Load Mean Daily Maximum Temperature of Hottest Month of the Year in Degrees Fahrenheit 100 percent of feet at 60 percent useful load 100 percent of feet at 90 percent useful load 13 AC 150/5325-4B 7/1/2005 Table 3-1. Airplanes that Make Up 75 Percent of the Fleet Manufacturer Model Manufacturer Model Aerospatiale Sn-601 Corvette Dassault Falcon 10 Bae 125-700 Dassault Falcon 20 Beech Jet 400A Dassault Falcon 50/50 EX Beech Jet Premier I Dassault Falcon 900/900B Beech Jet 2000 Starship Jet Commander 1121 Bombardier Challenger 300 Israel Aircraft Industries (IAI) IAI Westwind 1123/1124 Cessna 500 Citation/501Citation Sp Learjet 20 Series Cessna Citation I/II/III Learjet 31/31A/31A ER Cessna 525A Citation II (CJ-2) Learjet 35/35A/36/36A Cessna 550 Citation Bravo Learjet 40/45 Cessna 550 Citation II Mitsubishi Mu-300 Diamond Cessna 551 Citation II/Special Raytheon 390 Premier Cessna 552 Citation Raytheon Hawker 400/400 XP Cessna 560 Citation Encore Raytheon Hawker 600 Cessna 560/560 XL Citation Excel Sabreliner 40/60 Cessna 560 Citation V Ultra Sabreliner 75A Cessna 650 Citation VII Sabreliner 80 Cessna 680 Citation Sovereign Sabreliner T-39 14 7/1/2005 AC 150/5325-4B Table 3-2. Remaining 25 Percent of Airplanes that Make Up 100 Percent of Fleet Manufacturer Model Bae Corporate 800/1000 Bombardier 600 Challenger Bombardier 601/601-3A/3ER Challenger Bombardier 604 Challenger Bombardier BD-100 Continental Cessna S550 Citation S/II Cessna 650 Citation III/IV Cessna 750 Citation X Dassault Falcon 900C/900EX Dassault Falcon 2000/2000EX Israel Aircraft Industries (IAI) IAI Astra 1125 Galaxy 1126 Learjet 45 XR Learjet 55/55B/55C Learjet 60 Raytheon/Hawker Horizon Raytheon/Hawker 800/800 XP Raytheon/Hawker 1000 Sabreliner 65/75 Note: Airplanes in tables 3-1 and 3-2 combine to comprise 100% of the fleet. 15 AC 150/5325-4B 7/1/2005 Page intentionally blank 16 7/1/2005 AC 150/5325-4B CHAPTER 4. RUNWAY LENGTHS FOR REGIONAL JETS AND THOSE AIRPLANES WITH A MAXIMUM CERTIFICATED TAKEOFF WEIGHT OF MORE THAN 60,000 POUNDS (27,200 KG) 401. DESIGN GUIDELINES. The design procedure for this weight category requires the following information: the critical design airplanes under evaluation and their APMs, the maximum certificated takeoff weight or takeoff operating weight for short-haul routes, maximum certificated landing weight, airport elevation above mean sea level, effective runway gradient, and the mean daily maximum temperature of the hottest month at the airport. Apply the procedures in this chapter to each APM to obtain separate takeoff and landing runway length requirements. Apply any takeoff and landing length adjustments, if necessary, to the resulting lengths. 402. DESIGN APPROACH. The recommended runway length obtained for this weight category of airplanes is based on using the performance charts published by airplane manufacturers, i.e., APMs, or by contacting the airplane manufacturer and/or air carriers for the information. Regardless of the approach taken by the airport designer, the design procedure described below must be applied to the information/performance charts. Both takeoff and landing runway length requirements must be determined with applicable length-adjustments in order to determine the recommended runway length. The longest of the takeoff and landing runway length requirements for the critical design airplanes under evaluation becomes the recommended runway length. a. Airport Planning Manual (APM). Each airplane manufacturer's APM provides performance information on takeoff and landing runway length requirements for different airplane operating weights, airport elevations, flap settings, engine types, and other parameters. It is noted that airplane manufacturers do not present the data in a standard format. However, there is sufficient consistency in the presentation of the information that allows their application in determining the recommended runway length as described in paragraph 403. b. United States Federal Aviation Regulations (FAR) and European Joint Aviation Regulations (JAR) or Certification Specifications (CS). (1) Recently CS have replaced the European JARs that were previously issued by the Joint Aviation Authorities of Europe. Today the European Aviation Safety Agency (EASA) issues all CS. (2) Airport designers and planners should be aware that some APM charts provide curves for both FAR and JAR (or CS) regulations. That is, a chart may contain dual curves labeled \"FAR\" and curves labeled \"JAR.\" In the case for air carrier operators under the authority of the United States, the airport designer must use the curves labeled \"FAR.\" In the case of foreign air carrier operators who receive approves by their respective foreign authority, such as EASA, the airport designer must use the curves authorized by the foreign authority, i.e., curves labeled \"JAR,\" \"CS\Surname 1 Name: robinontita@gmail.com (Delete) Federal Aviation Administration Course Date Federal Aviation Administration Advisory Circular Summary There is need for Airport designers to be aware of the issue that will matter most as pertains to the Runway Length requirements for airport designs before they make extensions to the existing ones. In light the above the Federal Aviation Administration provided standards and guidelines contained in the Advisory circular (AC) for use by the designers of the Airports. It contains the airplane performance data curves and tables and other crucial elements for the designers. Therefore, this paper provides a summary of the key elements contained in the above advisory circular. On the onset, it's noted that most airports provide primary runways that provide a runway length for all airplanes that will use the facility without causing major weight restriction. There is the crosswind runway that is designed to orient the primary runways to capture 95% of the crosswind component that is perpendicular to the runway centerline. The AC provides a detailed description of the components required to design this runways for effectiveness currently and into those that can accommodate the expected future changes within the industry. The AC contains runways length based on declared distance concept, computer programs to facilitate in the planning of airport layouts, codes of regulations concerning runways lengths among others. There is the element of Runways length and the maximum certified for various planes and takeoff weights. Planes more than 12500 pounds and up to and including 60000 pounds the AC provides airport elevation above mean sea level, mean dairy maximum temperatures of the hottest month at the airport and the critical design airplanes under evaluation with respective useful loads. The useful load factors take into account the difference between the maximum allowable structural gross weight and the operating empty weight. From the curves, the AC takes into account 60 and 90 percent of the useful weights in its design and recommends future planners to use the same. By that it will be possible to take into account Surname 2 both the privately owned jets and the Air Carrier regional jets and there should be adjustments for instances when there is no wind, a dry runway surface, and zero effective runway gradients. For regional Jets and those having a maximum certified takeoff weight more than 60000 pounds the design should be made based on the performance charts published by the respective airplane manufactures. In coming with the designs, planners ought to consult the airport Planning manuals, United States federal aviation regulations and the European Joint Aviation regulations. To determine the runways lengths it is vital to select the longest takeoff and landing runways lengths and apply the appropriate length adjustments to the same. For the landing requirements, one locates the landing chart, enters the horizontal weight axis and the operating weights that ought to be equal to the maximum certified landing weight. Thereafter, one move vertically down the airport elevation curves or pressure altitude and the point of interpolation between the two curves provides the landing length. For takeoff length requirements one locates the appropriate take of chart thereafter you enter the horizontal weight axis with the operating takeoff weight that is equal to maximum certificated takeoff weight. Thereafter, one moves vertically to the airport elevation curve without exceeding any indicated limitations and then move horizontally from the elevation curve to the runway length axis to be able to read the takeoff length. The above mentioned curves have been highlighted or are available within the AC with examples for carrying the same for some standard airports selected. There is the issue of design rationale that according to the AC highlights the eight factors that are considered critical in the design of the runway lengths. The factors considered here include Airplanes, landing flap settings, Airplane operating weights. Others include maximum allowable landing and takeoff weights. There is also the factor of Airport Elevations, temperature wind and the runway surface conditions. The documents provide detailed explanations on how each of the above factors affects the design of a particular Airport. Based on the above factors, the AC provides a table that can be used as rationale Surname 3 behind recommendations for calculating recommended Runways lengths. Other vital documents for this section include, websites for manufactures of Airplanes over 60000 pounds, federal regulations concerning runway lengths requirements and practical scenarios for calculating such lengths. In brief, the advisory circular provides a detailed explanation of what future designers of Airport ought to consider before coming with designs. Such designs will be able to cater for the various categories of the Airplanes and a number of changes that may be expected within the industry. The document acts as a standard reference manual that all individuals ought to consult or use it as a basis for making their decision. Nevertheless, the AC is not a plug in play affair that will provide solutions for any Airport designs. Designers ought to model their plans to fit the local operating condition that will make the most business sense for their ventures. Surname 1 Name: robinontita@gmail.com (Delete) Federal Aviation Administration Course Date Federal Aviation Administration Advisory Circular Summary There is need for Airport designers to be aware of the issue that will matter most as pertains to the Runway Length requirements for airport designs before they make extensions to the existing ones. In light the above the Federal Aviation Administration provided standards and guidelines contained in the Advisory circular (AC) for use by the designers of the Airports. It contains the airplane performance data curves and tables and other crucial elements for the designers. Therefore, this paper provides a summary of the key elements contained in the above advisory circular. On the onset, it's noted that most airports provide primary runways that provide a runway length for all airplanes that will use the facility without causing major weight restriction. There is the crosswind runway that is designed to orient the primary runways to capture 95% of the crosswind component that is perpendicular to the runway centerline. The AC provides a detailed description of the components required to design this runways for effectiveness currently and into those that can accommodate the expected future changes within the industry. The AC contains runways length based on declared distance concept, computer programs to facilitate in the planning of airport layouts, codes of regulations concerning runways lengths among others. There is the element of Runways length and the maximum certified for various planes and takeoff weights. Planes more than 12500 pounds and up to and including 60000 pounds the AC provides airport elevation above mean sea level, mean dairy maximum temperatures of the hottest month at the airport and the critical design airplanes under evaluation with respective useful loads. The useful load factors take into account the difference between the maximum allowable structural gross weight and the operating empty weight. From the curves, the AC takes into account 60 and 90 percent of the useful weights in its design and recommends future planners to use the same. By that it will be possible to take into account Surname 2 both the privately owned jets and the Air Carrier regional jets and there should be adjustments for instances when there is no wind, a dry runway surface, and zero effective runway gradients. For regional Jets and those having a maximum certified takeoff weight more than 60000 pounds the design should be made based on the performance charts published by the respective airplane manufactures. In coming with the designs, planners ought to consult the airport Planning manuals, United States federal aviation regulations and the European Joint Aviation regulations. To determine the runways lengths it is vital to select the longest takeoff and landing runways lengths and apply the appropriate length adjustments to the same. For the landing requirements, one locates the landing chart, enters the horizontal weight axis and the operating weights that ought to be equal to the maximum certified landing weight. Thereafter, one move vertically down the airport elevation curves or pressure altitude and the point of interpolation between the two curves provides the landing length. For takeoff length requirements one locates the appropriate take of chart thereafter you enter the horizontal weight axis with the operating takeoff weight that is equal to maximum certificated takeoff weight. Thereafter, one moves vertically to the airport elevation curve without exceeding any indicated limitations and then move horizontally from the elevation curve to the runway length axis to be able to read the takeoff length. The above mentioned curves have been highlighted or are available within the AC with examples for carrying the same for some standard airports selected. There is the issue of design rationale that according to the AC highlights the eight factors that are considered critical in the design of the runway lengths. The factors considered here include Airplanes, landing flap settings, Airplane operating weights. Others include maximum allowable landing and takeoff weights. There is also the factor of Airport Elevations, temperature wind and the runway surface conditions. The documents provide detailed explanations on how each of the above factors affects the design of a particular Airport. Based on the above factors, the AC provides a table that can be used as rationale Surname 3 behind recommendations for calculating recommended Runways lengths. Other vital documents for this section include, websites for manufactures of Airplanes over 60000 pounds, federal regulations concerning runway lengths requirements and practical scenarios for calculating such lengths. In brief, the advisory circular provides a detailed explanation of what future designers of Airport ought to consider before coming with designs. Such designs will be able to cater for the various categories of the Airplanes and a number of changes that may be expected within the industry. The document acts as a standard reference manual that all individuals ought to consult or use it as a basis for making their decision. Nevertheless, the AC is not a plug in play affair that will provide solutions for any Airport designs. Designers ought to model their plans to fit the local operating condition that will make the most business sense for their ventures