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FIGURE 6-27 TERPS obstacle clearance surface
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PLAN
FLIGH
1000' 500'
T PAT
1000'
PROFILE
PROJECTED VIEW
FIGURE 6-28
Typical TERPS procedure segments
on the above standards and the existing terrain and obstacle environment for any given runway, as illustrated in Fig 6-28 It is widely understood that protecting airspace for TERPS is a complex process, often unique to each airport For planning purposes, however, a slope with 40:1 gradient and 15 from the runway end should be considered as TERPS obstacle clearance surface criteria Runways with the intention of being supported by published instrument procedures should be designed in such a manner to avoid any natural or man-made obstacles that penetrate this surface Once a runway exists, airport planners should work to ensure that future development does not conflict with TERPS or FAR Part 77 obstacle clearance requirements
Runway End Siting Requirements
The specifications for determining obstacles to safe air navigation to existing runways are described in FAR Part 77 and TERPS procedures However, when locating, or siting a runway, the FAA prescribes a different, yet complimentary set of specifications These specifications are published in Appendix 2 of Advisory Circular AC 150/5300-13, identified in Table 6-17, and illustrated in Figs 6-29 through 6-31
Runway Type 1 Approach end of runways expected to serve small airplanes with approach speeds less than 50 kn (visual runways only, day/night) Approach end of runways expected to serve small airplanes with approach speeds of 50 kn or more (visual runways only, day/night) Approach end of runways expected to serve large airplanes (visual day/night); or instrument minimums 1 statute mile (day only) Approach end of runways expected to support instrument night circlinga Approach end of runways expected to support instrument straight in night operations Serving approach category A and B aircraft onlya Approach end of runways expected to support instrument straight in night operations serving greater than approach category B aircrafta Approach end of runways expected to accommodate approaches with positive vertical guidance (GQS) A 0 B 2 0 3 0 4 5 200 200 6 200 7e,f,g,h 0 8 Approach end of runways expected to accommodate instrument approaches having visibility minimums but < 1 statute mile, day or night 200
Dimensional Standards*, ft C 150 D 500 E 2,500
Slope/ OCS
15:1
2,250
2,750
20:01
1,500
8,500
20:1
200 200
1,700 1,900
10,000 10,000b
20:1 20:1
1,900
10,000b
20:1
width runway +100 400
10,000b
30:1
1,900
10,000b
20:1
Approach end of runways expected to accommodate instrument approaches having visibility minimums < statute mile or precision approach (ILS, GLS, or MLS) day or night Approach runway ends having category II approach minimums or greater Departure runway ends for all instrument operations Departure runway ends supporting air carrier operationsc
1,900
10,000b
34:1
10 11 12
The criteria are set forth in TERPS Order 82603 0d 0d See Fig 6-30 See Fig 6-31 40:1 625:1
Dimensional standards illustrated in Fig 6-29 Notes: a Lighting of obstacle penetrations to this surface or the use of a VGSI, as defined by the TERPS order, may avoid displacing the threshold b 10,000 ft is a nominal value for planning purposes The actual length of these areas is dependent upon the visual descent point position for 20:1 and 34:1 and decision altitude point for the 30:1 c Any penetration to this surface will limit the runway end to nonprecision approaches No vertical approaches will be authorized until the penetration(s) is/are removed except obstacles fixed by function and/or allowable grading d Dimension A is measured relative to departure end of runway (DER) or TODA (to include clearway) e Data collected regarding penetrations to this surface are provided for information and use by the air carriers operating from the airport These requirements do not take effect until January 1, 2009 f Surface dimensions/obstacle clearance surface (OCS) slope represent a nominal approach with 3 GPA, 50 TCH, < 500 HAT For specific cases refer to TERPS The obstacle clearance surface slope (30:1) represents a nominal approach of 3 (also known as the glide path angle) This assumes a threshold crossing height of 50 ft Three degrees is commonly used for ILS systems and VGSI aiming angles This approximates a 30:1 approach angle that is between the 34:1 and the 20:1 notice surfaces of Part 77 Surfaces cleared to 34:1 should accommodate a 30:1 approach without any obstacle clearance problems g For runways with vertically guided approaches the criteria in Row 7 is in addition to the basic criteria established within the table, to ensure the protection of the glide path qualification surface h For planning purposes, sponsors and consultants determine a tentative decision altitude based on a 3 glide path angle and a 50-ft threshold crossing height
TABLE 6-17
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