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Airport Toolbox 37
tion from the runway threshold. The most basic runway markings include the runway designa-
tion (numbers) and a centerline. Additional markings, which are based on the type of instrument
approach, include threshold markings, aiming points, and runway edge markings. For an air-
port to accommodate new generation GA aircraft with instrument approach capability, at least
nonprecision runway markings are recommended (see Figure 5-5).
5.2.10 Taxiways
The runway allows an aircraft to land and take off,
but other airfield infrastructure increases the margin Key Taxiway Questions
of safety and utility of an airport. Taxiways facilitate
Is a parallel taxiway in place?
the movement of aircraft on an airport, enhance air-
If a parallel taxiway is not in place, are
port capacity, and support instrument approaches.
additional taxiways needed to support the
The provision of a parallel taxiway avoids the need
desired instrument approach?
for aircraft to back-taxi on a runway. This increases
What is the condition of the taxiway pave-
the margin of safety at an airport and increases the
ment and markings?
amount of time the runway is available for arriving
Is the taxiway lighted or does it have
and departing aircraft. Per FAA AC 150/5300-13, Air-
reflectors?
port Design, Appendix 16, any instrument approaches
with visibility minimums less than 1 mile require a
parallel taxiway.
There are two types of infrastructure to support aircraft taxiing operations: taxiways and taxi-
lanes. Taxilanes are located within apron and hangar areas, where aircraft are assumed to be mov-
ing more slowly; thus, the FAA allows for some reduced clearances from other objects. Taxiways
are used to provide access to all other areas of the airport. Table 5-4 summarizes taxiway standards
for new generation GA aircraft.
5.2.11 Wildlife Hazard Management
In addition to providing the appropriate infrastructure, the airport operator also needs to pro-
vide a good operating environment for users of the facility; this includes minimizing potential
hazards at the airport. The more activity and the larger the aircraft using the airport, the more
important wildlife hazard management becomes. Airports certified under FAA Part 139 are
required to consider wildlife hazard identification and mitigation as part of the certification
process. Other airport operators may want to consider wildlife hazard management as well. As
identified in the joint FAA-US Department of Agriculture (USDA) Wildlife Hazard Management
Source: FAA Advisory Circular 150/5340-1J, Standards for Airport Markings.
Figure 5-5. Recommended markings.
