Download - MIL-HDBK-1021-1

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~ [NCH-POUND IMIL-HDBK-lU21/l29 June 1990SUPERSEDINGNAVFAC DM-21.1NOVEMBER 1984

MILITARY HANDBOOK

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AIRFIELD GEOMETRIC DESIGN

AMSC NIA AREA FACR

DISTTUBUTION ~ATEMENT A APPROVED FOR PUBLIC RELEASE: DISTRIBUTION ISUNLIMITED I

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ABSTRACT

Basic criteria regarding airfield and heliport geometric design areprovided for use by experienced architects and engineers. This designcriteria consists of dimensions, clearances, and grades for airfield orheliport operational areas. The contents include airfield orientation,runways, taxiways, helipads, aircraft parking aprons, and other airfieldpavements.

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MIL-HDBK-lo21/l

FOREWORD

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This military handbook for airfield geometric design is one of a seriesdeveloped from an extensive reevaluation of facilities in the shoreestablishment, from surveys of the availability of new materials andconstruction methods, and from selection of the best design practices of theNaval Facilities Engineering Command (NAVFACENGCOM) , other Governmentagencies, and private industry. This handbook includes a modernization ofthe former criteria, and the maximum use of national professional society,association, and institute codes. Deviations from these criteria should notbe made without the prior approval of the NAVFACENGCOM Headquarters (CodeDS02).

Design cannot remain static any,more than can the naval functions it servesor the technologies it uses. Accordingly, recommendations for improvementare encouraged from within the.Navy and from the private sector and should befurnished on the DD Form 1426 provided inside the back cover to Commander,Atlantic Division, Naval Facilities Engineering Command, Code 04A4, Norfolk,VA 23511-6287; commercial telephone (804) 444-9970. MIL-HDBK-1021/l cancelsand supersedes NAVFAC DM-21 .1 dated November 198L.

THIS HANDBOOK SHALL NOT BE USED AS A REFERENCE DOCUMENT FOR PROCUREMENT OFFACILITIES CONSTRUCTION IT IS TO BE USED IN THE PURCHASE OF FACILITIESENGINEERING STUDIE5 AND DE51GN (FINAL PLAN5, SPECIFICAT10N5, AND COSTESTIMATES) . DO NOT REFERENCE IT IN MILITARY OR FEDERAL SPECIFICATIONS OROTHER PROCUREMENT DOCUMENTS .


CriteriaManual

MIL-HDBK-lo21/lII ..-. . . . . . . .-- . ,.

MI L-HUMK-l UZL/2

DM-21 .03

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DM-21.6

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DM-21.9

MIL-HDBK-lo21/l

AIRFIELD PAVEMENT DESIGN MANUALS

Title PA—

Airfield Geometric Design

General Concepts for Pavement Design

Flexible Pavement Design for Airfields

Rigid Pavement Design for Airfields

Soil Stabilization for Pavement

Airfield Subsurface Drainage andPavement Design for Frost Conditions

Airfield Pavement Evaluation

Skid Resistant Runway Surfaces

LANTDIV

WESTDIV

u.S. Army

WSSTDIV

SOUTHDIV

SOUTHDIV

HDQTRS

HDQTRS

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Section 11.11.2.1.3

Section 22.1”2.1.12.1.2.2.1.32.1.42.22.32.42.4.12.4.22.4.32.5

Section 33.13.1.13.1.23.1.33.23.2:13.2.23.2.33.2.43.33.3.13.3.23.3.33.3.43.3.53.3.6

Section 44.14.24.2.1

,, 4.2 .1.14.2. i.24.34.3.14.3.2

MIL-HDBK-lo21/l

AIRFIELD GEOMETRIC DESIGN

CONTENTS

!2ss

INTRODUCTIONScope .................................................... 1Cancel lation ........................................... 1

Related Criteria ........................................ 1

RUNWAY FACTORSAirfield Types and Missions ............................. 3Air Station s............................................ 3Master Jet Air Station ..... ............................. 3Air Facilit ies.......................................... 3Other Air Installations.. ......................... .’.... 3Land and Airspace Requirements ........................... 3Airfield Traffic ........................................ 3Runway .Systems .......................................... 3Single Runway ........................................... 9Parallel Runways........... ............................. 9Triangular .Runways................................ .. .. 9

Runway Class ification. .................................. 9

WIND COVERAGE STUDIESBasic Considerat ions..... ...............................11Meteorolog ical Conditions ...............................11Wind Velocity and Direction. ............................11Use of Wind Rose Diagrams. ...............................12

Wind Coverage Requirements for Runways. .................12Prima ry Runways....................................... .12

Second ary Runway s........ ......................... ......12Maximum Allowable Crosswind Components. .................12Allowable Variations of Wind Direction. .................12Additional Considerations ...............................16Obstruct ions ............................’................16Restricted Areas ........................................16Built-Up Areas ..........................................16

Neighbor ing Airport s..... ...............................16Topography ..............................................16Soil Conditions .........................................16

RUNWAYSDesign Criteria ..................... ......................17Design Requirement s........ .............................17Layout ..................................................17Runway Orient ation .........’.............................17Runway Lateral Clearances ...............................17Runway Length ...........................................17Correct ions.............................................17

Temperature Measurements. ...............................25

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4.44.4.14.4.24.54.5.14.5.2

I 4.5.34.5.3.14.5.3.24.5.3.34.5.3.4

Section 55.15.25.2.15.2.25.2.35.2.45.2.55.35.45.55.6

Section 66.16.26.36.3.16.3.26.3.3

Section 7l.17.27.2.17.2.27.2.37.2.47.2.57.37.3.1

Section 88.18.28.2.18.2.28.38.3.1

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EsIs!?

Pavement ................ .. . . . ........25Runway ..................................................25Runway Shoulders ........................................25Other Areas ........................................... .25

Intermed iate Areas ......................................25Overrun Areas ...........................................25Clear Zones .............................................34Clear Zone (Type I)........ .............................34Clear Zone (Type II)....... .............................34Clear Zone (Type III) ...................................34Grading Requirements ....................................34

HELICOPTER LANDING AREAFunction ................................................39Common Criteria .........................................39Pavement Type ...........................................39Wheel Loads and Tire Pressures. .........................39Identif ication Marker... ................................39Wind Indicator ..........................................39Clearance Surface Intersect ion..........................39Helicopter Practice Pads ................ ................39Helicopter Runway s....... ...............................39Helipads ................................................46Helicopter Landing Lanes. ...............................46

TAXIWAYSCriteria ................................................53Function ................ .. .. .. ... ... ........53Design Requirement s...... ...............................53Taxiway Layout ..........................................53Taxiway .Criteria........................................53Runway Exit Criteria ....................................53

APRONSCriteria ................................................63Aircraft Parking Aprons.. ...............................63Clearance s..............................................63Pavement................... .............................63Area ....................................................63Service Point s..........................................63Tiedown Mooring Eyes..... ...............................67Aircraft Access Apron ...................................67Pavement ............’....................................67

OTHER AIRFLELD PAVEMENTSConfiguration and Grading Criteria ......................71Aircraft Washrack .......................................71Location ................................................71Design Requirement s...... ...............................71Aircraft Rinse Facility.. ...............................71Location ................................................71

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● 8.3.28.48.4.18.4.28.4.38.4.48.4.58.58.5.18.5.28.68.6.18.6.28.6.38.6.48.6.58.78.7.18.7.28.7.38.88.8.18.8:28.8.3

Figure 123

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5..

67

89

111213 .1415161718

Design Requirement s...... ...........’...1.......’........’.72Aircraft Compass Calibration Pad ........................72Location ................................................72Pavement .................................................73Acce~~Ta~iway ...............’...........................73

Elect rical.Requirement s.:. ~.............................73Pavement Marking s...:.... ...............................73Arming and De-arming Pad... .............................73Location ................. ...............................73

Pavement ................................................73

Line Vehicle Parking ....................................73Location ................................................73

Area Required ...........................................78Surfacing ...............................................88

. Shelter .................................................88

Light ing................................................88Towway ..................................................88Pavement ................................................88

Specific Requirement s.... ...............................88. .Modiflcatlon ...........................’.................88

Ordnance Handling Pad.... ...............................88. .Location ................................................93Pavement .................”......................... .....93

Miscellaneous Items .....................................93

FIGURES

Wind Rose (15-Kn&t Crosswind Coinponent)...................13Determination of Runway Direction Using Wind Rose. ........14Allowable Wind Variations for 10.4 and 1.5-KnotBeam Wind Component s..... .................................15Pl:n .- Sing~e Runway - Class A Runway and Basic‘Training Outlying’ Field (T-34 Aircraft )... ................22Plan -Single Runway-Class B ............................23

“Typical Layout Class B Dual Runways.................. .....24“Runway, Taxiway and Primary Surface TransverseSections ..................................................27Class B Runway ’Taxiway ‘Turnoffs Longitudinal Section. .....28Longitudinal Overrun Grades (Fleet Support andAdvanced Train ing Airfields) ..............................30Longitudinal Overrun Grades (Basic TrainingOutlying Fields: T-34 Aircraft Only) .I....................31Runway and Overrun Longitudinal Profile:... .. ........ .32Overrun Transverse Sections ...............................33Class A Runway - Overrun and Clear Zone’Grades. ...........35OLF (T-34) Runway - Overrun and Clear Zone Grades. ........36Class B Runway - Overrun and Clear Zone. ...................37Helicopter Practice Pad.,...................................41Helicopter VFR Runway... ...........’........................44Helicopter IFR Runway .....................................45

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FIGURES 1920212223

2425262728293031

Table 1234

56789101112131415161718

%s

VFR Helipad ...............................................49IFR Helipad ...............................................50Helicopter Landing Lane.. .................................51

Typical Runway and Taxiway Fillets Class B Runways. .......57Taxiway Intersections for Airfields Serving LargeTransport Aircraft Class B Runway s........................58Spacing Requirements--Normal Taxiway Turnoffs. ............59Typic al High-Speed Turnoff ................................60Typic al Access Apron Plans. ...............................68Typical Compass Calibration Pad Plan ......................84Arming and De-arming Pad. .................................85Typic al Site Plan Vehicle Parking. ........................87Typic al Line Vehicle Shelters. ............................90Towway Criteria ...........................................92

TABLES

Runway Classification by Aircraft Type. ...................10Runway Pavement Criteria. .................................lBRunway Shoulder Design Criteria. ..........................26Runway Overruns Including Stabilized Area, Overrun Area,and Blast Protective Pavement .............................29Clear Zone Dimensions. ................................... 38Helicopter Practice Pads... ...............................40Helicopter Runway (VFR and IF)....................... ....42Helipad s.................. . .. ... ...........47Helicopter Landing Lanes... ...............................52Aircraft Taxiways (Fixed- and Rotary-Wing Aircraft). ......54High-Speed Taxiway Turnoff ................................62Aircraft Aprons (Fixed- and Rotary-Wing Aircraft) .........64Aircraft Parking Apron Service Point Requirements. ........66Access Apron Design Criteria. . ... ... ........69Aircraft Compass Calibration Pad Design Criteria. .........82Aircraft Arming and De-arming Pad Design Criteria. ........86Parking Area Requirements .................................89Design Criteria for Towways. ..............................91

Plate No. 110 AirspaceAirfield

110 AirspaceAirfield

110 AirspaceAirfield

110 Airspace

FACILITY PLATES

Zoning Quadrantal Sheet lo f 5..........4ConfigurationZoning Triangular 20 f 5..........5ConfigurationZoning Triangular 3of 5..........6ConfigurationZoning Parallel- 4of 5..........7

Perpendicular Airfield Configuration110 Airspace Zoning Parallel- 5of 5 ..........8

Perpendicular Airfield Configuration

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116-15116-15116-15116-15116-15116-15116-15116-15

Aircraft Rinse FacilityAircraft Rinse FacilityAircraft Rinse FacilityAircraft Rinse FacilityAircraft Rinse FacilityAircraft Rinse FacilityAircraft Rinse FacilityAircraft Rinse Facility

2ss!?

lo f 8..........742of 8..........753of 8..........764of 8..........775of 8 ..........786of 8 ..........797of8 ..........8O8of8 ..........8l

REFERENCES ........................................................95’

GLOSSARY .......................................................”...99

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Section 1: INTRODUCTION

1.1 =. This section includes general information and factors to beconsidered in the orientation of runways. Aircraft pavement criteria, includingaircraft facilities, structural design of rigid and flexible pavements,drainage, design for frost action, evaluation of existing pavements, marking ofairfield pavements, and hazards to air navigation are covered in succeedingdesign manuals in the DM-21 Series, Airfield Pavement Design. For definitionsand specialized terminology used in this manual , see Glossary.

1.2 Cancellation. This publication, MIL-HDBK-1021/l , Airfield Geometric

Design, CanCelS and supersedes NAVFAC DM-ZI .I, November 1984, DefinitiveDrawings DD-129177411776, and “incorporates criteria published in the JointService Manual NAVFAC P-971, Airfield and Heliport Planning Criteria,

1.3 Related Criteria. Additional criteria related to Navy airfield typesand missions, airfield locations, air and space requirements, and runway andtaxiway system configurations may be found in NAVFAC P-80, Facility PlanningFactor Criteria for Navy and Marine Corps Shore Installations; NAVFAC P-80. 3,Airfield Safety Clearances, and NAVFAC P-970, Planning in the Noise Environment .

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Section 2: RUNWAY FACTORS

2,.1 Airfield Types and Missioris’. Navy and Marine Corps airfields areclassified by mission as air stations, air facilities, auxiliary landing fields,or outlying fields. Airfield layout is determined by the mission and n~nber and

tYPe9 of supported activities. Airfields also may be categorized by the typesof aircraft for which facilities are provided.

2.1.1 Air Stations. Naval Air Stations (NAS) and Marine Corps Air Stations(MCAS) may be fleet support air stations; training command air stations;

research, development, test, and special air stations; or overseas air stations.

2.1.2 Master Jet Air Station. The parent NAS or MCAS within a regional fleetsupport command which has under its operational control a minimum of twosatellite installations for such activities as instrument training, fleetcarrier landing pract~ce , and ordnance training

2.1.3 Air Facilities. Naval Air Facilities (NAF) and Marine Corps AirFacilities (MCAF) may be for fleet support or for some special requirement suchas Marine Corps rotary-wing observation and transport aircraft or support ofresearch, development, test, and special missions

2.1.4 Other Air Installations.

‘a) Auxiliary landing fields may be.either Navy (NALFs) or Marine

Corps (MCALFS), and provide only minimum support.

‘o1,b) Outlying fields, either Navy (NOLFS) or Marine Corps (MCOLFS),

generally provide only a landing area.

2’.2 Land and Airspace Requirements. See.NAVFAC P-80 and NAVFAC P-80.3 andFacility Plate No. 110. The space required for airfields includes the landarea required for runways, taxiways, aprons, and other station facilities, aswell as the adjacent airspace required for the safe arrival and departure ofaircraft. Typical airspace zoning requirements are shown for quadrantal ,triangular, and parallel-perpendicular runway configurations in the fivefacility plates comprising Facility Pl?te No. 110. Airfield layoutconsiderations include runway orientation, mission requirements, ultimatedevelopment, local terrain, expected type and volume of air traffic,restrictions due to obstacles OK surrounding community, traffic patterns suchas the arrangement of multidirectional approaches and takeoffs, noise impact, ‘and aircraft accident” potential

2“.3 Airfield .Traffic. A single runway accommodates a fixed maximum numberof Instrument Flight Rule (IFR).movements per hour; however, a differentmaximum capability exists for Visual Flight Rule (VFR) operations. Thesemaximums are di<ectly related to the type of aircraft using the airfield, mixof different types, mission, runway length, number and location Of runwaYexits, taxiways, and other factors. Provision of dua”l runways or-

1 simultaneously usable runway systems may be indicated as a result of adetailed traffic capacity study.

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“o 2.4 Runway Systems. The choice among the various runway systems andconfigurations which may be used is governed by such factors as missionrequirements, possible ultimate developments, local terrain conditions, and

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IMAGINARY SURFACE PROFILE A-AVERTICALSC&E EXA6GERAlI0

3. THEPRIM4RYSURFACEIS LON61TUDINN.LYCENIERCOONIHE RUNWAYU@ UTWJS 200 FEETUEYOIM7HE RUNWAYEl@. FoR WIDTHOF PRIM4RYSURFACfSEENAvFACP+o.3OAIRFICLO!)AFEIY Cl.CARANC2S.-

;AN /

,. FWJRF&~!lCES SEENAV7ACP-SO.S .AIRFIELD

5. MINlmM OI=NS!ON OF CWTRN HUB IS 3,000 f= SQUARCTO ALLOW91UILTAWEOU3LANDINGSANDTAKCOFFSFROMFOUROIRECTIONS.WIMUAIM FLIGHTPMTEWU PERMll_flNOANDWITHRIQIUY CONTROLLEDAPPROACHPRO_RE.

NOTTO SCUE

‘1 TLE Airspace Zoning DATE FACILITY PLATE NO. SHEET

Quadrantal 5[87 110 I of5Airfield Configuration

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“aIn-E” - Airspa-ce -Z”on-;ng DATE FACILITY PLATE NO. SHEET

Triangular 5/87 110 2of5Airfield Configuration

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AIRSPACE IMAGINARY SURFACES

ISOMETRICNOT TO SCALE

“ITLE Airspace Zoning DATE FACILITY PLATE NO. SHEET

Triangular 5/87 110 3of5Airfield Can figuration

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18000~ PLUS THE;!PPA:T_~

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THIS DRAWINOCWICTS AIRSPA= ZOMINOCRITERIA SURROUM)INOA TYPICAL blRFK1.0 CONFIMIRATION W17WINAN AREA OF APPROL10 MILE RADIU!l. THESE CRITERIA PROVIE OIJIDANC=IN~#lM~N&R~:TA7E nrrmEsTs nmumm ro~ maw

IITHE AIRFIELD 0.EVATlON IS TIK ELEVATIONOF lME HIGHESTPOINT OF THE U3A0LE L4ND1N6AREA. II~E PRIMARY 8uRFACE IS LONO1llJD!NALLY CSNTEBEDONTHE RUNWAYAm EXTEND9 200 FEET BEYoND THE RUNWAYENDS. FOR WIDTH OF PRIMARY SURFACESEE NAVFACP-eO.3 -L‘AIRFIELD S4FETY CLEARAllCES.O

*OR AIRFIELD CLEARANCESSEE NAWAC P-80,5 ‘AIRFIELD9M-ETY CLEAF7AMCES..

PARALLEL auNwbv MINIWM 9WARATION omrmcm BETWEENCi?NT’ERLIMESI

(Al 4,300 FEET FOR SIUILTANEOUS IFR APPRObCM.

(01 l.f:fc;~E FOR SIMULTANEOUS VFR OPERATIONS IN SAMEDI

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TIiLE : A(rspace Zoning DATE FACILITY PLATE NO: SHiE

Porallel -Perpendicul”ar : 5/87 .110 .”” 4 of-Airfield Configuration . .

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AIRSPACE IMAGINARY SURFACES

ISOMETRICNOT TO SCALE

‘ITLE Airspace Zoning DATE FACILITY PLATE NO. SHEET

Parallel-PerpendicularAirfield Configuration

5/87 110 5of5

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orientation requireddual runway systems,shown in Section 4.

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by local wind conditions. Typical layouts of single and

dimensions, lateral clearances, and separation criteria areThe principal runway systems are as follows:.,

2.4.1 Single Runway. A single runway is the least flexible and lowestcapacity system. The capacity of a single runway system will vary from

aPPrOXimaielY 40 to 50 operations per hour under IFR conditions “and up to 75operations per hour under VFR conditions. . .

2.4.2 Par’alle”lRunways. Parallel runways are the most commonly used systemsfor increased capacity. In some cases parallel runways may be staggered withthe runway lengths overlapping and with terminal or service facilities locatedbetween the runways. When parallel runways are closely spaced the capacityunder vFR conditions is increased but not under IFR conditions.

,.

2.4.3 Triangular Runways. Triangular runways may be either the open-V or theintersecting type of runway. The triangular system is adaptable to a widervariation of wind conditions than the parallel system. When winds are mild bothrunways may be used simultaneously. An open-V system will have a greatercapacity than the intersecting system.

2.5 Runway Classification. Table 1 classifies Class A and Class B runwaysby aircraft type. Class A runways are primarily intended for small lightaircraft and do not have the potential for development to heavy aircraft use orfor which no foreseeable requirement for swsh “se exists. Ordinarily, less than10 percent of runway operations involve aircraft in the Class B category, andthe runways are less than 8000 feet long. Class B runways are all otherfixed-ving runways.

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TABLE 1Runway Classification by Aircraft Type

1

Class A Runways Class B Runways

c-1

c-2

c-4

C-6

c-7

C-12

c-45

C-47

C-117

E-1

E-2

0-1

0-2

Ov- 1

Ov-lo

s-2

T-28

T-34

T-41

T-42

T-&4

u-lo

U-11

U-21

UV-18

v-22

A-3

A-4

A-5

A-6

A-7

A-8

A-10

A-18

Av-8

B-1

B-52

B-57

c-5

c-9

c-lo

C-14

C-15

c-118

C-121

c-123

C-130

C-131

C-135

C-137

C-140

C-141

E-3

E-4

F-4

F-5

F-8

F-14

F-15

F-16

F-17

F-18

F-1OO

F-101

F-104

F-105

F-106

F-Ill

P-2

P-3

s-3

SR-71

T-2

T-29

T-33

T-37

T-38

T-39

TR- 1

u-2

1Only symbols for basic mission aircraft or basic mission aircraft plus type

are used . Designations represent entire series. Runway classes in this tableare not related to aircraft approach categories.


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Section 3: WIND COVERAGE STUDIES

3.1 Basic Considerations. Establish tentative runway orientations by awind coverage study. Adjust tentative orientation for maximum constructioneconomy and for ease of future expansion, but comply with operation runwayorientation requirements

3.1.1 Meteorological Conditions. Determine average weather conditions for atleast the last 5 years. Ascertain frequency of occurrence, singly and incombination, for: wind (direction and velocity) , temperature, humidity,barometric pressure, clouds (type and amount), visibility (ceiling),precipitation (type and “amount), thunderstorms, and any other unusual weatherconditions peculiar to the area.

a) Usable Data. Use only data which give representative averagevalues. For example, do not consider extremes of wind velocity duringinfrequent thunderstorms of short duration.

b) Source of Data. Obtain meteorological data from one or more of thefollowing sources:

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

National Weather Service ,.

Bureau of Reclamation

U.S. Forest Service

Soil Conservation Service

Federal Aviation Administration

U.S. Army Corps of Engineers

Navy Oceanographic Office

U.S. Geological Survey

3.1.2 Wind Velocity and Direction. The following are the most importantmeteorological factors determining runway orientation:

a) Composite Wind Rose. When weather recording stations are 10catednear a proposed site and intervening terrain is level or slightly rolling,.prepare a composite wind rose from data of surrounding stations.

b) Terrain. If intervening terrain is.nmuntainous or contains lakesor large rivers, allow for their effects on wind velocities and directions byjudgment, after study of topographical information and available meteorologicaldata.

c) Additional Weather Data. Consider wind directions and velocitiesin conjunction with visibility, precipitation, and other pertinent weatherinformation.

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d) Wind Distribution. Determine wind distribut ion to accompanyinstrument flight rule (IFR) conditions when considering orientation of aninstrument runway.

3.1.3 Use of Wind Rose Diagrams. For a typical wind rose diagram (relativefrequency and average strength of winds from different directions) , components,and supporting data, see Figure 1. Prepare a wind rose diagram for each newrunway in the planning stage.

.9) Special Conditions. Wind rose diagrams for special meteorologicalconditions, such as wind velocities and directions during IFR conditions, shouldbe prepared when necessary for local airfield needs .

(1) Wind Direction. Use radial lines to represent compassdirections based on true north, and concentric circles, drawn to scale, torepresent wind velocities measured from the center of the circle.

(2) Calm Wind. Use the innermost circle to encompass calm periodsand wind velocities up to the allowable crosswind component for the airfieldunder consideration (15 knots or 17.3 miles per hour on Figure 1).

(3) Computations . Compute percentages of time that winds ofindicated velocities and directions occur, and insert them in the segmentsbounded by the appropriate radial direction lines and concentric wind velocitycircles. Express percentages to the nearest tenth, which is adequate andconsistent with wind data accuracy.

b) Desired Runway Orientation. For the use of wind rose diagrams indetermining desirable runway orientations with respect to wind coverage, see ●Figure 2.

3.2 Wind Covera Ke Requirements for Runways. Place runways to obtain atleast 95 percent wind coverage.

3.2.1 Primary Runways. Orient a primary runway for the maximum possible windcoverage. See Figure 2 for the method of determining wind coverage.

3.2.2 Secondary Runways. Where wind coverage of the primary runway is lessthan 95 percent or in the case in some localities where during periods ofrestricted visibility the wind is from a direction other than the direction ofthe primary runway, a secondary (crosswind) runway is required. Normallysecondary runways will not be planned without prior authorization from Naval AirSystems Command. The secondary runway will be oriented so that the anglebetween the primary and secondary runway longitudinal centerline is as near 90degrees as is feasible considering local site conditions and the need to providemaximum crosswind coverage.

3.2.3 Maximum Allowable Crosswind Components. Select these componentsaccording to type of aircraft, as follows : (1) tricycle gear aircraft, 15.0knots, and (2) conventional gear aircraft, 10.4 knots.

3.2.4 Allowable Variations of Wind Direction. See Figure 3 for allowablewind directions.


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NOTE: TOTAL WIND COVERAGE ..FOR RUNWAY 14-32 EXCEEDS 95%THEREFORE ACROSS RUNWAY ISNOT REQUIRED

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Figure I. Wind Rose (15-Knot Crosswind Component)

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I$I EQUIVALENTS Fol? ,0.4 KNOTT BEAM WIND COMPONENT

Figure 3Allowable Wind Variations For 10.4 And 15-Knot

Beam Wind Components

I 15


MIL-HDBK-lo21/l

I

3.3 Additional Considerations. In addition to meteorological and windconditions, the following factors must be considered:

3.3.1 Obstructions. A specific airport site and the proposed runwayorientation must be known before a detailed survey can be made of obstructionswhich affect aircraft operations. Runways should be so oriented that approachesnecessary for the ultimate development of the airfield are free of allobstructions.

3.3.2 Restricted Areas. Restricted areas are shown on sectional and localaeronautical charts. Runways should be so oriented that their approach anddeparture patterns do not encroach on the restricted areas.

3.3.3 Built-Up Areas. Airfield sites and runway alignment should be selectedand the operational procedures adopted which will be the least objectionable tolocal inhabitants. See OPNAVINST 11010.36, Air Installations Compatible UseZone (AICUZ) Program, for guidance.

3.3.4 Neighboring Airports. Existing and potential holding and other trafficpatterns of airfields in the area should be studied, and adequate separationbetween these patterns should be provided to avoid air traffic conflicts.

3.3.5 Topography. Avoid sites which require excessive cuts and fills.Evaluate the effects of topographical features on: airspace zoning, grading,drainage, and possible future runway exte”sic.”s

3.3.6 Soil Conditions. Evaluate soil conditions at potential sites tominimize settlement problems, heaving from highly expansive soils, high groundwater problems, and construction costs

16


MIL-HDBK-lo21/l

Section 4. RUNWAYS

4.1 Design Criteria. This section contains design criteria for both fixed-and rotary-wing aircraft runways, including procedures for orientation and forrunway length determination. In addition, criteria are provided for design ofthe surfaces of the runway shoulders, overrun area, stabilized area, blastprotective pavement, and clear zone. See Table 2 for lateral runway clearancecriteria. ,.

: The number of runways required at an airfield, and their geometry, aredetermined from analysis of wind coverage, expected traffic density, aircrafttype, mission, local development planning, terrain evaluation, and otherpertinent factors.

4.2 Design Requirements. Design includes the layout, grading, and drainageof the runway or runways, the dimensions and strength of the runway pavementand shoulders, and the requirements of other areas such as the overrun andintermediate area, blast protective pavement, and the clear zone.

4.2.1 m. Runway layout includes selection of runway system, orientationof principal and crosswind runways, and the lateral clearances which arerequired.

4.2.1.1 Runway Orientation. The runway shall be aligned based on analysis ofthe wind data, terrain, local development, operational procedures, and otherpertinent factors (see Section 2) . Data for wind analysis may be obtainedthrough the Navy Oceanographic Off ice

4.2. 1.2 ,Runway Lateral Clearances. The minimum separation distance from therunway centerline to the runway clearance line shall be 500 feet for Class Arunway; 1000 feet for Class B runway (runways at air stations established beforeJune 1981 may be 750 feet, see NAVFAC P-80.3) , and to the taxiway centerline,500 feet. The runway clearance line is the lateral limit of the primary surfaceand the beginning of the transition surface (7:1 side slope) as shown in Figures4, 5, and 6. For basic training outlying fields, propeller aircraft, theminimum separation distance from the runway centerline to the runway clearanceline shall be 500 feet, and the transition surface slopes upward at 2:1 for T-34aircraft and 7:1 for all others from the runway clearance line to an elevationof 150 feet. Minimum distance between centerlines of paral Iel runways used forsimultaneous takeoffs or landings in the same direction shall be 1000 feet forFR and 4300 feet for IFR operations. See Table 2 for additional lateralclearance criteria. Typical, runway, taxiway, and primary surface transversesections are in Figure 6.

4.3 Runway Length. Compute length of runway as prescribed in NAVFAC P-80.

4.3.1 Corrections. The basic runway length, determined by aircraftcharacteristics, shall be corrected for.nonstandard conditions of altitude andtemperature ‘and for runway gradient, if appropriate, and a safety factor shal1be used to account for indeterminate corrections.

17 -


MIL-HDBK-lo21/l

TABLE 2Runway Pavement Criteria

Item Criteria

Strength and type MIL-HDBK-1021/2/4 and NAVFAC DM-21 .3.of pavement

Smoothness

Length

Width:

Class A Runway

Class B Runway

Maximum longitudinal grades :

Class A and B Runways

Longitudinal grade changes :


Maximum irregularity shall be:Rigid Pavement ~ 1/8 inch in 10Flexible Pavement + 1/4 inch in

For computation of runway lengths,NAVFAC P-80.

75 feet minimum - 200 feet maximum.

feet.10 feet

see

seeNAVFAC P-80.

200 feet.

l%. Hold to minimum practical .O.B% in

Maximumpoint

MaximumO.io%

first and last 3000 feet.

allowable grade change at a vertical ●-of intersection (PI) is 1.5%.allowable rate of grade change isper 100 lineal feet of runway

for new construction.

Exception: 0.167% for thin overlays onexistinE construction prior to1989. -

Exception: 0.3% at basic trainingoutlying fields.

Exception: 0.4% for edge of runwaysrunway intersections.

at

Maximum rate of longitudinal grade changeis produced by vertical curves having 1000foot lengths for each percent ofalgebraic difference between the twogrades. Where more than one grade changeoccurs, the distance between twosuccessive points of intersection (PIs)will be no less than 1000 feet and two

successive distances between PIs will notbe the same

18


MIL-HDBK-1021/l

TABLE 2 (Centinued)Runway Pavement Criteria

Item Criteria

Class A Runway

Class B Runway

Sight distance:

I

I

I

Class A Runway

Class B Runway

Transverse grades:


Fillets at intersectionsof runways

Runway marking

Elevation differences

Runway lateral clearance

No grade change is to occur within 1000feet of the runway end.

No grade change is to occur within 3000feet of the runway end.

3000 feet minimum.Any two points 5 feet above the pavement

must be mutually visible for the distanceindicated.

5000 feet minimum.Any two points B feet above the pavement

must be mutually visible for the distanceindicated.

From centerline of runways1.0% minimum,1.5% maximum.

Selected slope is to remain constant forlength of runway, except at runwayintersections where pavement surfacesmust be warped.

Minimum radius same as at intersection oftaxiways and runways. See Figure 22.

See NAVAIR 51-50AAA-2.

Maximum: 5 feet between crowns of parallelrunways; 10 feet between crowns of runwayand parallel taxiway.

distance (Primary surface) :

Class A Runway ’500 feet.

.19

1’1. J


MIL-HDBK- 1021/l

TABLE 2 (Continued)Runway Pavement Criteria

Item Criteria

Class B Runway 1000 feet.

Measured perpendicularly from centerline ofrunway. This distance is to be clear offixed and mobile obstacles. Where the

- lateral clearance distance has beenestablished according to the previous 750foot criteria the 750 foot distance mayremain. See NAVFAC P-80.3. For new run-wayconstruction at existing air installationsNAVFAC Headquarters should be consulted forcriteria.

Runway lateral clearance In addition to the lateral clearancedistance (Primary surface) criteria, the vertical height restriction(Continued) on structures and parked aircraft as a

result of the 7:1 transitional slope mustbe taken into account.

(1) Fixed obstacles include manmade or naturalfeatures such as buildings, trees, rocks,terrain irregularities and any otherfeatures constituting possible hazards to ●-moving aircraft. Siting exceptions forfrangibly mounted air navigational aidsand meteorological facilities are inNAVFAC P-80.

(2) Mobile obstacles include parked aircraft,parked and moving vehicles, railroad cars,and similar equipment. Taxiing aircraftand emergency vehicles are exempt fromthis restriction.

(3) Parallel taxiways for Navy and MarineCorps airfields may be located withinthe lateral clearance distance at least500 feet from centerline of runway tocenterline of taxiway.

(4) Abovegro”nd drainage structures are notallowed but may be individuallyreviewed. Drainage slopes of up to a10:1 ratio are permitted for all runwayclasses, but swales with more gentleslopes are preferred.

20


MIL-HDBK- 1021/1

TABLE 2 (Continued)Runway Pavement Criteria

1:

,, ..

Item Criteria

Longitudinal grades withinprimary surface :.

Class A and B Runways 10.0% maximum..

Exclusive of pavement, shoulders , and coverover drainage structures.;.

-> Slopes are to be gradual as practicable.

Avoid abrupt changes or sudden reversals. ‘,

.- Rough grade to the extent necessary toprevent d,amage to aircraft in the eventof erratic performances.

Transverse grades withinprimary surface:

Class A and B Runways.. ,

2.0%-minimum prior to channel ization~

10.0% maximum.

Additional requirements same as given forthe longitudinal grades within primarysurface.

Distance between centerlinesof parallel runways:

Class A Runway Not applicable.

Class B Runway 1000 feet vFR4300 feet IFR using simultaneous

approaches .

21


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1.

MIL-HDBK-1021 /1

4.3.2 Temperature Measurements. When new runways are designed for existingairfields, measure air temperature at a point 5 feet above the surface of anexisting runway or paved area, and correlate with the mean highest temperaturerecorded by the National Weather Service or other long-term weatherobservations. Protect temperature measuring instruments from heat radiated bythe’pavement; For new air stations, compare temperatures 5 feet abovepavements of existing runways at nearest airport having recorded temperatures,and estimate the possible correction factor for the new site. When measuringair temperatures above existing pavements, select pavements with the same colorand composition as a proposed pavement, whenever possible .

4.4 Pavement. The strength and dimensions of the runway and the shouldersmust be determined.

4.4.1 w. Load-bearing capacity shall be provided for the wheel loadingsand tire pressures of the design aircraft in accordance with MIL-HDBK-1021/2 ,General Concepts for Airfield Pavement Design, MIL-HDBK-1021/4, Rigid Pa~ementDesign for Airfields, and NAVFAC DM-21 .03, Flexible Pavement Design forAirfields. For selection of pavement type’,see MIL-HDBK-1021/2,MIL-HDBK-1021/4, and NAVFAC DM-21 .03. High-speed jet aircraft need the maximumpracticable pavement surface smoothness a~tainable~ consistent with adequatebraking and nonskid characteristics. For dimensions, grades, and othercriteria, see Table 2.

4.4.2 Runway Shoulders. The inner 10 feet of the shoulder, contiguous to thelanding area pavement, shall be paved. See MIL-HDBK-1021/2, MIL-HDBK-1021/4,and NAVFAC DM-21 .03 for design loadings and thickness design procedure. Theremainder ,of the shoulder is not designed to support aircraft or vehicularloading. For dimensions and surfacing criteria, see Table 3.

4.5 Other Areas. The other areas include the intermediate areas betweenrunways and taxiways and the overrun and clear zone areas at the ends of therunway.

4.5.1 Intermediate Areas. Sizes of intermediate areas are determined byrunway and taxiway 1ayout. In width, the intermediate area extends from theedge of the runway shoulder to the runway clearance line or to the edge of theshoulder of a parallel runway or taxiway, whichever comes first. For typicaldimensions and grade requirements for single and dual runway systems, seeFigures 4, 5, 6, 7, and 8. Intermediate areas shall be cleared, graded, andprotected against erosion.

4.5.2 Overrun Areas. For typical configurations of stabilized areas, blastprotective pavement, and overrun areas, see Figures 4, 5, and 6. Dimensions,grades, and surfacing of these areas shall be in accordance with criteria inTable 4. See Figures 9 through 12 for longitudinal grades and transversesections.

25


MIL-HDBK-lo21/l

TABLE 3Runway Shoulder Design Criteria

a

Item Criteria

Width:Class A Runway 25 feet on each side of runway.

Class B Runway 150 feet on each side of runway.

Longitudinal Grades: 1.0% maximum. Hold to minimumpractical. A 3.0 percentmaximum is permittedwhere arresting gear areinstalled.

Transverse Grades:Class A Runway

Class B Runway

Surface:Class A and B

Runways

Slope from runway pavement edge :5.0% first 10 feet, followed by 2.0%minimum to 4.0% maximum.2.0% minimum.4.0% maximum.Unpaved shoulders may be increased to5.0% for first 10 feet.

First 10 feet: Pave (SeeMIL-HDBK-1021/2/4 and DM 21.03 for designloadings and thickness designprocedure) . Remaining width of shoulder:Clear, grade, and grub all stumps andother obstructions to minimum depth of 1foot below finish grade. Control dustand erosion by vegetative cover, liquidpalliative, or combination of methods.

26


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I

oMIL-HDBK-lo21/l

TABLE 4Runway Overruns Including Stabilized Area, Overrun Area,

and Blast Protective Pavement

Overruns Width.. Length

Dimensions Class A

Class B

‘,. OLF (T-34) ,

Longitudinal Class A/OLFCenterline .“(T-34)

Grades :

Class B -

LongitudinalGrade Changes

Transverse Grade

Surfaces Class A & BPaved Overrun

.,

Class A 6 BUnpaved Overrun

-,

.

Blast Protection Class B Only

Equals width of R/W+ shoulders 1000 feet

Equals width of R/W+ shoulders 1000 feet

Equals width of .R/W+ shoulders 500 feet

First 200 feet same as last 1000feet of the “runway. Remainder 1.5%maximum.

First” 300 feet, same grade as last3000 feet of the runway. Remainder,1.5% maximum.

To avoid abrupt changes in gradebetween the first 300 feet of overrunand the remainder of overrun, themaximum change of grade is 2.O% per100 linear feet for Class B runways.

. .

See Figure 12.

Width - Runway width. ,,Length - Same as overrun.Pave as specified in DM-21 .03 andMIE-HDBK-1021/2/4. . . -Width - Same as runway shoulderwidths.Length - same as overrun.Treat same as outer part (exclusive offirst 10 feet) of runway shoulder.

Provide protective, pavement at all ClassB runway ends For tYpiCal laYOut, seeFigu~e .6. Fir pavement criteria,MIL-HDBK-1021/2/4, and DM-21 .03.

,’

29 -


MIL-HDBK-lo21/l

1000’

OVERRUNSEE FIGURES10 8 IIFORPROFILE

CLASS “A” RUNWAYNOT TO SCALE

50:/ APPR04CH-DEP4R TURF C1E4R4NCE SURF4CE

-r:;u::;:

~’fl+;;;;y;;;’

DESCENDINGTERRAIN

TYPE II CLEAR ZONE OVERRUNCLEAR AND GRAOE TO SEE FIGUREGENERALLY FOLLOW IIFOROVERRUN PROFILE PROFILE

CLASS “B” RUNWAYNOT TO SCALE

Figure 9Longitudinal Overrun Crades

(Fleet Supper; and Advanced Training Airfields)

30

—


MIL-HDBK-lo21/l

LEVEL TERRAIN

20: INOT TO SCALE

ASCENDING TERRAIN ,.

NOT .TO SCALE20,I 4PP~cH~EPgru5cL~RA~ sw&F4~To<oo~LEv.

.!: :d : ., ‘.

1.—

/NOTE (1)

. . 1000’

TYPE 1;;;;;;; ZONE TYPE I CLEAR zoN~

,,.DESCENDING TERRAIN ,

NOT TO SCALE

NOTE: (11 MAX LONGITUDINAL’GkAOE IN TYPE I CLEAR (B EYONO OVERRUN)IS 10%. MAX GRAOE CHANGE IS i 2% PER 100 FT. NO PARTOF THE TERRAIN, NATuRAL GROWTH OR ANY OBJECT SHALLPENETRATE THE APPROACH -Departure cLEARANcE suRFAcE IN,TYPE I OR III CLEAR ZONES. SEE TABLE 5.

NOTE: [2) TYPE- Ill CLEAR ZONE IS NOT GRAOEO. HOWEVER. NATURAL ““ .GROWTH IS TO BE TOPPEO 10 FEET BELOW THE APPROACH-OEPARTURE CLEARANCE SURFACE. NO PART OF THE TERRAINITSELF SHALL PENETRATE THE APPROACH -DEPARTURECLEARANCE SURFACE.

FiEure 10 -Longitudinal overrun Grades

(Basic Training Outlying Fields, T-34 Aircraft Only)

31


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33


MIL-HDBK-lo21/l

4.5.3 Clear Zones. These areas which include the overrun areas are shown inFigures 13, 14, and 15. All airfields shall have clear zones. See Figures 9

throug 11 for grades and Figure 12 for transverse section detail. Otherdesign criteria are shown in Table 5. The areas adjscent to the runway

thresholds require special restrictions to provide aircraft overrun areas andunrestricted visibility of airfield lighting. To accomplish this, clear zonesare specified for each class of runway and further, the clear zone issubdivided into Types I, II and III to define the degree of restrictive use.The standards herein are in conformance with clear zone sizes specified in theAICUZ program.

4.5. 3.1 Clear Zone (Type I). This zone is immediately adjscent to the end of

the runway. It should be cleared, graded, and free of above-ground objects(except airfield lighting) and is to receive special ground treatment orpavement in the area designated as the runway overrun. This type clear zone is

required at both ends of all runways.

4.5.3.2 Clear Zone (Type II). This zone is used only for Class B runways andis an extension of the Type I clear zone except that the width is reduced. TheType II clear zone shall be graded and cleared of all above-ground objectsexcept airfield lighting.

4 .5.3.3 Clear Zone (Type III). This zone is laterally adjscent to the Type IIclear zone for Class B runways and is used in lieu of the Type II clear zone atClass A runways and basic training OLFS used by T-34 aircraft Objects in thiszone shall not penetrate the approach-departure clearance surface. Trees,shrubs, bushes, or any other natural growth shall be topped 10 feet below the

approach departure clearance surface or to a lesser height if necessary toensure visibility of airfield lighting. Buildings for human habitation shallnot be sited in the Type III clear zone even if they would not penetrate the

apprOach-departure clearance surface. The land in this type clear zone is bestutilized for agriculture or permanent open space exclusive of agricultural useswhich would attract birds or waterfowl. Land uses which would include humanactivity for extended periods or group activities should be avoided. Traverseways (roads, railroads, canals, etc. ,) are permitted provided they would notpenetrate airfield imaginary surfaces after the height of the traverse way hasbeen increased by the distances specified in Section 11, paragraph B of NAVFACP-80.3.

4.5.3.4 Grading Requirements. The area to be graded is the Type I clearzones . Grades are exclusive of the overrun, but are to be shaped into theoverrun grade The maximum longitudinal grade change cannot exceed 2.0 percentper 100 feet The graded area is to be cleared and grubbed of stumps and freeof abrupt surface irregularities, ditches, and pending areas. No abovegroundstructures, objects, or traverse ways are permitted in the area to be graded,but gentle swales, subsurface drainage, covered culverts , and undergroundstructures are permissible. The transition from the graded area to theremainder of the clear zone is to be as gradual as feasible. No part of eitherarea can penetrate the approach-departure clearance surface. For policyregarding permissible facilities, geographical features, and land use in theremainder of the clear zone, refer to NAVFAC P-80.3. In addition, the Type IIclear zone shall be cleared and graded to generally follow the overrun prof ile..

34


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MIL-HDBK-lo21/l

TABLE 5Clear Zone Dimensions

Clear Zone Clear ZoneType Runway @@!.? Width

Class A 3000 ft 1000 ft

Remarks

NOTE 1

Class B 3000 ft Same as approachdeparture-clearancesurface

Basic Training 3000 ft 1000 ft NOTE 2

OLF (T-34)

NOTE 1. The criteria for Class A runway clear zones should only be appliedafter the Chief of Naval Operations (CNO)/Commandant of the Marine Corps (CMC)has approved the classification of a particular runway as Class A. The DOD

AICUZ program (OPNAVINST 11010.36) allows for a rectangular clear zone with a3000 foot width for new construction, however, Navy accident data indicates thefan shaped clear zone is adequate for Navy installations. Clear zones with 3000

foot widths shall not be planned unless coordinated with Headquarters,NAVFACENGCOM .

NOTE 2. The width of clear zone for basic training OLFS used by propelleraircraft was previously defined by the width of the approach-departure clearancesurface. The criteria have been revised to conform with AICUZ guidelines.

38


MIL-HDBK- 1021/1

Section 5: HELICOPTER LANDING AREA

5.1 Function. Helicopter landing.areas include helicopter operationalareas, helicopter practice pads, helipads, and helicopter runways. They are

used for landing and takeoff, parking”, and training incident to rotary-wingaircraft operations See NAVFAC P-80.3, Appendix E, Airfield Safety Clearances,

for”typical helicopter airfield layouts and clearance requirements.

5.2 Common Criteria. The following criteria are common to all helicopter

landing areas:

5.2.1 Pavement Type. Sele~t pavement type, rigid or flexible, based on

criteria stated in NAVFAC MIL-HDBK-1021/2. All pavement shall be resistant torotor blast

5.2.2 Wheel Loads and Tire Pressures. Design for wheel loads and tire

pressures as prescribed in NAVFAC MIL-HDBK-1021/2.

5.2.3 Identification Marker. For ‘standard helicopte~ landing areaidentification marker and its location, see NAVAIR .51-50AAA-2 .

5.2.4 Wind Indicator. Provide day and n~ght wind indicator, Federal AviationAdministration (FAA) *AC 150/5345-27, Specification for Wind Cone Assemblies orin accordance with NAVAIR 51-50AAA-2.

5.2.5 Clearance Surface Intersection. Where airspace clearance surfacesintersect those of an adjacent runway, apply the most critical criteria.

5.3 Helicopter Practice Pads . A helicopter practice pad is design”ed fortakeoff, landing, and maneuvering of. rotary-wing aircraft for training PurPoses.The practice pad shall be constructed in an area which allows pilot trainingwithout interference with main base traffic The pad sh?ll consist of threehelicopter runways arranged in triangular configuration to best fit terrain,airspace, and wind-“condition. For criteria; “see Table 6 and Figure 16.

5.4 Helicopter Runways. A separate helicopter runway is constructed wheresite conditions, aircraft traffic density, or other operational problems requireseparation of rotary- and fixed-wing aircraft operations. A paved runwaywith stabilized shoulders is required and, if necessary for adequate wind,coverage, a secondary runway shall be provided A helicopter runway designatedfor IFR use shall have airspace clearances similar to that shown for IFR helipadin NAVFAC P-80.3, Appendix E, Airfield Safety Clearances. The ground posit ionindicator designated for the runway is 75 feet from the runway end. SeeSection 2 for orientation criteria. For design criteria, see Table 7. For

typical VFR and IFR runway details, see Figures 17 and 18.

39 ,


MIL-HDBK-lo21/l

TABLE 6Helicopter Practice Pads

Item Criteria

Location

Paved area

Shoulders

I Overrun

Where traffic will not interfere with main base traffic.

Runway pavement shall be 1000 feet long and 100 feet wideThree runways are required for practice pad. Grades arethe same as for operational areas; see Table 7.

Minimum width: 25 feet.Transverse Grade : -5% for first 10 feet, then:

Maximum grade : -4%.Minimum grade : -2%.

Shoulder shall be select material, compacted andstabilized with asphalt or other material to protectagainst

Length:I Width:

Takeoff safetyzone

Marking

Wind indicator

Access road

Length:Width:

rotor blast .

75 feet.Width of runway plus shoulders.

800 feet.Same as approach surface .

For runway marking, see NAVAIR 51-50AAA-2

Provide day and night wind indicator.

Provide all-weather access road.

40


MIL-HDBK-lo21/l

25’ 100’ 1- 25’

SECTION A-A

,, I

NOT TO SCALE

Figure 16Helicopter Practice Pad


MIL-HDBK-1021/l

TABLE 7Helicopter Runway (VFR and IFR)

Item Criteria

Location Where desirable to separate fixed-wing aircrafttraffic from rotary-wing aircraft traffic.

Pavement Basic length: 450 feet.*

Width: 75 feet; on airfields accommodating H-53aircraft, 100 feet minimum.Maximum irregularity: + 1/8 inch in 10 feet for

r~gid pavement.+ lff+inch in 10 feet for

~lexible vavementLongitudinal grade : 1.0% maximum.

Transverse grade: 1.0% minimum1.5% maximum.

Aprons

Overrun

See Table 12.

Length: 75 feet.Width: Width of runway

Longitudinal centerline100 feet of runway.

Transverse grade : 2.0%3.0%

plus shoulders.

grade: Same as last

minimum. Warp to meet runwaymaximum. and shoulder grades ●

Takeoff safety Length: 1+00feet (except triangular-helicopterzone (VFR practice pad where L - 800 feet) .helicopter run- Width: 300 feet (inner edge). Corresponds to theway only) width of the primary surface.

Width: 400 feet (outer edge) (excepttriangular-helicopter practice pad where W = 700feet)Grades in any direction: 5.0% maximum, area to be

free of obstructions. Roughgrade and turf whenrequired. No takeoffsafety zone is required atIFR helicopter runway dueto extensive primarysurface area beyond theends of the runway.

* Basic length to be corrected for elevation and temperature. Increase 10.0percent for each 10~0 feet in elevation above 2000 feet M.S.L. and add 4.0percent for each 10 F above 59° F for the average daily maximum temperature ofthe hottest month. For a special mission or proficiency training such as

autorotation operations, the length may be increased up to 1000 feet in whichcase make no additive corrections.

42


MIL-HDBK-lo21/l

TABLE 7 (Continued)Helicopter Runway (VFR and IFR)

Item Criteria

Shoulders Width: 25 feet. The 25 feet shall be select materialcompacted and stabilized with asphalt or other materialto protect against rotor blast.

!,’. Longitudinal grade: variable, conform to longitudinalRrade of the abutting primary pavement.

,.

Taxiways .

Marking

Runway lateralclearance distance

transverse grade: -5% for first 10 ‘feet, then:-2% minimum..-4% maximum.

See Table 10.

For runway and taxiway marking, see NAVAIR51-50AAA-2.

VFR : 150 feet.IFR:. 375 feet.

Measured “from centerline of runway to fi;ed and-mobileobstacles.

..

Grades withinprimary surfacearea in anydirection

(1) Fixed obstacles include manmade or naturalfeatures constituting possible hazards ,to movingaircraft. Navigational aids and meteorologicalequipment are poss’ible exceptions. Additional sitingcriteria’ in NAVFAC P-80.3.

(2) Mobile obstacles include parked aircraft, parkedand moving vehicles, railroad cars, and similarequipment. ,

(3) Taxiing aircraft exempt from this restriction.

(4) Size of primary surface:

VFR Runway W - 300 feet.(See Figure 17) L - R/W length + 75 feet

each end.

IFR Runway W = 750 feet.(See Figure 18) L - Varies, extends beyond

runway 775 feet fromground point intercept.

5.0% maximum. Exclusive of pavement and shoulders.

43


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II

MIL-HDBK-lo21/l

5.5 Heliuads. Helipads are special pads for landing and takeoff of singlerotary-wing aircraft. They are placed near hospital, administrative, or otherfacilities, or at suitable locations on airfields with high air traffic density 4condition. For criteria, see Table 8. For VFR and IFR helipad details , seeFigures 19 and 20. If more than one helicopter must use the pad, a connectingtaxiway (Table 10) and parking apron” (Table 12) shall be provided. If nightoperations are required, helipad lighting shall be provided (seeNAVAIR 51-50AAA-2) .

5.6 Hel LcoDter Landin~ Lanes. A helicopter landing lane is a landing andtakeoff facility that permits more rapid launch and recovery operations thanotherwise can be provided by a single runway or helipad. These lanes providefor simultaneous use by a number of helicopters, up to four at one time, whileadditional helicopters are in a designated traffic pattern. See Table 9 andFigure 21 for the principal dimensional criteria and clearances for a landinglane and for a typical landing lane layout. Landing lanes shall not be designedfor Navy and Marine Corps activities without prior approval from the Naval AirSystems Command (AIR-4223) .

I

46


/,’MIL-HD.BK-lo21/l

TABLE 8Helipads

Item Criteria”

. Location .Adjacent to facility such as hospital or command,,. installation and sited to conform with clearance

requirements.(.

Size VFR and IFR: 100 feet x 100 feet

. . . . .. .Grade 1.0% minimum.

1.5% maximum.

Shoulders: 25 feet.

Shoulders adjscent to-,all operational .pavements

Longitudinalgrade

Transverse grade

Size of primary,,surface .,

Grades within theprimary surface areain any direction

Variable. -

. .

5.0% first 10 feetfollowed by2.0% minimum..4.0% maximum.

Helipad grade shall bein one.direction.

Conform to the longitudinalgrade of the abutting .primary pavement.

..Slope from ,.pavement. “

. ..Compact shoulder areas. Stabilizatl:n f’ordustand erosion control will be adequate to preventdisplacement of shoulder materials by ro,torblastDust and erosion control will be provided byvegetative cover, asphalt concrete,double-bituminous surface treatment, liquidpalliative, OF by combination of “methods..:

VF; :. .150 feet X 150 feetIFR:‘~1550,feet,X 750 feet

“k-.2.0% min’mnnn prior Exclusive of pavementto .channelization. and shoulders.(Bed of channel may For an IFR helipad gradesbe flat. ) applicable within the :

limits ‘of a 300 foot x5% maximum. 300 foot area, the balance

of the area is to be clearof obstructions and roughgraded to the extentnecessary to reduce damageto aircraft in event of anemergency landing.

D47


MIL-HDBK-lo21/l I

I

I

TABLE 8 (Continued)Helipads

Item Criteria

Length ~f takeoff 400 feet. The takeoff safety zone areasafety zone for helipads corresponds to.(VFR Helipad only)

~the clear zone land use criteriafor fixed-wing airfields asdefined by OPNAVINST 11010.36Astandards. The remainder of the

aPProach-departure zonecorresponds to APZ I land usecriteria similarly defined. Itdoes not apply to IFR helicopterfacilities due to the extensiveprimary surface area.

Width of,takeoff Corresponds to the width of the primarysafety zone surface . 150 feet.(inner edge)

Width of takeoff 267 feet.safety zone(outer edge)

Grades of takeoff 5.0% maximum. Area to be free ofsafety zone obstructions. Rough grade andany direction turf when required.

Access Road Provide all-weather with minimum width of 12feet.

Tiedovns Provide mooring eyes for one aircraft.Table 13)

Wind Indicator Install day and night wind indicator so

(See

asto be seen from normal angle of approach andyet not be a hazard to flight operations.

Marking See NAVAIR 51-50AAA-2

48


MIL-HDBK-lo21/l

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‘lL-HDBKTABLE 9

Helicopter Landing Lanes(See Note 1)

Item Criteria7

!Length 1600 feet to Provide a number of equally

2000 feet. spaced “touchdown” or holdingpoints with adequate separation,usually not less than 400 feetfrom center to center. Multiplelanes are to be spaced a minimumof 200 feet from centerline tocenterline of lanes.

Width

Shoulders:

Shoulders adjscentto 811 operationalpavements

Longitudinal grade

Transverse grade

I

75 feet.

25 feet. May be increased whennecessary to accommodate dualoperations with fixed-wingaircraft.

Variable. Conform to the longitudinalgrade of the abutting primarypavement.

5.0% first 10 feet followed by2.0% minimum.4.0% maximum.

I

NOTE 1: Criteria for landig lanes has been included to show the spacingbetween multiple VFR touchdown points on a single runway and theseparation between parallel VFR runways. The layout shown in Figure 21is for a typical U.S. Army staging field and should not be used forNavy or Marine Corps design without the prior approval of the Naval AirSystems Command.

52


MIL-HDBK-102I /1

Section 6: TAKIWAYS

6.1 Criteria: Criteria in this section include data for design of

taxiways, taxiway shoulders, and runway exits to include end, normal, .:ndhigh-speed turnoffs. See Table 2 for lateral clearance criteria. For criteria

related to taxi lanes in parking aprons, see Table 12.

6.2 Function. Taxiways are paved surfaces which link runways with serviceand oarkine areas. They are designed to achieve a smooth flow of aircrafttraf~ic ta~iing at maximum practical speed.

6.3 Design Requirements. Taxiway pavements may be either flexible orrigid, select as described in MIL-HDBK-1021/2.

6.3.1 Taxiway Layout. The following are considerations for use in layouttaxiways:

a) Route of the t“axiways should be as direct as possible from therunway to the apron.

b) Sufficient number of taxiways should be provided to preventcomplicated routes which may result when one taxiway must service more thanrunway. .

of

one

c) Connecting taxiways must be provided to join the.runway exit pointsto the apron.

,,

d) Taxiways from runway to apron should not cross either taxiways orrunways unless absolutely necessary. .,.

6.3.2 Taxiway Criteria. For criteria governing taxiway geometry and designfor both fixed- and rotary-wing aircraft, see Table 10 and Figures 22, 23,24, and 25.

6.3.3 Runway Exit Criteria. The number, tYPe, and location of exits iS afunction of required. runway traffic capacity.

a) End Turnoffs. Provide end turnoffs at each end of the runway.They shall be designed to -serve as warmup areas for aircraft preparing to takeoff as well as for runway exits. See Table 10 for dimensions and grades.

b) Normal Taxiway Turnoffs. Provide intermediate turnoffs from -runways to allow landing aircraft to exit and clear runways as soon as possibleafter completing initial landing rolls. For spacing .-requirements,see Figure23. For runways longer than 10,000 feet, space additional turnoffs 2000 to 3000feet apart. See Table 10 for dimensions and grades. .’

,’ ,,

53


MIL-HDBK-lo21/l

TABLE 10Aircraft Taxiways (Fixed- and Rotary-Wing Aircraft)

Item Criteria

Length-.

Load-bearing capacity

Surface

Width:Class A RunwayClass B Runway

Rotary-Wing

Dependent upon airfield configuration.See MIL-HDBK- 1021/2/4 and NAVFACDM-21 .03.Minimum irregularity ~ 1/8 inch in 10feet in any direction for rigidpavement and $ 1/4 inch in 10 feet inany direction for flexible pavement.

40 feet May be modified for75 feet. particular mission

requirements (that is, highspeed and end turnoff , andlarge transport taxiways forB-747, KC-10, C5-A, L-1011,and A-300)

40 feet. When dual use taxiways supportfixed- and rotary-wing aircraftoperations, use the appropriatefixed-wing criteria.

taxiway:IRunways

Longitudinal grade ofClass A and BRotary-Wing

Rate of longitudinal gradechange per 100 feet:


Rotary-Wing

Transverse grade of taxiway:

Normal taxiway turnoffs :Width

1.5% maximum.2.0% maximum.

1.0% maximum.

2 .0% maximum.

1.0% minimum.1.5% maximum.

Keep grades to minimumpossible.

The minimum distancebetween two successivepoints of intersection(PIs) is 500 feet.Changes are to beaccomplished by means ofvertical curves . Themaximum grade change is3.0%.

From centerline oftaxiway.

Class A: 40 feet.Class B: 75 fB!?t.(Except taxiways at direct fuelingstations: 150 feet. ) Longitudinal grade1.O% maximum between parallel runways.3.O% maximum between runway andparallel taxiway.

54


D

B

B

MIL-HDBK-1021 /1

TABLE 10 (Continued)Aircraft Taxiways (Fixed- and Rotary-Wing Aircraft)

Item Criteria

End turnof f’s: Class B (all taxiways and turnoffs for

. Width .-

Longitudinal grade

Maximum allowablerate of change in

Width of shoulders:“Class A RunwayClass B RunwayRotary-Wing

. .

grade

Longitudinal grade of shoulders:Class A and B RunwaysRotary-Wing

Transverse grade of shoulders:

Class A Runway

!:

Class B .Runway

,,

Rotary-Wing

helicopter and Class A runways shall be40 feet).150 feet between single runway andparallel taxiway and between parallelrunways; 200 feet between parallelrunways and parallel taxiways. SeeFigures 4, 5, 6, 7, and 8.1.O%.maximum between parallel runways.2.O% maximum between runway andparallel taxiway.Elevation of crown of taxiway shall besame as edge of runway at shoulderline. Grade shall start at edge ofrunway pavement and extend tocenterline of parallel taxiway.1.0% per 100 feet. 7,

25 feet. Except V-22, use 30 feet.50 feet.25 feet. May be increased when

necessary to accommodatedual operations withfixed-wing aircraft.

3.O% maximum.Variable. Conform to longitudinal

grade of the abuttingprimary pavement.

5.0% first 10 Grades for unpavedfeet followed by taxiway shoulders2.0% minimum to for Class B4.0% maximum. runways may be

increased to 5.0%for the first 10feet.

2.0% minimum.4.0% maximum.

5.0% first 10 Slope from pavement.feet followed by ‘ .2.O% minimum to

‘4.0% maximum.

55


MIL-HDBK-lo21/l

TABLE 10 (Continued)Aircraft Taxiways (Fixed- and Rotary-Wing Aircraft) ●

Item Criteria

Shoulder treatment For fixed-wing aircraft, same asouter 140 feet of the runwayshoulder; for rotary-wing aircraft,

and in areas where turf is difficultto establish, pave shoulders 25 feeteach side

Not applicable.

Minimum 2000 feet between eye levelat 7 feet and an object 10 feetabove taxiway pavement .

Sight distance:Class A Runway

Class B Runway andRotary-Wing

Clearance from taxiway centerlineto fixed or mobile obstacles(taxiway clearance line):

Class A Runway 100 feet minimum.

Class B Runway 150 feet minimumRotary-Wing 100 feet minimum

!Grades within the clear area(Area between taxiway shoulderand taxiway clearance line) :

Class A and B Runways 2.0% minimum to10,0% maximum.

Rotary-Wing 5.0% maximum.

Definitions forfixed and mobileobstacles same asdescribed in Table2.

Basic helicopterclearance.Increase asappropriate fordual use taxiways.

Any direction.Rough grade to theextent necessary

IHorizontal curves

Fillets at intersections

Pavement Marking

to prevent damageto aircraft in theevent of erraticperformances.

Minimum radius (to taxiway centerline):275 feet for fixed-wing aircraft. 150feet for rotary-wing aircraft.

See Figures 22 and 23.

See NAVAIR 51-50AAA-2 .

56 I


MIL-HDBK-lo21/l

-145” TO90”

MORE THAN 135° AND 45° AND 135°

LESS THAN 45” ~~ INTERSECTION

INTERSECTION”. . .

. . . .

!----

1

,,

90° TAX IWAY INTERSECTION

NOTE: FOR FILLETS ON HIGH-SPEED TURN-OFF. SEE FIG. 25 NOT TO SCALE

Figure 22

Typical Runway and Taxiway FilletsClass B Runways

57


MIL-HDBK-lo21/l

1 I

R = 160’F = 105’

I

Figure 23

Taxiway Intersections for Airfields ServingLarge Transport Aircraft Class B Runways

NOT TO SCALE

93


MIL-HDBK-lo21/l

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.

.NORMAL TAX IWAY TURNOFFS ,NOT TO SCALE

Figure 24Spacing Requirements- -Normal Taxiway Turnoffs

---

59


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MIL-HDBK-1021 /1

c) High-Speed Taxiway Turnoffs. Provide one or more high-speedturnoffs for fixed-wing aircraft if operational conditions permit and trafficstudies indicate the requirement. For criteria governing pavement geometry and

grades, see Table 11. Because aircraft turning off runways at high speeds(maximum 55 knots) require, sufficient length of turnoff taxiway to decelerate toa full stop before reaching the parallel taxiway, the minimum length of turnoffshall be 1000 feet. The angle of turnoff is determined by the existing distancebetween, runway and taxiway and by operational requirements of using aircraft,but in no case shall exceed 30 degrees. For.typical configuration, see Figure24.

. .

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61


-’-o~TABLE 11

High-Speed Taxiway Turnoff

Item Criteria

Locat ion First turnoff: Minimum of 6000 feet fromdownwind end of runway.

Last turnoff: Minimum of 1000 feet from upwindend of runway.

Minimum spacing between turnoffs: 2000 feet.High-speed turnoffs shall be located only where

the parallel taxiway centerline is at orabove elevation of runway centerline , but notby more than 5 feet.

Angle of turnoff

Length

Width

Al inement

Longitudinalgrades

Transversegrades

Fillets

Load-bearingcapacity surfaceand shoulders

Pavement marking

Maximum: 30 degrees

Minimum: 1000 feet between edges of runway andparallel taxiway measured along turnofftangent extended.

Throat width: 100 feet tapering to 75 feet atpoint 400 feet from throat. See Figure 24.

Central curve is compounded with entrancecurve . See Figure 24.

Same as for intermediate turnoff (see Tablelo).

There shall be no superelevation; however, theturnoff surface is warped from the edge of therunway, having a transverse slope of -1%to -1-1/2%, to the regular cross-section of theparallel taxiway.

As shown.

Same as for taxiways (see Table 10).

See NAVAIR 51-50AAA-2 .

I

62


MIL-HDBK-’1021/1

Section 72 APRONS,.. . . . .. ., . .‘~..., .

7.1 _ .- Criteria. criteria. fg.r..d$sign of aircraft parking aPEOns. and access..aprons are included.”in”this “section. The requirement for aircraft mooring eyes

and.utilities ..tobe..”inc~.uded:n .thp ??.rvi:e p.Oint% ar? .iQclHd.edjn the parking.apron criteria.” Aircraft maintenance is performed on the parking apron.

7.2 - Aircraft Parking~V’Ap?onsY : Aircraft parking aprons consist of pavedareas” in:proximity ’ttimaintenanc e>hangaks, to provide parking space, tiedownpoints; service points, and line~maintenance areas for aircraft. The parking

apron includes interibrfand.peripheral taxi lanes..,1:. ;. .’ --’...-

Class B runway 750 feet.Class A runway 500 feet.taxiway 150 feet.the primary surface.

7.2.’1“ Clearances. Minimum separation distances between parking apron edgesand other facilities shall be as foilO?=:. .. . ‘.

~ “Edge.of apron:..To centerline of. -~,’, To.centerline of

.: i. To.cen.’,erlineofrThe apron edge should be outside

. ‘.

1 .2.2 Pavement. See Table ‘i2.. The-parking area shall be paved with portlandcement concrete to resist fuel and hydraulic fluid spillage. Joint seals shallconform to:’Federal” Specifications SS-S-200, Sealant, Joint, Two Component LJet-Blast Resistant, Cold APplied for Portland Cement Concrete Pavement, andsS-S-1614, Sealants, Joint, Jet Fuel Resistant, Hot-App lied, for Portland Cementand.Tar Concrete .Pavements: “.- -

, ,. +,. ,.dr

7.2.3 ‘Area. The .pakkiig apron cbhfiguration is dependent upon the local siteand operational.’considerations .:,”Minimum pavement consistent with ready accessto both-maintenance ‘areas-and.runways shall be used. See NAVFAC P-80 foraircraft spacing criteria and-dimensional data on Navy fixed- and rotary-wingaircraft. Except in the case of long wingspan aircraft, the distance betweenparking rows is governed by jet’bias’tBattern rather than-wingspan: The’widthof the taxi lane is-determined- by-the tianeuvering room required for an aircraftmaneuvering under its own power. The minimum safe clearance between maneuveringaircraft: a’nd:o,therfixed or~”noving obst-ruction’s’,is: .- < . : ‘ v !‘,, ‘.

,b, .-. . .,

Wingspan ,, Clearance

Over 100 feet .?-> Zsfeet.:.>,... .... .;,. .,

75.to.liOO feet : . 1: ... 20 feet..”.“.‘ . 750t074 feet.”” .; ‘ : 15 feet.Less than 50 feet 10 feet.

!,, ,,. . ..-~ ...4.

7.2.4 ”.’~.Service Points: . See Table 13.+ Service points shall be provided wherejet aircraft ”other than cargo transport aircraft are parked, with each servicepoint serving> two.aircraft? Service points are constructed integral withparking apron pavement , and their.height shall not exceed 2& inches abovepavement surface. A cover to prote~t utilities outlets from weather shall beprovided. Special electrical requirements are as follows:

-)63.

. .. . .. . . .


MIL-HDBK-lo21/l

TABLE 13Aircraft ParkinE Apron

Service Point Req~irements w

Item Criteria

Service points

Tiedovns Provide mooring eyes over entire parking apronincluding peripheral taxi lane, unless peripherallane happens to be flexible pavement Spacing (oncenters): 12’6” x 15’0”. For details of mooringeyes and typical installations, see NFGS-02561,Joints, Reinforcement, and Mooring Eyes inConcrete Pavement.

For location see NAVFAC P-80. For additionalrequirements see paragraph 7.2.4. Each servicepoint provides the following when authorized:

Two 100 ampere, 115/200 volt, 3 phase, 4wire, 400 hertz aircraft service cables.Two 100 ampere, 480 volt, 3 phase, 4 pole, 60hertz receptacles. Fourth pole is forequipment grounding connection.TWO 20 ampere, 125 volt, 1 phase, 2 pole, 3wire duplex receptacles. Serve from a480-120/240 volt, 60 hertz transformer.Engine starting air, 180 lb/reinat both 45and 75 psi, with a 3-inch hose outlet.

Groundingreceptacles

Electrical. None Required.Static. Aircraft tiedowns (mooring eyes) will

provide adequate static grounding withresistance well below 10,000 ohms.

J66


MIL-HDBK-1021/1

a)’ - Receptacles fOr ground support equipment shall conform ‘to’”Military Specification MIL-CY22992 ,‘Connector, PIURS and ReceptaclestElectrical, Waterproof, Quick Disconnect, Heavy Duty Type, (Class L) andMilitary Standard MIL-sTD-90555, Connector, Receptacle, Electrical, WallMounting Class L (Power Source Receptacle ), Part ‘No. MS90555C44150S.

. ..<-

b) Cables for 400 hertz service to the aircraft shall be connecteddirect ly to the circuit ‘breakers at the service points. The length of thecables will be dete~ined b-ythe type of aircraft to be served. The powersupplied to the aircraft shall be in accordance with MIL-STD-704, AircraftElectric Power Characteristics.

7.2.5 Ti&down Mooring Eyes. For location, see.Table 13. For’details eeeNFGS-02561. .

7.3 Aircraft Access. Apron. Access aprons provide access to the”hangarsfrom the parking apron, and allow free movement of aircraft to the.vkrioughangar maintenance facilities. The paved area between hangars that is not ataxiway or parking area is included in the access apron. See Figure, 26 fortypical access apron plans.

.. . . . :

7’.3.1 Pavement. See Tab~e 14 for design -details.” The requirements andcriteria” for ac”cess aprons are applicable Squally to fixed- and rotary--wing-, —-—-..a.rcraz=.

,-.-

1

. .- .;,.

..!

,.

’67-

. .

. .

.,


MIL-HDBK-lo21/l

bPERIPHERAL TAXILANE ~—-———— ————— ———— -

I f 1I

PARKING APRONI I

I ‘J——— ——— ——— ——— ——4

L-H 11--$— – TAXIWAY

—

TYPICAL PLAN HANGARS PARALLEL TO TAX IWAYNOT TO SCALE

—

I

I

I

I

I

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TYPICAL PLAN HANGARS PERPENDICULAR TO TAXI WAYNOT TO SCALE

Figure 26Typical Access Apron Plans

68


I

1;

MIL-HDBK-lo21/l

TABLE 14Access Apron Design Criteria

Item Criteria

Load-bearing Design strength shall be same as for hangarcapacity floor.

Surfacing:

Type Portland cement concrete.Fuel spillage Entire apron to be resistant

resistanceSmoothness

Size:

Area requirementswidth of the hangar

Grades

fuel spillage.to effects of

Maximum irregularity shall be 1/8 inch in 10feet.

Minimum of 50 feet wide, length at least as long as thedoor. See Figure 26 for typical plans.

Smooth continuation of adjscent parking apronand hangar floor. With maximum of 1.5% andminimum of O.5% in ‘any direction.

See NAVFAC DM-5.03,Drainage

Shoulders:

Width

Treatment

Tiedown anchors None required on access apron.

Same as apron shoulders.

Same as for apron shoulders.

69


MIL-HDBK-lo21/l


70


MIL-HDBK-1021 /1

Section 8: OTHER AIRFIELD PAVEMENTS

8.1 Configuration and Grading Criteria. Configuration and grading criteriafor other airfield pavements are generally the same as for aprons. See Table

12.

8.2 Aircraft Washrack. Aircraft washraiks are provided at all air stationsfor cleanine of aircraft in conjunction with Deriodic maintenance. Maximum useshould be made of existingadjusted as necessary, andwashrack. The size of thestation.

8.2.1 Location. Locateaircraft parking or accessa sufficient distiinie fromthe washrack.

pave~ents where cu~bing can be provided, drainageother required facilities- provided to make a.usable”washrack is determined by the type of aircraft at the

washrack in the hangar area and contiguous toapron. The utility control building shall be locatedthe washrack to preclude fire hazards to aircraft on

8.2.2 Design Requirements. See NAVFAC P-272, DD-1291729, Aircraft Washracks.

a) Pavement .’ The pavement shall be portland cement concrete designedto the same strength and quality as adjacent apron or taxiway. Provide a high Ifriction finish and slope it 1.5 percent to drains.

b) Wash Water. Wash water shall be provided at each utilities serviceoutlet. Since detergent used for aircraft cleaning is formulated to be usedwith cold water, hot water supply is an option dependent on geographic location.

c) Wastewater Collection. See MIL-HDBK-1005/9, Industrial and OilyWastewater’ Control, Section 2, paragrap 2.5.’6.

..

d) Wastewater Treatment. For treatment requirements, seeMIL-HDBK-loo5/8. - . .

,.

e) All utilities emanate from the utilities control bu~ng. Ithouses utility controls for the washrack, storage space for,equ’ipment, andmaterials used at the washrack, sanitary facilities~cl-office spice for .“personnel asaigned. Sanitary facilities shall be provided only if not alreadyavailable within 1000 feet. ,.

. .-

f) A“detergent storkge tank may be located at ground level ok “belowground, dependent on climatic conditions. The detergent mixing tank, if used,shall be provided with mechanical or air mixing facilities. Metered water anddetergent c6nnectibns Shall be made to”the mixing tank inside the utilitiescontrol building: Detergent piping shall provide for delivery of-2 gallons’ perminute of detergent at 15 pounds per square inch. . . ..

8.3 “. Aircraft Rinse “Facility. An aircraft fresh water rinse facility is ataxi-through, treadle-operated, high-pressure deluge system.

8.3.1’ Location. Rinse facilities shall” be located for ease ofaircraft returning from flight and en route to the parking area.be as close to the hangar area as is practical.

. . . .. .

use byLocation ghall

71


MIL-HDBK- 1021/1

8.3.2 Design Requirements. Facility Plate No. 116-15 indicates facilitylayouts for four types of aircraft and details of nozzles and outriggers ●

a) Provide water at 100 to 150 pounds per square inch at the spraynozzles for each type of pad. A booster pump and storage tank shall beprovided to maintain specified quantity and pressure of water.

b) Provide drainage into sewer system. See MIL-HDBK-1005/9.Consider use of oil water separator and waste oil holding tank on drain line.

c) Pavement shall be portland cement concrete designed to the samecriteria as the aircraft washrack (paragraph 8.2).

d) The angle of water impinging on engine air intake is critical”.Adjustable nozzles shall be used and regulated to prevent water from beingsprayed into the engine intake.

e) Rotary-wing aircraft require the use of 10 to 12 gpm 15-degree flatspray pattern nozzles to overcome helicopter blade downdraft along with30-degree and solid spray nozzela. Fifty gpm solid stream nozzles should beused for outrigger or edge of pavement placement to impinge on top ofhelicopter blades and fuselage. See Facility Plate No. 116-15, sheet 1 of 8.

f) Fixed-wing VP type aircraft should use a 15-degree flat spraynozzle at 10 to 12 gpm throughout the facility. Outrigger or edge of pavement50 gpm solid stream nozzles may be needed to impinge on tail sections. SeeFacility Plate No. 116-15, sheet 2 of 8.

g) Fixed-wing VA and VF type aircraft require 30-degree flat spraynozzles at 10 to 15 gpm. See Facility Plate No. 116-15, sheet 3 of 8.

h) Tilt rotor (v-22) aircraft require a combination of 15- and30-degree flat and solid spray nozzles. See Facility Plate No. 116-15,sheet .4of 8.

8.4 Aircraft Compass Calibration Pad. An aircraft compass calibration padprovides a suitable area in which to calibrate aircraft compasses. TyPe Ipad is for use with a magnetic compass calibration set. Type II pad is foruse with or without the magnetic compass calibration set. It includes acompass rose and turntable to accommodate aircraft which are not adaptable tothe corn-pass calibration set.

8.4.1 Location. The compass calibration pad shall be located in an areaas free as possible from local magnetic disturbances. The direction anduniformity of the earth’ s field shall be determined prior to use of the areafor compass swinging. Magnetic interference shall be checked annuallythereafter. Any changes in physical features of the site that might resultin a magnetic disturbance, necessitates an immediate resurvey to determine ifthe uniformity of the earthts field has been adversely affected. The magnetic

compaaa calibration set includes equipment and technical manual for making an

72


MIL-HDBK-lo21/l

area magnetic survey. In this survey, the direction and strength of earth’smagnetic field are measured at various points in the selected swing site tOdetermine if the earth’s field is sufficiently uniform to ensure accuracy ofthe swing.

8.4.2 Pavement. The pavement shall be non-reinforced portland cement— ,concrete, and shall have load-bearing capacity equivalent to the taxiwayservicing the pad in order to support the.,most critical wheel ~oading. A10-foot paved shoulder, sloped to drain away from pad and access taxiway, shallbe provided along.with an unpaved portion. See Table 15 and Figure 27 for

additional details.

8.4.3 Access Taxiway. A paved access taxiway, having a @inimum width of75 feet, shall be provided. : The minimum distance from the centerline of the

nearest urimary taxiway to the center of the compass calibration pad shall be. .not less than 275 feet. The access taxiway shall be oriented so as to ;

Ifacilitate ,moving the aircraf,t onto the calibration pad directly on anorth-south heading.

.,

8.4.4 Electrical Requirements. Magnetic compass (MC) calibration setsrequire an.alternating current power source at the pad. The MC-2 requiresalternating current single-phase electric power, 115 ~ 10 volts’, 400 ~ 10 hertzwith a second harmonic less-than O.575 volt alternating cur~ent,.%knd,maximuminput of 200 volt -amperes. Consult tEchnical manual of the set to be”used f6rdetailed criteria.

8.4,5 Pavement Markings. ‘,See Figure 27 for method of delineating thenorth-south line on Type I pads and marking the compass rose on Type 11 pads.

8.5 Arming and De-arming Pad . Arming and de-arming pads are used for theloading and unloading of aircraft ordnance.

8.5.1 Location. Afming and de-arming pads shall be located adjacent torunway thresholds. See Figure 28. Prior to the construction of any ‘arming andde-arming pad, local field measurements shall be taken to ensure that thelocation is electromagnetically quiet. To avoid potential electromagneticinterference from taxiing aircraft, pads shall be located on the side of arunway opposite the parallel taxiway.

8.5.2 Pavement F6r specific requirements, see Table 16. An all-weatheraccess road, to accommodate ordnance handling vehicles, shall be provided.

8.6 Line Vehicle Parking. Line vehicle parking areas are provided forpark,ing of mobile station-assigned and squadron-assigned vehicles.,and equiPment.For fire and crash vehicle parking, see NAVFAC P-80. For parking of squadronequipment, see also MIL~HDBK-1028/l, Aircraft Maintenance Facilities.

8.6.1 Locat ion. ‘Select parking areas that permit optimum efficiency in useof the equipment. Locations shall conform to lateral safety clearancerequirements of existing- or planned- airfield pavements. See Figure 29 fortypical site plan. ‘

-. . .,.

,,

. .

. .73


MIL-HDBK-lo21/l

L%IY

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17,5’I $5’ 17,5’,

Iln,

rlTLE DATE FACILITY PLATE NO. SHEET

AIRCRAFT RINSE FACILITY DEC1989

116-15 IOF8

74


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STEEL PLATE COVERPROVIDE SLOT OVER EACHNOZZLE FOR WATER SPRAY

.. . . . .a

,..

,.”. . .

. . .#

. ‘1” BALL JOINT

.’. b. .

SLOPE TRENCH BOTTOM1/2” PER. FT. TO ORAIN

SECTION “B” FOR ALL @ NOZZLES ANO @ NOZZLES FOR TYPES I a 2

NOT TO SCALE

STEEL PLATE COVERPROVIOE SLOT OVER EACHNOZZLE FOR WATER SPRAY

‘, .‘J

$ .. .. ..... . .~.......t..~,.. . . . .

.

1“BALL JO INT- $ . . ’55” FOR TYPE 4, V-22 AIRCRAFT

.,

. ..b. .

SLOPE TRENCH BOTTOMl/2” PER. FT. TO ORAIN

SECTION “A” FOR ALL @ NOZZLES 8 TYPE 4 FOR @ NOZZLES

NOT TO SCALE

NOZZLE SCHEDULE

@ SOLlO STREAM

@ 15° FLAT SPRAY

@ 30” FLAT SPRAY

TITLE DATE FACILITY PLATE NO. SHEET


116-15 50F8

78


●I

1’

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I

MIL-HDBK-lo21/l

BALL JOINT

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‘:’;:;< $ 45” ‘oJ”STABLE

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OUTRIGGER NOZZLE DETAILNOT TO SCALE

. .TITLE DATE FACILITY PLATE NO. SHEET

AIRCRAFT RINSE FACILITY “DEC1989

116-15 60F8,.

79


MIL-HDBK-lo21/l

~A or B

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ROVIOE SLOT IN STEELLATE COVER OVERACH NOZZLE ORl ENTLOT LONGITUDINAL

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TITLE DATE FACILITY PLATE NO. SHEET


116-15 70F8

80


MIL-HDBK-lo21/l

NOTES-- . .

PLUMBING REQUIREMENTS

COLO WATER (PROBABLE MAXIMUM FLOW RATE)

‘TYPE FACILITY FLo.w tiATE (G.P.M.] , “,. 0

, 632J,2,, ”,1136., , . .

:-.:.3 720

4’ “. 1016. .

ABOVE RATES 00 ‘NOT INCLUOE REQUIREMENTSFOR FIRE PR~OTECTION

ELECTRICAL REQUIREMENTS

POWER .-’TYPE PUMP CONNECTEO E]~l~;~;D

FACILITY .HP LOAO

,.. , I ??, ,,56 KW 54 KW

2-. 150 112 KW 98 KW

3 . ,, 100 75 KW 63 KW

4 125 ““ 95 KW 21 KW. .-

AREAS

T.YPE FACILI,TY ,

I 1093 S.Y,.4

2 ““ 1?10 S.Y... . .

3 910 S.Y.

4 1093 S.Y.,..

rlTLE . ,. DATE FACILITY PLATE NO. SHEET


116-15 8oFt

81


MIL-HDBK-lo21/l

TABLE 15Aircraft Compass Calibration Pad Design Criteria

Item Criteria

Location:Accessibility Must be accessible, free of nearby traffic, and

have sufficient space for the largest aircraftusing the facility to be moved in headed towardmagnetic north.

Magnet ic For maximum accuracy, earth’ s magnetic field ininfluences the area should be uniform in both magnitude

and direction. Tolerances prescribed are

required to ensure a swing accuracy of O.2

I degree.Lateral clearances Maintain following minimum clearances from

center of pad:

To nearest portion of buildingcontaining any magnetic materialsuch as steel and iron

To nearest edge of railroad tracks

To dc power line and/or

To edge of aircraft andparking areas

To ac power line and/or

To underground electric

equipment

vehicle

equipment

power line

To overhead steam lines

To underground metal conduitsand piping

To centerline of nearest primarytaxiway or towway

Pavement:TypeLoad-bearingcapacitySpecial construc-tion requirements

Shoulders:Slope treatment

size

600 ft.

600 ft.

1000 ft.

275 ft.

600 ft.

500 ft.

600 ft.

225 ft.

275 ft.

Portland cement concrete without reinforcement.See MIL-HDBK-102 I/2.

All construction materials shall be free offerrous and other magnetic substances.

Provide 50-foot wide shoulders with transversegrade maximum 4.0% and minimum 2.0%. Pave theinner 10-foot shoulders in same manner as first10 feet of runway shoulders from runw~y edge.See Figure 27.

82


Item Criteria

Control points For Type I pad: Set control points to establish

!,

I

MIL-HDBK-lo21/41

TABLE 15 (Continued)Aircraft’ Compass Calibration Pad Design Criteria

of 4 inches and aThe centerline ofmagnetic survey.

Turntable. .

1’

,.magnetic north-south line, Control points shall

COIISht of brass inserts into which bronzemarkers are grouted in accurate” alignment.

.

For Type II’pad: In addition to the contr”olpoints for the Type I pad, provide 24 control

.’ points on a 60-foot’ diameter circle, spaces every15 degree s,’@ginning wi’th.rnagnetiinorth. Thesemarkers locate the centerlines for painting radial

,.”” stripes to the perimeter of the circle. Eachradial line shall be two colors and be a minimum

maximum of 6 incIjeswide. Colors, shall be yellow and green.the two colors shall be on the line scribed during the

The Type II pad”shall have installed a 150,000pound capacity turntable, for single or dualwheels.

. ..

.“

,,

,-,

●

.

.

,,,

I -’ 83


MIL-HDBK-lo21/l

%-120’

IF

~

SEE

PAVED 10’SHOULDER

. +. ~~,Cja 75’ Q

NORTH-SOUTH LINE: 4’ TO 6’ WIDE STRIPECOMPOSEO OF PARALLEL YELLOW AND GREENSTRIPES WITH THE CENTERLINE BEING THECOMMON EDGES AND THROUGH THE BRONZE

DETAIL MARKERs. [SEE NOTE 1)“N

Q~120’

F

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~ PLANNOT TO SCALE -1

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.BRONZE MARKER

BRASS INSERT

DETAIL “B”NOT TO SCALE

DETAIL “A”NOT TO SCALE

/ ~PORTLAND CEMENT “CONC.L SLOPE I/B’ PER FOOTFROM CENTER

SECTION A-ANOT TO SCALE

NOTES: 1. FOR TYPE I PAO: TWO MARKERS ARE LOCATED ON CIRCUMFERENCEOF 100-FOOT DIAMETER CIRCLE. LINE JOINING POINT OFINTERSECTION OF ETCHED LINES ON MARKERS INDICATEO N-S LINE.

2. FOR TYPE II PAO: SAME AS TYPE I WITH ADOITION OF 24 MARKERSON 60-FOOT DIAMETER CIRCLE AND RADIAL STRIPES PER TABLE 16.

Figure 27Typical Compass Calibration Pod Plan

84


1:I

MIL-HDBK-lo21/r

t

1’

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“x” ,VARIES

l-”....... ,. ... r,. ... ..........,:,..... ...

TE:..........:. ,.....

AOO BLAST PAVEMENT TO SIDE OF,“.:,.:.,,~:..,::: .:

GREATEST BLAST EXPOSURE.:. .,.... ..:.:

OPPOSITE SIDE OF PAD TO HAVE’.... :..: .:,.., ; ,.. ,.,. ,:

SHOULOERS CONFORMING TO TAXI WAY;:< ~ ‘.;.

SHOULOER SPECIFICATIONS.; z ,<..,

~:? % :-:..“’.: w ..;

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ALL WEATHER ACCESS..............

* ..’

ROAO 20’ WIDE....,: PORTLAND CEMENT. CONC... ARM 8 OEARM PAD.;..,.:: TYPE A,,. 4;0-VIIII)R TYPE B T;~;pC..:: 4-VF OR VA...:, AIRCRAFT AIRCRAFT AIRCRAFT

~EiR#%2eTYPICAL SITE PLAN

● INCLUOES TAXI WAY NOT TO SCALE

—. --Figure Z8

Arming And De-Arming Pad

=-

-., . .

85


MIL-HDBK-1021/ 1

‘TABLE 16

Aircraft Arming and De-arming Pad Design Criteria

Item Criteria

Load-bearing See DM-21 .03, Flexible Pavement Design for

capacity (. Airfields, MIL-HDBK-1021/2/4.

Surfacing Type: Portland cement concrete.Smoothness: Maximum irregularity 1/8 inch in

10 feet in any direction.Grades: Slope to drain away from runway.

Maximum: 1.5%.Minimum: 0.5%.

Blast pavement

Access road

Required on side normally subjected to jetblast. Remaining sides of pad to have50-foot shoulder conforming to taxiwayshoulder criteria.

Width: 20 feet.Type: All-weather. See ARMY TM-5-B22-2/AFM

88-7, CHAP 5, General Provisions andGeometric Design for Roads, Streets, Walks Land Open StoraBe Areas.

Locat ion: Conform to highway clearancerequirements where road crosses runwayapproach zone

86


MIL-HDBK-lo21/l

●1’,,

I

. .

.,, .,. -.

IGNEDKING

NOT TO SCALE

‘ Figure 29Typical Site Plan Vehicle Parking

-.

87


MIL-HDBK-lo21/l

parking areas adjscent to thea) Station-Assigned Vehicles. Provide

aircraft fire and ‘rescue station for fire and rescue vehicles. Where the fire

and rescue station location does not permit immediate access to runways, aseparate hardstand near the runway is required. Provide parking areas forother station-assigned vehicles adjacent to the parking apron.

b) Squadron-Assigned Vehicles. Provide parking areas adjacent tohangar access for nm.bile electric power plants, oxygen trailers, utility jeeps,

tow tractors, and other ground support equipment

c) Refueling Vehicles. Provide a central paved parking area forrefueling trucks and trailers at least 100 feet from nearest edge of theaircraft parking apron. See NAVFAC DM-22 , Petroleum Fuel Facilities.

8.6.2 Area Required. Parking area sizes are shown in Table 17.

8.6.3 Surfacing. Line parking areas shall be paved with flexible or rigidpavement; base the selection on minimum construction cost. Surfaces shall be

graded to drain and shall have no irregularities greater than ~ 1/8 inch in 10feet for rigid pavement and ~ 1/4 inch in 10 feet for flexible pavement . Design

pavements for vehicle parking areas described above to support a 34,000-poundtwin axle loading.

8.6.4 Shelter. Line vehicles may be housed in shelters of the type shown inFigure 30, where clearances permit. Where climate conditions require, walls anddoors may be added. A method of heating emergency vehicle engines shall beprovided in those areas of extreme cold where engine starting is difficult.Structural materials will vary in accordance with local climatic conditions.

8.6.5 Lighting. Flood lighting shall be provided for security and tofacilitate operation of the equipment. Use low pressure sodium fixtures forenergy conservation. Provide dusk to dawn lighting controls. See MIL-HDBK1004/4, Electrical Utilization Systems.

8.7 m. Towways for fixed- or rotary-wing aircraft are to be paved. Ifcontemplated that aircraft may taxi under their own power on this area, taxiwaycriteria shall be used. Types of towways are based on aircraft to betowed: carrier aircraft, patrol and transport aircraft, and rotary-wingaircraft.

6.7.1 Pavement. Select pavement, rigid or flexible , whichever is moreeconomically feasible. Since aircraft engines are not operated on towways, itis not necessary that the paving be resistant to jet or rotor blast.

8.7.2 Specific Requirements. For geometry and other criteria, see Table 18and Figure 31. For lighting, refer to MIL-HDBK-1023/l .

8.7.3 Modification. When existing roads or other pavements are modified foruse as towvays, provide for necessary safety clearances, pavement strengthening(if required), and all other specific requirements set forth in Table 18 andFigure 31.

8.B Ordnance Handling Pad. Where suitable aprons are unavailable, an

igolated pad is required for cargo aircraft loading or off-loading explosives.

88


oI

MIL-HDBK-lo21/l

TABLE 17Parking. Area Requirements

Equipment Area (sq yd)

.TOW tractor

. ..Refue’lingtruck

Refueling trailer.

. Mobile electric power plant

Oxygen trailer

Utility jeep

Bomb truck

Bomb trailer

Industrial flat-bed truck

Industrial platform truck-.

..

20

67

70

12’ -.

8

11 , .

:20 ‘“...

14”’

9

-9 -:

I.-,

,!

.“.

. .., .

-89


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● —


MIL-HDBK-lo21/l

8

., TABLE- 18Design Criteria for Towways

Item Type Criteria

Load-bearing capacity MIL-HDBK-1021/2/4:DM 21.03.

Carrier Minimum: 36 feet.Minimum: 40 feet.

Minimum: 35 feet.

Width., Patrol and-transportRotary-Wing

.%noothne”ss Maximum irregularity shallbe z 1/8 inch per 10 feetfor rigid pavement and ~1/4 inch in 10 feet forflexible pavement in anydirection.

Maximum: 5%.Minimum: -l%. “’Maximum: -1.5%.

,, Surface1.,,

I

1;,.,,

1: Grades Longitudinal.Transverse

Curves HorizontalVertical

Minimum radius: 150 feet.Maximum rate of change ofgrade shall be 2.0% per 100feet .Curves shall beseparated by a minimum of150 feet of tangent.

● Successivecurves. .

I .: ‘.Vertical clearance , Minimum: 25 feet.

Minimum: 45 feet.CarrierPatrol andtransportRotary-Wing Minimum: 30 feet..,. .

1’ Lateral clearance Carrier - 50 feet on both sides ofcenterline.75 feet on both sidesof centerline.45 feet on both sides ofcenterline . ‘

Patrol andtransportRotary-Wing1!

Minimum radius: 100 feet.Fillets at intersections

Shoulders

Marking Center

Provide proper drainage andprevent erosion along edgeof pavement.

ine See NAVAIR 51-50AAA-2 , mark asa taxiway.

As required at intersect it,(lsTraffic lights

. .91


t

kVE

RTIC

ALCL

EAR

LINE

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●


MIL-HDBK-lD21/l

8.8.1 Location. Pad shall be located at an isolated site near the landingend of the main runway. Airfield standard safety clearances must be compliedwith. Both road and taxiway access must be provided. For quantity anddistance requirements for the type ordnance (explosive class) to be handled,see NAVFAC P-80. In some instances, barricades or natural barriers may be usedto reduce the quantity-distance factor, according tO the NAVS~ 0p-5,Ammunition and Explosives Ashore, Volume 1, Safet~Storing, Product ion, Renovation and Shipp ing of Ammunition and ExplosivesAshore and Volume 2, Storage Data.

8.B.2 Pavement. Provide same load-bearing capacity, surfacing, tiedovns,grades, and dimensions as for parking aprons for cargo aircraft. Overall SiZeis determined by number of aircraft to be handled simultaneously. Groundingreceptacles are not required, tiedowns are adequate for grounding.

8.8.3 Miscellaneous Items. Provide telephone service, fire hydrant, andlighting if required.

93-


MIL-HDBK-lo21/l


94


MIL-HDBK-lo21/l

F@FERSNCES ,

NOTE : Unless othervise specified in the text,users of this handbook should utilize the latestrevisions of the documents cited herein.

FEDERAL AND MILITARY SPECIFICATIONS AND STANDARDS , MILITARY HANDBOOK~, DESIGNMANUALS , AND NAVFAC GUIDE SPECIFICATIONS:

The following specifications, standards, design manuals, and militarY handbOOksform a part of this document to the extent specified herein. Unless otherwise

indicated,.copies are available from the Naval Publishing and Printing ServiceOff ice (NPPSO) , Standardization DocumetJts Order Desk, Building 4D, 700 Robbins

MIL-HDBK-lo21/2

Avenue, Philadelphia, PA 19111-5094.

DESIGN MANUALS

DM-5.03

ARMY T14-5-822-2/AFM 88-7, CHAP. 5

DM-21 .03

DM-22..

MILITARY MDBOOKS.

MIL-HDBK-loo4/4 “

MIL-HDBK-1005/9 - .,.-

MIL-HDBK- 1021/4

MIL-HDBK-1023/l

MIL-HDBK-lo28/l

GUIDE SPECIFIC~TIONSl

NFGS-02561

Drainage Systems

General Provisions

.

and Geometric Designsfor Roads, Streets, Walks, and OpenStorage Areas

Flexible Pavement Design for Air”fields

Petroleum Fuel Facilities

Electrical Utilization Systems

Industrial OilY Wastewate.r COnt!Ol

General Concepts gor Airfield P~veMOnC.Design

Rigid Pavement Design for Airfields

Airfield Lighting

,.Airfield Maintenance Facilities

Joints, Reinforcement, and,Mooring Eyesin Concrete Pavement

. . . . . J.

,,

95. .


MIL-HDBK-lo21/l

REFERENCES (Centinued)

I

I

I SPECIFICATIONS

FEDERAL

SS-S-200

SS-S-1614

MILITARY

MIL-c-22992

Sealant, Joint, TWO Component, Jet-BlastResistant, Cold Applied, for PortlandCement Concrete Pavement

Sealants, Joint, Jet Fuel Resistant,Hot-Applied, for Portland Cement and TarConcrete Pavement

Connector, Plugs and Receptacles,Electrical, Waterproof, Quick Disconnect,Heavy Duty Type; General Specificationfor

STANDARDS

MILITARY

MIL-STD-704 Aircraft Electric Power Characteristics

MIL-STD-90555 Connector, Receptacle, Electrical, WallMounting Class L (Power SourceReceptacle)

NAVY MANUALS, P-PUBLICATIONS, AND MAINT~ANCE MALS,

Available from Commanding Off icer, Naval Publications and Forms Center, (NPFC),5801 Tabor Avenue, Philadelphia, PA 19120-5099. To order these documents:Government agencies must use the Military Standard Requisitioning and IssueProcedure (MILSTRIP); the private sector must write to NPFC, ATTENTION: CashSales, Code 1051, 5801 Tabor Avenue, Philadelphia, PA 19120-5099.

P-80 Facility Planning Factor Criteria forNavy and Marine Corps Shore Installations

P-80.3 Appendix E, Airfield Safety Clearances

P-272 Definitive Designs for Naval ShoreFacilities

P-970 Planning in the Noise Environment

P-971 Airfield and Heliport Planning Criteria

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MIL-HDBK-lo21/l

References (Continued)

OPNAVINST Air Installations Compatible Use ZoneIIO1O.36A (AICUZ) Program

OTHER GOVERNMENT DOCUMENTS AND PUBLICATIONS :

The following Government documents and publications form a part of this documentto the extent specified herein.

FEDERAL AVIATION ADMINISTRATION (FAA)

FAA AC 150/5345-27 Specification for Wind Cone Assemblies

(FAA AC 150-5345-27 is available from the U.S. Departrient ofTransportation, Utilization and Storage Section, M-443. 2, Washington, DC20590. )

NAVAL AIR SYSTEMS COMMAND

NAVAIR 51-50AAA-2 - Gen’eral Requirenients for ShorebasedAirfield Marking and Lighting

(NAVAIR 51-50AAA-2 is available from Naval Publications and FormsCenter, 5801 Tabor Avenue, Philadelphia, PA 19120; private organizations maypurchase ‘NAVAIR 51-50AAA-2 fromPrinting Office, Washington, DC

NAVAL SEA SYSTEMS CONMAND

NAVSEA OP-5

the Superintendent of Documents, U.S. Government20402)

Ammunition and Explosives Ashore, Volume .1, Safety Regulat ions for Handling,Storing, Production, Renovation andShipping of Ammunition and ExplosivesAshore

Ammunition and Explosives Ashore, Volume2, Storage Data

(NAvSEA OP-5, Volumes 1 and 2 are available from Naval Publications andForms Center, 5801 Tabor Avenue, Philadelphia, PA 19120; private organizationsmay purchase NAVSEA OP-5 from Superintendent of Documents, U.S. GovernmentPrinting Off ice, Washington, DC 20402. )

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MIL-HDBK-lo21/l



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.MIL-HDBK-lo21/l

GLOSSARY ,

Aborted Takeoff. An unsuccessful takeoff operation due to power or othermechanical failures.

Airfield.’: An area on land used for.the landing, servicing, and takeoff ofaircraft.

Airfield Elevation. The official elevation of the airfield. The highest poiitof the usable landing area.

Airfield Pavement Prepared surfaces of processed materials, laid on natural-ground or on compacted earth fills, designed to carry aircraft wheel loadswithout exceeding the bearing capacity of the ground beneath the pavement.

Airfield Reference Point. A point .Iocated at the approximate centroid of “thefigure formed by joining the ends of runways as planned. The coordinates of thereference point shall be established and shows on the station drawings. Forhelicopter landing areas, it is the approximate center of the operational area.

Airport . Refers to a civilian or municipal landing field in naval “sage .- .-...’

Airspace. The space above~round or water areas, which are or are notcontrolled, assigned, andlor designated. . . . .

Air Traffic. Aircraft in operation anywhere in the airspace and within thatarea of an airfield or airport normally used for the movement of aircraft.

.,..: ,.

Approach Control. A service established to control’ flights, operating” underinstrument flight rules (IFR), arriving at, departing from, and operating in thevicinity ..ofAirports by direct communication between. approach contro~ personneland all aircraft operating under. their control .. ,. ,,. .

. . ,.. .Approach Zone . That airspace beyond the runway end zone vhicb is free fromobstructions above” a specified glide a’nglb,and in which initial climbing ‘;subsequent to takeoff and final descent prior..to landing take place.

AFIIQE. A paved area to acko~odate parke~ aircra’ft or provide. access tohangars. .

Arming and De-arming. Th”e loading and unloading of m“issiles, rockets, andammunition in aircraft.

Arresting Gear. The equipment incorporated’ in aircraft and in the landing areato limit the aircraft rollotit distance.

,.. ,,

Aviation Easement. A legal right obtained from a property owner to operateaircraft over that property and to restrict the height “of any construction orgrowth- on that property. .’

.,

Beam Wind Component. -The wind velocities perpendicular to the axis of therunway centerline used to measure the degree by which a runway pattern coversincident wind from the several directions.

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MIL-HDBK-lo21/l

GLOSSARY .(Continued)

Blast Protective Area. An area protected by pavementof runways and taxiways against jet blast errosion.

Bond-Breaking Course. A separating course preventingan existing rigid pavement and rigid overlay pavement

construction at the ends

bond development between

Caution Area. An area in which a visible hazard to aircraft in flight exists.

Clearway. An area free from obstruction at the upwind end of the takeoff runwayin prolongation of the runway, covering an area 3,000 feet long by 500-feetwide.

Crash Strip. An area free of obstructions provided atrunways, in prolongation of the overrun area.

the upwind end of takeoff

Crosswind Runway. A secondary runway that is required when the primary runwaydirection provides less than 95 percent total wind coverage.

Displaced Threshold. A runway threshold that is not at the beginning of thefull-strength runway pavement.

Dua 1 Runwa~. Simultaneously usable runways that provide for traffic movementbeyond the capacity of a single runway.

End Zone. A cleared and graded area extending beyond the end of the runway,capable of supporting an aircraft in event of overrun of the runway durine an. .aborted takeoff or on landing when rollout extends beyond the runway.

Fixed-WinE Aircraft. An airplane having wings which do not normally moverelative to the plane during flight. High-speed, swept-wing aircraft areconsidered to be fixed-wing aircraft.

Flight Path. The track of the aircraft in space during flight, includingglide path to touchdown on landing.

the

Full Stop Landing. The touchdown, rollout, and complete stopping of an aircraftto zero speed on runway paving.

Glide AnBle The acute angle between the descending flight path of an aircraftand a horizontal plane fixed relative to the runway.

Glide Path. The line to be followed by an aircraft as it descends fromhorizontal flight to point of landing . One of the three elements of aninstrument landing system which furnishes vertical guidance for the correctdescent to a runway.

Hardetand. A paved or stabilized parking area of sufficient strength and sizeto accommodate a designated number of aircraft or mobile equipment It isconnected to the runway or traffic area by a taxiway or towway.

Helicopter. A rotary-wing aircraft.

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MIL-HDBK-1021 /1

GLOSSARY (Continued)

High-Speed Taxiway Turnoff. A taxivay leading from a runway at an angle whichallows landing aircraft to leave a runway at high speeds.

Instrument Runway. A runway which is provided with landing aids (such as highintensity runway, lighting approach lights) and navigation’ aids for IFR(instrument flight rules) operations.

Intermediate Area. The area between runways and between runways and taxiwaysthat is graded or cleared for operational safety.

Landing Aria. The paved portiontakeoff of airc,raft.

Landing Field. Any area of landincluding the intermediate area,landing of aircraft.

of a landing field for’the safe landing and

consisting of one or more landing..strips,. .that is designed for the safe takeoff and

Landing Rollout. Distance covered in stopping the aircraft, when loaded tomaximum landing weight, following touchdown using standard operatiori and brakingprocedures” on a hard, dry-surfaced level runway with no wind.

Landing Strip. That’’portion of an airfield that includes the landing area, theend zones, and the”shoulder areas. Also known as a flight strip.

Line Vehicle . Any vehicle used on the landing strip, such as a crash. fire truckand tow tractor.

Magnetic North. The direction indicated by the north-seeking element of amagnetic compass when influenced only by the earth}s magnetic field.

. .

Magnetic Variation. The angular difference between magnetic north and truenorth.

Overlay (Also Overlay Pavement) ..-

A rigid or nonrigid pavement constructed on anexisting pavement to increase its l’oad-carrying capacity.

Overrun Area. An area the width of the runway plus paved shoulders exteridingfrmn the end of the runway to the outer Iimft of the end zone . The portionwhich is a prolongation of the runway is the stabilized area.

Parallel Runway. Special form of dual runway in which the runway centerlinesare parallel .

Power Check. The ful1held stationary. ,,

power test of an aircraft engine while the aircraft is

An airplane, such as a helicopter or autogiro, havingRotary-Wing Aircraft.wings that rotate about an axis, especially such an aircraft having wings that

rotate about an approximately vertical axis.

w. A paved surface for the landing and takeoff of aircraft. This includes

all-weather runways, instrument runways, and crosswind runways.

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GLOSSARY (Continued)

Runway Sxit. A taxiway pavement provided for turnoffs from the runway to ataxiway; may be either normal or high speed.

Runway Threshold. A line perpendicular to the runway centerline designating thebeginning of that portion of a runway usable for landing.

Service Point. A receptacle, embedded in certain airfield pavements, containingoutlets for utilities required to service aircraft.

Shoulder. An area provided for emergency use of aircraft and for dust anderosion control . Shoulders are provided for runways, taxiways, aprons, andcompass roses. Some are paved, some are not.

Stabilized Soil. Soil treated in such a manner as to render its properties lessaffected by water or to increase its load-bearing capacity.

Taxiway. A paved surface over which aircraft can move under their own power.

Taxiway Turnoff. A taxiway leading from a runway to allow landing aircraft toexit and clear the runway after completing their initial landing roll.

Tiedown Anchor. A device, installed in certain airfield pavements, to whichlines tying down an aircraft are secured and grounding is provided .

=. A paved surface over which aircraft can be towed.

True North. The geographic north; the direction of the geographic North Polefrom a given point on the earth! s surface.

Wind Direction. The direction from which the wind is blowing in reference totrue north.

Wind Rose. A diagram showing the relative frequency and strength of the wind incorrelation with a runway configuration and in reference to true north. Itprovides a graphic analysis to obtain the total wind coverage for any runwaydirection.

CUSTODIANNAVY-YD

PREPARING ACVITIYNAVY-YD

PROJECT NO.FACR 0239

*U.S. COVERNXENT PRINTING OFFICE: 1990--704-034/30758

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