ETL 09-6 Chg 1.pdf

DEPARTMENT OF THE AIR FORCE

HEADQUARTERS AIR FORCE CIVIL ENGINEER SUPPORT AGENCY

17 AUG 2009

Distribution authorized to U.S. Government Agencies and their contractors;

administrative or operational use; August 2009. Refer other requests for this document to HQ AFCESA/CEOA.

FROM: AFCESA/CEO

139 Barnes Drive, Suite 1 Tyndall AFB FL 32403-5319

SUBJECT: Engineering Technical Letter (ETL) 09-6 (Change 1): C-130 and C-17

Landing Zone (LZ) Dimensional, Marking, and Lighting Criteria

1. Purpose. This ETL provides dimensional, marking, and lighting criteria and guidance for planning, design, construction, and evaluation of landing zones (LZ) used for aircrew training and contingency operations of C-130 and C-17 aircraft. These standards do not provide sufficient clearances for instrument approach and departure procedures below circling weather minimums.

This ETL supersedes ETL 04-7, C-130 and C-17 Landing Zone (LZ) Dimensional, Marking and Lighting Criteria, published March 29, 2004. This ETL is substantially revised and must be completely reviewed. Change 1 updates Figure 2 and Table 3.

Note: The use of the name or mark of any specific manufacturer, commercial product, commodity, or service in this ETL does not imply endorsement by the Air Force.

2. Application: All Department of Defense (DOD) organizations responsible for planning, design, construction, and evaluation of LZs on property owned or controlled by the Air Force.

2.1. Authority: Air Force policy directive (AFPD) 32-10, Installations and Facilities.

2.2. Effective Date: Immediately.

2.3. Intended Users: Air Force, Army, Marine Corps, and Navy design and/or construction agents responsible for planning, design, maintenance, construction, and evaluation of LZs on property owned or controlled by the Air Force.

3. Coordination:

• Air Mobility Command, Pavements Engineer (HQ AMC/A7O)

• Air Combat Command, Pavements Engineer (ACC/A7OI)

• Pacific Air Forces, Pavements Engineer (PACAF/A7OI)

• Air Forces Central, Civil Engineer Forward (AFCENT AFFOR/A7)

• 554 RED HORSE Squadron, Engineering Flight (554 RHS/DE)

• Air Force Special Operations Command, Pavement Engineer (AFSOC/A7PO)

• Air Force Flight Standards Agency, Airfield Operations and Standardization

Division (HQ AFFSA/A3AS)

• Air Force Director of Operations and Training (HQ USAF/A3O-AC)

4. References:

4.1. Air Force.

• AFPD 32-10, Installations and Facilities, http://www.e-publishing.af.mil/

• Air Force handbook (AFH) 32-7084, AICUZ Program Manager’s Guide, http://www.e-publishing.af.mil/

• Air Force instruction (AFI) 13-217, Drop Zone and Landing Zone Operations, http://www.e-publishing.af.mil/

• AFI 32-7061, The Environmental Impact Analysis Process, http://www.e-publishing.af.mil/

• ETL 97-9, Criteria and Guidance for C-17 Contingency and Training

Operations on Semi-Prepared Airfields, https://www.my.af.mil/gcss-af/afp40/USAF/ep/browse.do?programId=1246681&parentCategoryId=- 544993&channelPageId=-336217

• ETL 04-2, Standard Airfield Pavement Marking Schemes, https://www.my.af.mil/gcss-af/afp40/USAF/ep/browse.do?programId=1246681&parentCategoryId=- 544993&channelPageId=-336217

4.2. Army.

• FM 5-430-00-02, Planning and Design of Roads, Airfields, and Heliports in the Theater of Operations – Airfield and Heliport Design, http://www.adtdl.army.mil/cgi-bin/atdl.dll/fm/5-430-00-2/toc.htm

4.3. Joint Service.

• UFC 3-260-01, Airfield and Heliport Planning and Design, http://www.wbdg.org/ccb/browse_cat.php?o=29&c=4

• UFC 3-260-02, Pavement Design for Airfields, http://www.wbdg.org/ccb/browse_cat.php?o=29&c=4

• UFC 3-535-01, Visual Air Navigation Facilities, available at http://www.wbdg.org/ccb/browse_cat.php?o=29&c=4

• (Draft) UFC 3-535-02, Design Drawings for Visual Air Navigation Facilities, https://www.my.af.mil/gcss-af/USAF/AFP40/Attachment/20070712/DRAFTUFC_3-535-02.pdf

4.4. Federal Aviation Administration (FAA).

• FAA Advisory Circular (AC) 150/5345-44, Specification for Runway and Taxiway Signs, http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCirc ular.nsf/MainFrame?OpenFrameSet&CFID=56957&CFTOKEN=71066012&C

FID=1409204&CFTOKEN=89169026&CFID=10991906&CFTOKEN=407748

• FAA AC 150/5345-46, Specification for Runway and Taxiway Light Fixtures, http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCirc ular.nsf/MainFrame?OpenFrameSet&CFID=56957&CFTOKEN=71066012&C

FID=1409204&CFTOKEN=89169026&CFID=10991906&CFTOKEN=407748

• FAA AC 150/5345-53, Airport Lighting Equipment Certification Program, http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCirc ular.nsf/MainFrame?OpenFrameSet&CFID=56957&CFTOKEN=71066012&C

FID=1409204&CFTOKEN=89169026&CFID=10991906&CFTOKEN=407748

• FAA Order 7400.2, Procedures for Handling Airspace Matters, http://www.faa.gov/

• FAA Form 7480-1, Notice of Landing Area Proposal, http://forms.faa.gov/forms/faa7460-2.pdf

4.5. Code of Federal Regulations (CFR).

• Title 32 CFR Part 989, Environmental impact analysis process (EIAP), http://www.access.gpo.gov/nara/cfr/waisidx_07/32cfrv6_07.html#800

5. Definitions.

5.1. Accident Potential Zone–Landing Zone (APZ-LZ): A land use control area beyond the clear zone of an LZ that possesses a significant potential for accidents; therefore, land use is a concern. See Attachment 1, Figures 2 and 5.

5.2. Airfield: An area (including any buildings, installations, and equipment) prepared for accommodating the landing and takeoff of aircraft.

5.3. Airspace: The space above ground or water areas which is or is not controlled, assigned, and/or designated.

5.4. Approach–Departure Clearance Surface (ADCS): An imaginary surface that is an inclined plane or combined inclined and horizontal planes arranged symmetrically about the extended runway centerline. Objects that penetrate this surface are considered obstructions to air navigation and should be removed, if possible; if not removed, they must be mapped (as described in UFC 3-260-01, Airfield and Heliport Planning and Design, and Army FM 5-430-00-02, Planning and Design of Roads, Airfields, and Heliports in the Theater of Operations – Airfield and Heliport Design), marked, and lighted as obstructions. The first segment or the beginning of the inclined plane is coincident with the ends and edges of the primary surface and the elevation of the centerline at the runway end. This surface flares outward and upward from these points. See Attachment 1, Figures 1 and 5.

5.5. Apron: A defined area on an LZ intended to accommodate aircraft for loading or unloading passengers or cargo, refueling, parking, or maintenance. LZ aprons are sized to accommodate the mission. The runway clearance, as well as the longitudinal and transverse grades for aprons, is provided in Attachment 2, Table 4. Also see Attachment 1, Figures 2, 3, 4, and 6.

5.6. Clear Zone-LZ: A surface on the ground or water, beginning at the runway threshold and symmetrical about the extended runway centerline, graded to protect aircraft operations and in which only properly sited navigational aids are allowed. See Attachment 1, Figures 1, 2, and 5.

5.7. Contingency Operations: Typically, short-term (12 months or less) operations conducted in support of conflicts or emergencies.

5.8. Exclusion Area: Exclusion areas are required for all paved and semi-prepared (unpaved) LZs. The purpose of the exclusion area is to restrict the development of facilities around the LZ. Only features required to operate the LZ or an adjacent airfield are permissible in the exclusion area, such as operational surfaces (e.g., runways, taxiways, and aprons), navigational aids, airfield lights and signs, aircraft and support equipment, and cargo loading and unloading areas and equipment.

Personnel formations, encampments, parked vehicles, storage areas, buildings, etc., are excluded from the area; roads, fences, and trees are acceptable. In addition, only properly sited facilities are allowed within this area (see UFC 3-260-01, Chapter 7). The exclusion area extends the length of the runway, plus the clear zone on each end. See Attachment 1, Figures 1, 2, and 5, and Attachment 2, Table 8.

5.9 Flashing Strobe Light (FSL): A flashing light used to mark the beginning or end of the usable runway surface when an LZ is used for night operations and configured in airfield marking pattern (AMP) -1 or AMP-3.

5.10. Grade (or Gradient): A slope expressed as a percentage. All grades may be positive or negative unless otherwise specifically noted.

5.11. Graded Area: An area beyond the runway shoulder where grades are controlled to prevent damage to aircraft that may depart the runway surface (see Attachment 1, Figure 6, and Attachment 2, Table 2). Graded areas should not have any obstacles over 100 millimeters (4 inches) high, except vegetation, visual landing zone marker panels (VLZMP), or other visual or electronic navigational aids which must be sited in this area due to their function. Culverts, headwalls, and elevated drainage structures are not allowed. Properly sited frangible navigational aids are allowed.

5.12. Imaginary Surfaces-LZ: Surfaces in space established around an LZ in relation to runways, helipads, or helicopter runways, and designed to define the protected airspace around the airfield. The imaginary surfaces for LZs are the primary surface and ADCS. See Attachment 1, Figures 1, 2, and 5, and Attachment 2, Table 7.

5.13. Infield Area: The area between runways and between runways and taxiways that is graded or cleared for operational safety. All obstructions must be removed from the infield area.

5.14. Landing Zone (LZ): An LZ consists of a runway, a runway and taxiway, or other aircraft operational surfaces (e.g., aprons, turnarounds). It is a prepared or semi-prepared (unpaved) airfield used to conduct operations in an airfield environment similar to forward operating locations. LZ runways are typically shorter and narrower than standard runways. Because training airfields are constructed for long-term operations, semi-prepared surface structural requirements are more stringent than for contingency airfields.

5.15. Maintained Area: A land area extending outward at right angles to the runway centerline and the extended runway centerline that is outside the graded area but still within the exclusion area. This area must be free of obstructions. The maintained area is 21.5 meters (70 feet) wide for C-17 operations or 18.5 meters (60 feet) wide for C-130 operations. The grade may slope up or down to provide drainage, but may not exceed +10 percent nor -20 percent slope. See Attachment 1, Figure 6, and Attachment 2, Table 2.

5.16. Non-Instrument Runway: A runway intended for operating aircraft under visual flight rules (VFR).

5.17. Obstacle: An existing object, natural growth, or terrain, at a fixed geographical location, or which may be expected at a fixed location within a prescribed area, with reference to which vertical clearance is or must be provided during flight operations.

Obstacles are not allowed if they violate grading criteria. See Attachment 2, Tables 2, 3, and 4. Frangible lights, signs and equipment that are fixed by function are not considered obstacles.

5.18. Obstruction: A natural or man-made object that violates airfield or heliport clearances or projects into imaginary airspace surfaces.

5.19. LZ Overrun: For the purpose of this ETL, an area the width of the runway, plus prepared shoulders, extending 91.5 meters (300 feet) from the end of the runway into the clear zone. This portion is an elongation of the runway and is constructed to support aircraft traffic. See Attachment 1, Figure 1, and Attachment 2, Table 5.

5.20. Parking Maximum on Ground (MOG): The highest number of aircraft allowed on the ground at any given time, based upon airfield configuration limitations and safety considerations.

5.21. Paved LZ: A prepared and surfaced LZ designed to carry aircraft traffic, whose principal components include one of the following:

• A flexible or non-rigid pavement or one that includes a bituminous concrete surface course designed as a structural member with weather- and abrasion-resistant properties.

• A rigid pavement, or one that contains Portland cement concrete (PCC) as an element.

• A combination of flexible and rigid pavement layers, such as an overlay, where a flexible pavement is placed over an existing rigid pavement layer to strengthen the rigid pavement layer.

Paved LZs were formerly called shortfields and later known as prepared assault landing zones (ALZ).

5.22. Pavement (Paved Surface): A durable weather- and abrasion-resistant surface made from a prepared or manufactured material placed on an established base.

General categories of pavements are “flexible” and “rigid.”

5.23. Primary Surface-LZ: An imaginary surface symmetrically centered on the runway. The elevation of any point on the primary surface is the same as the elevation of the nearest point on the runway centerline or extended runway centerline. See Attachment 1, Figures 1, 2, and 5.

5.24. Runway: A defined rectangular area of an airfield or heliport prepared for the landing and takeoff run of aircraft along its length.

5.25. Runway End: As used in this ETL, the runway end is where the normal threshold is located. When the runway has a displaced threshold, the using Service will evaluate each individual situation, and, based on this evaluation, will determine the point of beginning for runway and airspace imaginary surfaces. See Attachment 1, Figure 1.

5.26. Runway Threshold: A line perpendicular to the runway centerline designating the beginning of that portion of the runway usable for landing. See Attachment 1, Figure 10.

5.27. Semi-Prepared LZ: A semi-prepared LZ (formerly called a semi-prepared assault landing zone [ALZ]) refers to an unpaved LZ. The amount of engineering effort required to develop a semi-prepared LZ depends on the planned operation, the service life needed to support these operations, and existing soil and weather conditions. Semi-prepared construction/maintenance preparations may range from those sufficient for limited use to those required for continuous routine operations.

Options for surface preparation may include stabilization, adding an aggregate course, compacting in-place soils, or matting.

5.28. Shoulder: A prepared (paved) or semi-prepared (unpaved) area adjacent to the edge of operational surfaces (runways, taxiways, aprons, overruns, and turnarounds).

See Attachment 1, Figures 1, 2, 3, 4, and 6, and Attachment 2, Tables 2, 3, 4, and 5.

5.29. Slope Ratio: A slope expressed in meters (feet) as a ratio of the horizontal to the vertical distance. For example, 50:1 means 50 meters (feet) horizontal to 1 meter (foot) vertical.

5.30. Taxiway: A specially prepared or designated path on an airfield or heliport, other than apron areas, on which aircraft move under their own power to and from landing, service, and parking areas. Criteria for taxiways are shown in Attachment 2, Table 3, and illustrated in Attachment 1, Figure 6.

5.31. Taxiway, Parallel: A taxiway that parallels the runway; the curved connections to the end of the runway or overrun that permit aircraft ground movement to and from the runway and are considered part of the parallel taxiway when there are no other taxiway exits on the runway. See Attachment 1, Figure 2.

5.32. Turnaround (or Hammerhead): An operational surface with dimensions to allow an aircraft to execute 180-degree turns without using reverse operations. Turnarounds can provide loading/off-loading capability on LZs with a parking MOG of one. See Attachment 1, Figures 3 and 11.

5.33. Visual Landing Zone Marker Panels (VLZMP): Vertical, colored panels installed along runway edges to indicate the threshold location and distance remaining. See Attachment 1, Figures 7, 8a, 8b, 8c, 11, 12, and 13.

5.34. Visual Flight Rules (VFR): Rules that govern the procedures for conducting flights under visual conditions. Also see Visual Meteorological Conditions (VMC).

5.35. Visual Meteorological Conditions (VMC): Weather conditions in which visual flight rules (VFR) apply, expressed in terms of visibility, ceiling height, and aircraft clearance from clouds along the path of flight. When criteria for VMC conditions cannot be met, instrument meteorological conditions prevail and instrument flight rules must be followed. Also see Visual Flight Rules (VFR).

6. Acronyms.

°C - degree Celsius °F - degree Fahrenheit AC - asphalt concrete ADCS - approach–departure clearance surface AFH - Air Force handbook AFI - Air Force instruction AFPD - Air Force policy directive ALZ - assault landing zone AMP - airfield marking pattern APZ-LZ - accident potential zone–landing zone DOD - Department of Defense EALS - emergency airfield lighting system

ETL - Engineering Technical Letter FAA - Federal Aviation Administration FM - Field Manual (U.S. Army) FSL - flashing strobe light ft - foot g/cc - gram per cubic centimeter ICAO - International Civil Aviation Organization IFR - instrument flight rules IMC - instrument meteorological conditions in - inch IR - infrared LZ - landing zone m - meter MAJCOM - major command mm - millimeter MOG - maximum on ground nm - nanometer NSN - National Stock Number NVG - night vision goggles OPR - office of primary responsibility PCC - Portland cement concrete PT - point of tangency RCR - runway condition rating RMP - resin modified pavement STT - special tactics team TDZ - touchdown zone UFC - Unified Facilities Criteria VFR - visual flight rules VLZMP - visual landing zone marker panels VMC - visual meteorological conditions

7. Site Planning for LZs.

7.1 General. When planning the layout of an LZ that will be used for extended operations (generally defined as more than one year), site conditions beyond safety of aircraft-related operations must be considered. These include land use compatibility with clear zones, primary surfaces, exclusion areas, and ADCS, and with existing and future use of the areas that surround the LZ. In planning an LZ, consider the use and zoning of surrounding land for compatibility with aircraft operations. The purpose is to protect the operational capability of the LZ and prevent incompatible development, thus minimizing health and safety concerns in areas subject to high noise and accident potential resulting from frequent aircraft overflights. The minimum criteria in this ETL establish standards for a safe environment for aircraft and ground operations. Attachment 2, Table 8, Item 3, “Exclusion Area,” states: “For long-term-use LZs, restricting use of available land beyond the minimum distances contained in this ETL is highly recommended.” This will protect Air Force operational capability and enhance the potential for future mission expansion. Land use and zoning restrictions for training LZs must also comply with AFH 32-7084, AICUZ Program Manager’s Handbook. The goal is to provide an LZ environment that provides the greatest margin of safety and compatibility for personnel, equipment, and facilities. Review AFI 32-7061, The Environmental Impact Analysis Process, and 32 CFR 989, Environmental impact analysis process (EIAP), to determine applicability of conducting an environmental impact analysis.

7.1.1. Future Development (Land or Aircraft Technology). Adequate land for future aviation growth must be considered when planning an LZ. The LZ should be compatible with the existing installation plan. Potential instrument meteorological conditions/instrument flight rules (IMC/IFR) capability will require additional criteria considerations.

7.1.2. Prohibited Land Uses. LZ criteria prohibit certain land uses within the exclusion area, clear zone, and APZ. These restrictions are described in Attachment 2, Tables 6 and 8.

7.1.3. APZs not on DOD Property. APZs that are not on DOD property may require easements to control development and remove vegetation that may violate the ADCS. The need must be determined on a case-by-case basis.

7.2. Siting Considerations. Site considerations include topography, vegetative cover, existing construction, weather elements, wind direction, soil conditions, flood hazard, natural and man-made obstructions, adjacent land use, availability of usable airspace, accessibility of roads and utilities, and potential for expansion capability.

The potential for encroachment and effects of noise on the local community must also be considered.

7.2.1. For training LZs, it is preferable to site the runway within an airfield environment to take advantage of existing runway and taxiway clearance areas.

To maximize the training environment, avoid aligning LZ runways parallel to existing runways.

7.2.2. Siting of LZs must take into account noise levels on existing facilities.

7.2.3. When a new LZ is sited, in addition to local permitting requirements, file FAA Form 7480-1, Notice of Landing Area Proposal, in accordance with FAA Order 7400.2, Procedures for Handling Airspace Matters.

7.2.4. Consider the effects of ambient lighting for operations with night vision goggles (NVG).

7.3. Siting Training LZs within Built-Up Areas. When siting a training LZ runway within an existing built-up and occupied area, use a 305-meter (1000-foot) –wide exclusion area rather than the 213.5-meter (700-foot) –wide exclusion area for LZs in unoccupied areas. The 305-meter (1000-foot) -wide exclusion zone runs from clear zone end to clear zone end, centered on the runway centerline. In addition, the APZ-LZ is widened to 305 meters (1000 feet) in width.

7.3.1. For siting future LZs, built-up and occupied locations are where occupied buildings/facilities exist around the potential LZ site and are not related to the LZ mission.

7.3.2. Unoccupied locations are where no buildings/facilities exist around the proposed LZ except those that are LZ mission-related.

7.3.3. The same rules apply for siting future facilities near existing LZs: If the facility and occupants are not related to the LZ mission, then the wider exclusion zone and APZ-LZ apply.

8. Dimensional Criteria.

8.1. Runway and Overrun Descriptions. Attachment 2, Tables 1, 2, and 5, provide dimensional criteria for layout and design of LZ runways and overruns.

8.1.1. Length. Attachment 2, Table 2, provides runway lengths for C-130 LZs, and Attachment 2, Table 1, provides runway lengths for C-17 LZs. For a C-17 LZ located between sea level and 914 meters (3000 feet) pressure altitude, the minimum length requirement for C-17 operations is 1067 meters (3500 feet) with 91.5-meter (300-foot) overruns on each end. This length requirement, based upon a runway condition rating (RCR) of 20, assumes an ambient temperature of

32.2 °C (90 °F), and a landing gross weight of 202,756 kilograms (447,000 pounds). Based upon these same temperature and weight assumptions, the runway length will vary with different RCRs. Typically, paved surfaces will have RCRs of 23 dry, 12 wet, and 5 icy. Mat surfaces will have RCRs of 23 dry and 10 wet. A semi-prepared runway with stabilized soil surfaces will have RCRs of 20 dry and 10 wet. Unstabilized soil surfaces will have RCRs of 20 dry and 4 wet.

8.1.2. Width. Attachment 2, Table 2, provides the minimum width for LZ runways.

The widths of these landing surfaces provide the minimum-width operating surface for the given aircraft.

8.1.3. Gradients of Operational Surfaces. Gradient constraints are based upon reverse aircraft operations conducted on hard surfaces. See Attachment 2, Tables 2, 3, 4, and 5.

8.1.4. Shoulders. Shoulders are graded and cleared of obstacles and slope downward away from the runway, where practical, to facilitate drainage. See Attachment 2, Tables 2, 3, 4, and 5.

8.1.5. Turnarounds. For C-17 LZs without parallel taxiways, turnarounds must be provided at both ends of the runway. In other cases, turnarounds may be located on overruns or taxiways, depending upon mission or terrain requirements. The shoulder, structural, gradient, and clearance requirements for a turnaround are the same as those for the overrun or taxiway area where the turnaround is constructed. Turnarounds for C-130 aircraft should be at least 23 meters (75 feet) in diameter. Turnarounds for C-17 aircraft should be 55 meters (180 feet) long and 50.5 meters (165 feet) wide (including the overrun/taxiway width), with 45-degree fillets. The aircraft landing gear must be positioned within 3 meters (10 feet) of the runway edge before initiating this turn.

8.2. Clear Zones, Imaginary Surfaces, and APZ-LZs. Applicable clearances and grade controls must be established to provide a reasonable level of safety for LZs.

Minimum requirements for clear zones, imaginary surfaces, and APZ-LZs and exclusion areas are provided in Attachment 2, Tables 6, 7, and 8, respectively.

These areas and imaginary surfaces are shown in Attachment 1, Figures 1, 2, 5, and 6.

8.3. Operational Waivers to Criteria. The criteria in this ETL are the minimum permissible for C-17 and C-130 operations. When deviations exist or occur at a specific location, an operational waiver must be obtained before beginning flying operations. The office of primary responsibility (OPR) for the mission or exercise will initiate the waiver request. The appropriate airfield survey team will verify existing LZ dimensions and grades. The major command director of operations (MAJCOM/A3) is the approval authority for waivers of any criteria in this ETL.

8.4. Separation Distances between Permanent Runways/Helipads and LZ Runways for Simultaneous Operations. When simultaneous operations are desired on a permanent runway or helipad and an LZ runway, minimum separation distances are required as stipulated in Attachment 2, Table 9.

8.5. Separation between Permanent Class A or Class B Runways and LZ Runways for Non-Simultaneous Operations. At a minimum, LZ runways should be separated from permanent runways so as not to conflict with distance-remaining signs, runway edge lights, navigational aids (including glide slope signals), and other facilities associated with the runway.

9. Surface Types. Semi-prepared (unpaved) LZ surfaces may be composed of stabilized soils, aggregate surfaces, compacted native soils, or matting. Specific design guidance for semi-prepared surfaces can be found in ETL 97-9, Criteria and Guidance for C-17 Contingency and Training Operations on Semi-Prepared Airfields. Paved LZs may be surfaced with asphalt concrete (AC) or PCC pavement. On runways, taxiways, turnarounds, and aprons used by C-17 aircraft, asphalt pavement distress has been observed in areas where 90- to 180-degree turns are made; for this reason, PCC is preferred in areas where turning movements occur. Designers should consider durability and maintenance of the pavement, as well as economics, when selecting a surface type for an area associated with an LZ intended for long-term use. AC and PCC pavement structures shall be designed to support the traffic level defined in UFC 3-260-02, Pavement Design for Airfields.

9.1. Runways and Overruns.

9.1.1. Semi-prepared Runway and Overrun Surfaces. Unpaved LZ runway and overrun surfaces shall be designed to support the anticipated aircraft type, weight, and number of planned operations. Overruns will be designed to the same standard as the runway.

9.1.2. Paved Runway and Overrun Surfaces. Paved runways and overruns may be surfaced with AC or PCC pavement. Sawcut grooving may be used to improve drainage characteristics on runways. Overruns will be designed to the same standard as the runway. Special design consideration is needed if the overrun is used as a taxiway or turnaround area.

9.1.3. Runway and Overrun Shoulders. For semi-prepared runways, the shoulder structure will be designed to the same standard as the runway. For paved runways, shoulders may be surfaced with AC or PCC pavement and will be designed to support the traffic level defined in UFC 3-260-02.

9.2. Turnarounds.

9.2.1. Semi-prepared Turnarounds. Unpaved turnarounds will be designed to support the anticipated aircraft type, weight, and number of operations.

Designers should give special consideration to stabilization for turnarounds used by C-17 aircraft because the surface can be easily damaged by the turning action of the main landing gear.

9.2.2. Paved Turnarounds. Paved turnarounds may be surfaced with AC, PCC, or resin-modified pavement (RMP). Special consideration should be given to surface durability for turnarounds used by C-17 aircraft; for this reason, PCC pavement is preferred.

9.3. Taxiways.

9.3.1. Semi-prepared Taxiways. Unpaved taxiways will be designed to support the anticipated aircraft type, weight, and number of operations. Designers should give special consideration to stabilization at taxiway turns used by C-17 aircraft because the surface can be easily damaged by the turning action of the main landing gear.

9.3.2. Paved Taxiways. Paved taxiways may be surfaced with AC, PCC, or RMP.

Special consideration should be given to surface durability for taxiways used by C-17 aircraft; for this reason, PCC pavement is preferred.

9.4. Aprons.

9.4.1. Semi-prepared Aprons. Unpaved aprons will be designed to support the anticipated aircraft type, weight, and number of operations. Designers should give special consideration to stabilization on aprons used by C-17 aircraft because the surface can be easily damaged by the turning action of the main landing gear.

9.4.2. Paved Aprons. Paved aprons may be surfaced with AC, PCC, or RMP.

Special consideration should be given to surface durability and fuel resistance for aprons used by C-17 aircraft; for this reason, PCC pavement is preferred.

10. Visual Landing Zone Marker Panels (VLZMP). Various systems are used during daytime operations to provide visual cues to pilots about the location and dimensions of the LZ runway. The type of marker panels selected depends on the mission requirements and anticipated duration of LZ use. Paragraphs 10.1 and 10.2 describe requirements for temporary and long-term applications, respectively.

10.1. Minimum Marking Requirements for Temporary Applications.

10.1.1. LZ runways intended for short-term or temporary use should be marked with one of the arrangements of airfield marking patterns (AMP) defined in AFI 13-217, Drop Zone and Landing Zone Operations. The special tactics team (STT) will decide which arrangement of panels will be installed. The AMP-1, AMP-2 and AMP-3 layouts are illustrated in Attachment 1, Figures 8a, 8b, and 8c. Although AMP-2 is also defined in AFI 13-217, the AMP-2 configuration will not be used for newly constructed temporary or permanent LZs by AMC. AMP-4 does not require any marker panels or lights and is only used for appropriate special operations.

10.1.2. Materials and Size. Temporary panels may be constructed of fabric, wood, or other materials determined to be suitable by the STT. Panel faces will be at least 1676 millimeters (66 inches) wide and 432 millimeters (17 inches) tall.

10.1.3. Orientation and Color. Marker panels should be erected upright and facing toward the aircraft approach to increase visibility to the pilot. The panels should be orange (Fluorescent Orange, Army Shade 230), cerise (Fluorescent Red, Army Shade 229), or other color acceptable to the STT. The specific color used and layout must be briefed to all participating units before operations commence.

10.1.4. Frangibility. For temporary applications, frangible marker panels and supports are preferred to avoid excessive damage if struck by an aircraft. If available, VS-17 marker panels (National Stock Number [NSN] 8345-00-174-

6865, Part Number MIL-P-400-61) should be used to mark temporary LZs for daytime operations.

10.2. Marking Requirements for Long-Term Applications.

10.2.1. LZs intended for long-term use should have permanently installed panels of the type described below. Panel locations are derived from the patterns shown in AFI 13-217, Figures 3.1, 3.3, and 3.5. Panels should be installed at the locations shown in Attachment 1, Figures 8a, 8b, or 8c, depending on the desired AMP. In AMP-1, spacing should be consistent through the intermediate panels. If a conflict with the panels exists on one or both sides of the LZ (e.g., at locations where a taxiway connects to the LZ), that panel should be omitted. For bi-directional operations, panels of the appropriate color should be attached to each side of the support posts. See Attachment 1, Figures 8a, 8b, and 8c, Note 2, for the distance between the panels and the runway edge. Panels should be

1.8 meters (6 feet) apart at locations where panels are placed in pairs.

10.2.2. Materials and Size. Panel surfaces may be constructed of any lightweight yet durable material suitable for the environment. Panel surfaces will be at least 1676 millimeters (66 inches) wide and 610 millimeters (24 inches) tall.

10.2.3. Orientation and Color. Marker panels should be erected upright and facing toward the aircraft approach to increase visibility to the pilot. The panels should be covered with reflective sheeting material or painted orange (Fluorescent Orange, Army Shade 230), or cerise (Fluorescent Red, Army Shade 229), the colors indicated in Attachment 1, Figures 8a and 8b.

(Note: Alternate colors may be used if all participating units are briefed and concur with the color selection. For example, all panels may be orange.)

Reflective sheeting shall be 3MTM diamond grade or equivalent. Panels must be designed to withstand jet blast effects. A panel design that has been used successfully is illustrated in Attachment 1, Figure 7.

10.2.4. Foundations. A reinforced concrete foundation pad should be used to support and anchor the panel support posts. Sample details for a foundation are shown in Attachment 1, Figure 7.

10.2.5. Support Posts. Support posts are needed to hold the panels upright.

Posts must be strong enough to withstand jet blast and also frangible to break away upon impact. Posts shall meet the frangibility definitions, acceptance criteria, analysis and testing requirements defined in FAA 150/5345-44G, Specification for Taxiway and Runway Signs. The support shall have frangible points located 51 millimeters (2 inches) or less above the concrete pad. The frangible points shall withstand wind loads due to jet blasts of 322 kilometers per hour (200 miles per hour) but will break or give way before reaching an applied static load over the surface of the sign of 8.9 kilopascals (1.3 pounds per square inch). Two examples of post materials are described below.

10.2.5.1. Galvanized steel support posts shall include a breakaway hinge point or frangible coupling 51 millimeters (2 inches) above the foundation pad to make the entire panel frangible. Each frangible coupling shall be permanently marked with the manufacturer’s name and size of the sign for which the coupling is intended.

10.2.5.2. Polycarbonate support posts shall be impact-resistant and dimensionally stable from -34 °C (-30 °F) to 66 °C (150 °F). The top section of the post shall be orange and connected to the ground anchor with a polyurethane hinge. The hinge shall be self-recovering, have an internal memory, and remain dimensionally stable from -34 °C (-30 °F) to 66 °C (150 °F). The bottom of the hinge shall be positioned 51 millimeters (2 inches) or less above the concrete foundation pad. Additional details are in Attachment 1, Figure 7.

11. LZ Lighting. Airfield lighting systems are used during nighttime operations to provide visual cues to pilots about the location and dimensions of the LZ runway. The type of lighting system installed may vary between the minimum requirements for temporary applications and the long-term-use system. Equipment selection will depend on the available equipment and mission requirements. Lights are not required if night operations are not anticipated. Lighting that is planned to be permanent should be compatible with NVG (see paragraph 11.2.1.1). UFC 3-535-01, Visual Air Navigation Facilities, and (Draft) UFC 3-535-02, Design Drawings for Visual Air Navigation Facilities, should be consulted for design details of light fixtures, light bases, cable, cable connections, controls, and other features associated with an airfield lighting system.

11.1. Minimum Lighting Requirements for Temporary Applications.

11.1.1. Lights. If available, lights should be omni-directional steady-burn or flashing with a minimum output rating of 15 candela for night operations. In accordance with AFI 13-217, virtually any type of overt lighting system is acceptable if all participating units are briefed and concur with its use.

Contingency lighting kits (emergency airfield lighting system [EALS]) or other materials may be used as available and determined to be suitable by the STT.

11.1.2. Location. There are three types of airfield lighting patterns for LZs, designated AMP-1, AMP-2, and AMP-3, as defined in AFI 13-217. AMP-4 is lights-out, no markings, and used only for appropriate special operations. The STT will decide which arrangement of lights will be installed. The AMP-1, AMP-2, and AMP-3 layouts are illustrated in Attachment 1, Figures 9a, 9b, and 9c.

Although AMP-2 is also defined in AFI 13-217, the AMP-2 configuration will not be used for newly constructed temporary or permanent LZs by AMC. When constructing new LZs, even if the immediate operational need is for AMP-3, consideration should still be given to installing the light bases and conduits to support the AMP-1 configuration.

11.2. Lighting Requirements for Permanent Applications. When intended for long-term use, use permanently installed lights of the type and in the locations described below.

11.2.1. Light Fixtures. All light fixtures shall be certified and listed in FAA AC 150/5345-53, Airport Lighting Equipment Certification Program, and FAA AC 150/5345-46, Specification for Runway and Taxiway Light Fixtures. Per paragraph 11.7, listed fixtures shall be used with infrared (IR) filters as covert fixtures.

11.2.1.1 Runway high-intensity edge light fixtures should be used for permanent LZ lighting installations. Runway edge lights should be elevated FAA Type L-862. Use the L-850C when an insert light is required in place of the L-862. If all edge lights are semi-flush edge lights, use the FAA Type L- 850A, Style 3 (Runway, Uni-directional) towards the approach. (Where circling guidance is needed, bi-directional light fixtures may be used.) LZ light lens colors shall be as indicated in Attachment 1, Figures 9a, 9b, and 9c.

Five-step regulators should be installed. (Steps 1 through 3 are compatible with NVG operations using a five-step regulator.)

11.2.1.2 Taxiway medium-intensity edge light fixtures should be used for permanent lighting installations. Taxiway edge lights should be elevated FAA Type L-861T. If needed, semi-flush edge lights should be FAA Type L-852T, Style 3 (Taxiway, Omni-directional). Taxiway and turnaround edge light lenses shall be blue. Three-step regulators should be installed for intensity control.

11.2.1.3 Flashing Strobe Lights (FSL). These light fixtures are located at the end of the LZ in the AMP-3 and AMP-2 configurations and at each side of the approach threshold in the AMP-1 configuration. These lights are uni-directional and must flash at a rate of 28 to 34 flashes per minute, producing a white light. Semi-flush fixtures (FAA-E-2952, Style A, white) should be installed with the edge of the fixture extending no more than 1.5 millimeters (0.0625 inch) below and 0.0 millimeter (0.0 inch) above the pavement top.

Aim the fixture(s) down the runway parallel to the centerline for AMP-2 and AMP-3 and towards the approach for AMP-1.

11.2.2. Light Bases. Light fixtures shall be attached to full-depth light bases (L-868, Class IB). Light bases shall be offset so the fixture center is a minimum of 0.6 meter (2 feet) from any pavement joint. Light bases shall be installed in accordance with (Draft) UFC 3-535-02, Figures 11 through 14. For elevated light fixtures, provide steel adaptor rings (see Jaquith Industries part numbers AF5402 and AR5421; Olson Industries part numbers 128TS and 128S; or equivalent).

Light construction tolerances are:

Longitudinal ± 13 millimeters (0.5 inch) from stationing Transverse ± 13 millimeters (0.5 inch) transverse from centerline Base orientation Parallel to T/W centerline ± 0.5 degree Elevation +0 to -1.5 millimeters (+0 to –0.0625 inch) from finished pavement surface, flush with the surrounding grade or pavement.

11.3. Light Locations.

11.3.1. LZ Lights. If the LZ is built on an existing runway or taxiway where normal flight operations are conducted then use semi-flush light fixtures.

11.3.1.1. AMP-1. Lights shall be placed at each threshold and at 152 meters (500 feet) from each threshold. Intermediate lights shall be 152 meters minimum/305 meters maximum (500 feet minimum/1000 feet maximum) spacing throughout the length of the runway, as illustrated in Attachment 1, Figures 9a and 13. Spacing should be consistent through the intermediate lights. If a conflict with the lights exists on one or both sides of the LZ (e.g., at locations where a taxiway connects to the LZ), that light should be a semi-flush light. Synchronized FSLs shall be installed at the threshold as illustrated in Attachment 1, Figures 9a and 13. Steady-burning light fixtures shall be installed at 1.6 meters (5 feet) plus 0.6 meter (2 feet) to minus 0.0 meter (0.0 foot) from the edge of the LZ surface (i.e., within the shoulder pavement).

Light pairs shall be perpendicular and equidistant from the runway centerline to be symmetrical about the runway or LZ centerline.

11.3.1.2. AMP-2. Lights shall be placed at each threshold and at 152 meters (500 feet) from each threshold. Intermediate lights shall be 152 meters minimum/305 meters maximum (500 feet minimum/1000 feet maximum) spacing throughout the length of the runway, as illustrated in Attachment 1, Figure 9b. Spacing should be consistent through the intermediate lights. If a conflict with the lights exists on one or both sides of the LZ (e.g., at locations where a taxiway connects to the LZ), that light should be a semi-flush light.

An FSL is also installed on the centerline of the departure end threshold not more than 1.6 meters (5 feet) from the threshold or overrun end. Locate the FSL as close to the runway centerline as possible. Steady-burning light fixtures shall be installed 1.6 meters (5 feet) plus 0.6 meter (2 feet) to minus

0.0 meter (0.0 foot) from the edge of the LZ surface (i.e., within the shoulder pavement). For covert applications see paragraph 11.7.

11.3.1.3. AMP-3. Light locations and colors are derived from the AMP-3 configuration in AFI 13-217, Figure 3.6. Steady-burning lights shall be placed at the threshold and at 152 meters (500 feet) from the approach end threshold, forming a box, as shown in Attachment 1, Figures 9c, 14, and 15.

An FSL is also installed on the centerline of the departure end threshold not more than 1.6 meters (5 feet) from the threshold or overrun end. Locate the FSL as close to the runway centerline as possible. Steady-burning light fixtures shall be installed at 1.6 meters (5 feet) plus 0.6 meter (2 feet) to minus 0.0 meter (0.0 foot) from the edge of the LZ surface (i.e., within the shoulder pavement). For covert applications see paragraph 11.7.

11.3.2. Turnaround, Taxiway, and Apron Edge Lights. All lights shall be installed at 1.6 meters (5 feet) plus 0.6 meter (2 feet) or minus 0.0 meter (0.0 foot) from the edge of the load-bearing surface. On straight sections of taxiway or turnaround, lights shall be spaced evenly with a maximum of 152 meters (500 feet) between lights. See Attachment 1, Figures 11 and 12, for typical turnaround and taxiway edge light locations. Light spacing shall be reduced to between 3 meters and 10.6 meters (10 feet and 35 feet) on curves and at corners or intersections. On curved sections, lights shall be evenly spaced from point of tangency (PT) to PT, with the maximum spacing between lights equal to half the taxiway width. For all corners and all curves exceeding 30 degrees of arc, there shall be a minimum of three lights. See UFC 3-535-01, Chapter 5, for additional edge light location details.

11.3.3. Overrun Edge Lights. Overruns do not normally require edge lights;

however, for overruns used as taxiways or turnarounds, edge lights may be installed using the location criteria stated in paragraph 11.3.2. In addition, the first pair of edge lights installed on overruns should not be more than

30.5 meters (100 feet) from the runway threshold.

11.4. Light Circuits and Controls. Designers should investigate all required configurations of lighting (AMP-1, AMP-3, Infrared AMP-3, etc.) and develop a circuit and control system that can achieve all the required configurations.

11.4.1. Ferro-Resonant Regulators. All new regulators used for LZ lighting systems shall be ferro-resonant type.

11.4.2. Multi-Regulator Systems. In this configuration, separate regulators will be needed to control lights for AMP-1, AMP-3 Overt, AMP-3 Covert, and taxiway circuits.

11.4.3. Single-Regulator Systems with Addressable Lights. Systems are now available to have “assignable control” of individual lights via a carrier signal. For this type of configuration, all LZ runway lights could be powered by one regulator, with each configuration assigned to a different control setup.

11.5. Light Reflector Panels (Optional). Light reflectors may be installed at the mid-point between LZ runway edge lights or taxiway edge lights. Contact the STT for information on obtaining light reflector panels.

11.6. Overt AMP-3 LZ Lights Superimposed on Standard Operational Runways. In some cases, it may be desirable to use a standard full-length runway for LZ training operations. Only the AMP-3 configuration should be installed in this situation. For this purpose, the LZ lighting scheme illustrated in Attachment 1, Figures 14 and 15, shall be applied, subject to the following conditions. MAJCOM approval is required before installation of AMP-2 configuration.

11.6.1. LZ Light Fixtures. High-intensity light fixtures must be installed flush with the pavement surface to allow traffic to pass over them. Semi-flush lights shall be FAA Type L-850A, Style 3, uni-directional, or an International Civil Aviation Organization (ICAO) equivalent. LZ light lens colors shall be white.

Five-step regulators should be installed on the LZ circuit(s) for light intensity control compatible with NVG operations (steps 1 through 3 are compatible with NVG operations).

11.6.2. LZ Location on the Runway. When possible, the LZ threshold should be sited between 91 meters (300 feet) and 152 meters (500 feet) from the runway threshold. This will ensure aircraft loads are concentrated in the portion of the runway designed for heavier loads and avoid conflicts with runway pavement markings.

11.6.3. LZ Lighting Conflicts with Standard Runway Markings. The LZ should be sited so the LZ light fixtures do not conflict with threshold markings, runway designation markings, touchdown zone markings, or fixed distance markings. An ideal location for the LZ threshold is 91 meters (300 feet) from the runway threshold. This will position the LZ light fixtures in the gaps between the standard runway markings. If LZ lights fall within a standard marking, the light fixture should be masked whenever repainting occurs.

11.6.4. LZ Lighting Conflicts with Approach Lights and Touchdown Zone (TDZ) Lights. Runway approach lights and TDZ lights are spaced every 30 meters (100 feet) throughout the overrun and for the first 914 meters (3000 feet) of the runway. TDZ lights are installed in groups of three, starting 11 meters (36 feet) each side of the runway centerline and spaced over a 3-meter (10-foot) light bar. LZ lights for C-17s will not conflict with TDZ lights because LZ lights are 15 meters (50 feet) each side of the centerline.

C-130 LZ lights are installed 10.5 meters (35 feet) each side of the centerline, so conflicts should not occur. If TDZ lights are installed on the runway, move the LZ lights closer to the LZ edge to position them inside the TDZ lights.

11.7. AMP-3 Covert Infrared (IR) Lights.

11.7.1. Installation. At some locations, IR lights may be needed in addition to standard visual spectrum lights. IR lights can be installed in accordance with Attachment 1, Figures 12, 13, 14 and 15.

11.7.2. IR Light Fixtures. These fixtures should be FAA L-850A Style 3 fixtures, with a special IR filter installed on the lens. Infrared transmitting filters shall meet the specifications in Table 1 and be certified to comply with the specifications in this paragraph by an FAA-approved laboratory (currently Intertek Test Lab).

Before installation on-site, the manufacturer shall supply an FAA-approved lab (currently Intertek Test Lab) report certifying compliance.

Table 1. Infrared Transmitting Filter Specifications

Spectral Transmittal Limits Physical Properties

Wavelength Nanometer (nm) Transmittance Nominal thickness range 4–6 mm

0.17–0.23 in

740 or less < .01 Thermal linear expansion 110x10-7/°C (30–300 °C) (86–572 °F)

800 ± 9 > .45 Refractive index (n) 1.53 900 > .80 Density 2.67 g/cc

Strain temperature 492 °C (918 °F) Transition temperature 510 °C (950 °F) Anneal temperature 526 °C (979 °F) Deformation temperature 563 °C (1045 °F)

11.8. Snowplow Rings. In areas where snowplow operations may cause damage to semi-flush light fixtures, protective rings may be installed to prevent damage to fixtures. Rings must be compatible with the light fixture to ensure the ring does not obstruct the viewable light angle of the fixture.

11.8.1. L-850A Ring Dimensions. The snow plow ring shall be 400.05 millimeters (15.75 inches) in diameter and 31.75 millimeters (1.25 inches) in total height.

After installation, the snow plow ring shall be 6.35 millimeters (0.25 inch) above the surrounding pavement. The opening of the snow plow ring shall be designed for a 304.8-millimeter (12-inch) bi-directional L-850A fixture that is Style III (≤ 6.35 millimeters [0.25 inch] height above pavement).