Florida Regulations 14-60.007: Airfield Standards for Licensed Airports
(a) Runway. The minimum effective landing area length shall be 2,400 feet and the minimum landing area width shall be 60 feet.
(b) Short Field Runway. The minimum effective landing area length shall be 800 feet and the minimum landing area width shall be 60 feet.
(c) Ultralight. The minimum effective landing area length shall be 300 feet and the minimum landing area width shall be 150 feet.
(d) Seaplane. The minimum effective landing area length shall be 2,500 feet and the minimum landing area width shall be 200 feet. Seaplane landing areas shall have a minimum water depth of three feet.
(e) Helipad. The minimum effective landing area length shall be 24 feet and the minimum landing area width shall be 24 feet.
Table 1
Licensed Airports
Minimum Landing Area Dimensions
Landing Area Type
Effective Landing Area Length
Minimum Landing Area Width
Runway
2,400 feet
60 feet
Short Field Runway
800 feet
60 feet
Ultralight
300 feet
150 feet
Seaplane*
2,500 feet
200 feet
Helipad
24 feet
24 feet
*Seaplane landing areas shall have a minimum water depth of three feet.
(2) Landing and Surface Areas for Licensed Airports.
(a) Applicability. The provisions of this section related to licensed airport landing and surface areas are applicable to airport licensing standards and do not apply to airspace obstruction evaluation or permitting provisions in Florida Statutes Chapter 333, “”Airport Zoning,”” or Fl. Admin. Code R. 14-60.009, “”Airspace Protection.””
(b) Primary Surface. The “”Primary Surface”” is a defined surface area that surrounds and protects the landing area. The dimensions of the primary surface vary by type of landing area, weight of the landing aircraft, visibility, and the type of landing approach.
1. Airport primary surfaces are rectangular in shape and run longitudinally along the length of the centerline and on either side of the runway. The elevation of any point on the airport primary surface is the same as the elevation of the nearest point on the runway centerline. The consistent width of the primary surface of a runway shall be that width required for the most precise approach for either end of that runway. The following licensed airport primary surface standards apply:
a. For a runway that is not paved, that is to be used by an aircraft of any weight, and that has a visual landing approach: the length of the primary surface is the length of the runway, terminating at the end of the runway and the width of the primary surface is 250 feet.
b. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a visual landing approach: the primary surface extends the length of the runway plus 200 feet beyond each end of the runway and the width of the primary surface is 250 feet.
c. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a non-precision instrument approach: the primary surface extends the length of the runway plus 200 feet beyond each end of the runway and the width of the primary surface is 500 feet.
d. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a visual landing approach: the primary surface extends the length of the runway plus 200 feet beyond each end of the runway and the width of the primary surface is 500 feet.
e. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-precision instrument approach with visibility greater than 3/4 mile: the primary surface extends the length of the runway plus 200 feet beyond each end of the runway and the width of the primary surface is 500 feet.
f. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-precision instrument approach with visibility equal to 3/4 mile: the primary surface extends the length of the runway plus 200 feet beyond each end of the runway and the width of the primary surface is 1,000 feet.
g. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a precision instrument approach: the primary surface extends the length of the runway plus 200 feet beyond each end of the runway and the width of the primary surface is 1,000 feet.
h. For an ultralight landing area, that is to be used by an ultralight aircraft, and that has a visual landing approach: the length of the primary surface is the length of the runway, terminating at the end of the runway and the width of the primary surface is 150 feet.
i. For a seaplane landing area with markers designating the waterway landing and takeoff area and that has a visual landing approach: the length of the primary surface is the length of the waterway, terminating at the end of the waterway and the width of the primary surface is 250 feet.
j. For a seaplane landing area with no markers designating the waterway landing and takeoff area: the primary surface is not applicable.
2. Heliport primary surfaces have an area that coincides in size and shape with the designated helicopter FATO. The elevation of the heliport primary surface is a horizontal plane at the elevation of the established heliport elevation. The following licensed heliport primary surface standards apply:
a. For a heliport with a visual landing approach: the primary surface length and width are 42 feet each.
b. For a heliport with a non-precision instrument approach: the primary surface length and width are 500 feet each.
c. For a heliport with a precision instrument approach: the primary surface length and width are 1,000 feet each.
(c) Approach Surface. The approach surface is a defined surface area that surrounds and protects the landing approach area. The approach surface is longitudinally centered on the extended runway centerline and extends outward and upward from each end of the runway primary surface. The approach surface horizontal component is trapezoidal in shape with the inner width equal to the width of the primary surface. The outer width flares outward to a greater width depending on the type of landing area, weight of the landing aircraft, visibility, and the type of landing approach. Additionally, the outer width of an approach surface to an end of a runway shall be that width required for the most precise landing approach for that runway end. The approach surface also has a vertical component given by a “”ratio,”” such as 20:1, which means that for every 20 feet measured, horizontally, the vertical component increases one foot upward. A specific approach surface is applied to each end of each runway based upon the type of landing approach existing or planned for that specific runway end, meaning that different approach surface dimensions and ratios can exist at opposite ends of the same runway.
1. The following licensed airport approach surface standards apply:
a. For a runway that is not paved, that is to be used by an aircraft of any weight, and that has a visual landing approach: the approach surface ratio is 20:1, the length is 5,000 feet, the inner width is 250 feet, and the outer width of the approach surface is 1,250 feet.
b. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a visual landing approach: the approach surface ratio is 20:1, the length is 5,000 feet, the inner width is 250 feet, and the outer width of the approach surface is 1,250 feet.
c. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a non-precision instrument approach: the approach surface ratio is 20:1, the length is 10,000 feet, the inner width is 500 feet, and the outer width of the approach surface is 2,000 feet.
d. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a visual landing approach: the approach surface ratio is 20:1, the length is 5,000 feet, the inner width is 500 feet, and the outer width of the approach surface is 1,500 feet.
e. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-precision instrument approach with visibility greater than 3/4 mile: the approach surface ratio is 34:1, the length is 10,000 feet, the inner width is 500 feet, and the outer width of the approach surface is 3,500 feet.
f. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-precision instrument approach with visibility equal to 3/4 mile: the approach surface ratio is 34:1, the length is 10,000 feet, the inner width is 1,000 feet, and the outer width of the approach surface is 4,000 feet.
g. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a precision instrument approach: the approach surface ratio is 50:1 for the first 10,000 feet then the ratio is 40:1 for an additional 40,000 feet, the inner width is 1,000 feet, and the outer width of the approach surface is 16,000 feet.
h. For an ultralight landing area with an ultralight aircraft and that has a visual landing approach: the approach surface ratio is 15:1, the length is 2,500 feet, the inner width is 150 feet, and the outer width of the approach surface is 625 feet.
i. For a seaplane landing area with markers designating the waterway landing and takeoff area and that has a visual landing approach: the approach surface ratio is 20:1, the length is 5,000 feet, the inner width is 250 feet, and the outer width of the approach surface is 1,250 feet.
j. For a seaplane landing area with no markers designating the waterway landing and takeoff area: the approach surface is not applicable.
2. The following licensed heliport approach surface standards apply:
a. For a heliport with a visual landing approach: the approach surface ratio is 8:1, the length is 4,000 feet, the inner width is 42 feet, and the outer width of the approach surface is 500 feet.
b. For a heliport with a non-precision instrument approach: the approach surface ratio is 34:1, the length is 10,000 feet, the inner width is 500 feet, and the outer width of the approach surface is 5,000 feet.
c. For a heliport with a precision instrument approach: the approach surface ratio is 50:1, the length is 25,000 feet, the inner width is 1,000 feet, and the outer width of the approach surface is 6,000 feet.
(d) Transition Surface. The transition surface is a defined surface area that surrounds and protects the lateral boundaries of the primary and approach surfaces. The transition surface extends outward and upward at right angles to the runway centerline and the extended runway centerline at a specified ratio from the sides of the primary surface and from the sides of the approach surface. The transition surface has a vertical component given by a “”ratio,”” such as 7:1, which means that for every 7 feet measured horizontally, the vertical component increases one foot upward. The horizontal component extends laterally a specified horizontal distance or to an unspecified horizontal distance at which a specified height of the vertical component is attained. The dimensions of the transition surface vary by type of landing area, weight of the landing aircraft, visibility, and the type of landing approach.
1. The following licensed airport transition surface standards apply:
a. For a runway that is not paved, that is to be used by an aircraft of any weight, and that has a visual landing approach: the transition surface is not applicable.
b. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a visual landing approach: the transition surface is not applicable.
c. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a non-precision instrument approach: the transition surface ratio is 7:1 and the horizontal length is to the point where the vertical height component is 150 feet.
d. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a visual landing approach: the transition surface is not applicable.
e. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-precision instrument approach with visibility greater than 3/4 mile: the transition surface ratio is 7:1 and the horizontal length is to the point where the vertical component is 150 feet.
f. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-precision instrument approach with visibility equal to 3/4 mile: the transition surface ratio is 7:1 and the horizontal length is to the point where the vertical component is 150 feet.
g. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a precision instrument approach: the transition surface ratio is 7:1 and the horizontal length is to the point where the vertical height component is 150 feet.
h. For an ultralight landing area with an ultralight aircraft and that has a visual landing approach: the transition surface is not applicable.
i. For a seaplane landing area with markers designating the waterway landing and takeoff area and that has a visual landing approach: the transition surface is not applicable.
j. For a seaplane landing area with no markers designating the waterway landing and takeoff area: the transition surface is not applicable.
2. The following licensed heliport transition surface standards apply:
a. For a heliport with a visual landing approach: the transition surface ratio is 2:1, which extends horizontally for a distance of 250 feet.
b. For a heliport with a non-precision instrument approach: the transition surface ratio is 4:1, which extends horizontally for a distance of 350 feet.
c. For a heliport with a precision instrument approach: the transition ratio is 7:1, which extends horizontally for a distance of 350 feet.
Table 2
Licensed Airports
Landing and Surface Areas
Landing Area
Primary Surface
Approach Surface
Transition Surface
Surface
Approach
Length
Width
Ratio
Length
Width
Ratio
Distance
Inner
Outer
Not Paved
Visual
End of Runway
250 feet
20:1
5,000 feet
250 feet
1,250 feet
N/A
N/A
Paved & Aircraft Weight
< = 12,500 Pounds
Visual
200 feet Beyond End of Runway
250 feet
20:1
5,000 feet
250 feet
1,250 feet
N/A
N/A
Non Precision
500 feet
20:1
10,000 feet
500 feet
2,000 feet
7:1
150 feet Vertical
Paved & Aircraft Weight > 12,500 Pounds
Visual
200 Feet Beyond End of Runway
500 feet
20:1
5,000 feet
500 feet
1,500 feet
N/A
N/A
Non Precision Visibility > 3/4 Mile
500 feet
34:1
10,000 feet
500 feet
3,500 feet
7:1
150 feet Vertical
Non Precision Visibility = 3/4 Mile
1,000 feet
34:1
10,000 feet
1,000 feet
4,000 feet
7:1
150 feet Vertical
Precision
1,000 feet
50:1 Then 40:1
10,000 feet Then 40,000 feet
1,000 feet
16,000 feet
7:1
150 feet
Vertical
Helicopter Final Approach and Takeoff Area (FATO)
Visual
42 feet
42 feet
8:1
4,000 feet
42 feet
500 feet
2:1
250 feet Vertical
Non Precision
500 feet
500 feet
34:1
10,000 feet
500 feet
5,000 feet
4:1
350 feet Vertical
Precision
1,000 feet
1,000 feet
50:1
25,000 feet
1,000 feet
6,000 feet
7:1
350 feet Vertical
Ultralight Area
Visual
End of Runway
150 feet
15:1
2,500 feet
150 feet
625 feet
N/A
N/A
Seaplane Marked
Visual
End of Runway
250 feet
20:1
5,000 feet
250 feet
1,250 feet
N/A
N/A
Seaplane Not Marked
Visual
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
(3) Thresholds and Displaced Thresholds for Licensed Airports. The threshold is the beginning of that portion of the runway available for landing. Any obstacle, natural or manmade, in the landing approach path to the runway that, because of its height, penetrates through the specified approach ratio to that runway constitutes an obstruction and a hazard to air navigation. Until the hazardous obstruction is removed, it shall be necessary to adjust the approach path by moving or displacing that threshold point down the length of the runway to some “”Displaced Threshold”” position, at which safe aircraft passage above the obstruction is assured.
(a) For visual runways, a minimum 20:1 approach ratio to the threshold or displaced threshold shall be maintained. If the approach ratio is less than 20:1 to the threshold or displaced threshold, the runway shall be displaced the distance necessary to maintain a 20:1 ratio. If the displaced threshold location reduces the effective runway length below the minimum effective length requirements, that end of the runway shall be closed until the obstruction causing the displacement is removed.
(b) For instrument runways, the approach ratio for determining the location of the displaced threshold shall be determined by the maximum instrument approach category; 20:1 for utility, non-precision approach runways; 34:1 for other than utility, non-precision approach runways; and 50:1 for precision approach runways.
(4) Vertical Approach Clearance for Licensed Airports. When the landing approach to any runway crosses a road, railroad, traverseway, or waterway, the aircraft landing approach glide path shall provide the following minimum vertical clearance over ground objects:
(a) Seventeen feet for an Interstate Highway that is part of the National System of Military and Interstate Highways where over-crossings are designed for a minimum of 17 feet vertical distance.
(b) Fifteen feet for any other public roadway.
(c) Ten feet or the height of the highest mobile object that would normally traverse the road, whichever is greater, for a private road.
(d) Twenty-three feet for a railroad.
(e) For a waterway or any other traverseway not previously mentioned, an amount equal to the height of the highest mobile object that would normally traverse it.
(5) Runway Safety Areas for Licensed Airports. The runway safety area is a defined surface surrounding the runway designed to provide an additional measure of safety by being a specially prepared or a suitable ground surface intended to reduce the risk of damage to aircraft in the event of an undershoot, overshoot, or excursion from the runway. The following licensed airport runway safety area standards apply:
(a) Runway (Not Paved). For a runway that is not paved, the runway safety area shall have a length equal to the length of the runway, terminating at the end of the runway, and the runway safety area shall have a width of 120 feet.
(b) Runway (Paved). For a runway that is paved, the runway safety area shall have a length that extends the length of the runway plus 240 feet beyond each end of the runway and the runway safety area shall have a width of 120 feet.
(c) Ultralight Landing Area. An ultralight landing area shall have a runway safety area whose length is 300 feet and width is 150 feet.
(d) Heliport. A heliport shall have a runway safety area whose length extends 20 feet beyond the FATO and width extends 20 feet beyond the FATO.
(e) Seaplane. A seaplane landing area shall be exempt from the requirement for having a runway safety area.
Table 3
Licensed Airports
Runway Safety Areas
Landing Area Type
Safety Area Length
Safety Area Width
Runway (Not Paved)
End of Runway
120 feet
Runway (Paved)
240 feet
Beyond End of Runway
120 feet
Ultralight
300 feet
150 feet
Heliport
20 feet
Beyond FATO
20 feet
Beyond FATO
Seaplane
N/A
N/A
(6) Runway Pavement Standards for Licensed Airports. Pavement Condition Index. The “”Pavement Condition Index”” (“”PCI””) value is an indicator of the integrity and viability of a runway surface with a focus on pavement cracking, swelling, rutting, and depressions. For runway pavement, the value indicates the capability of the runway surface, in contact with aircraft tires, to provide a suitable environment for maintaining aircraft directional control, which may be adversely affected by runway undulations, or for preventing foreign object damage. Foreign object damage can result from pavement spalling, which may dislodge small or large pieces of pavement that could severely damage aircraft control surfaces or propellers, penetrate aircraft wing or fuselage surfaces protecting flammable fuel tanks or other critical components, or be ingested into turbo-jet or turboprop-jet engine intakes with potential catastrophic loss of power during critical phases of flight.
(a) The standard measurement of PCI results in seven ratings from “”Excellent”” to “”Failed,”” as shown in Table 4, below. Industry standards to objectively and consistently characterize and evaluate runway pavements are available from the American Society of Testing Material as ASTM Standard D 5340-03 “”Standard Test Method for Airport Pavement Condition Index Surveys,”” dated 2003, incorporated herein by reference. A runway PCI value of 10 or below indicates that the pavement has deteriorated significantly and the runway pavement shall be considered by the Department to not meet acceptable licensed airport standards.
(b) Temporary remedies may include displacement of the threshold, shortening the length of the runway to no less than the minimum effective length as shown in subsection 14-60.007(1), F.A.C., or closing the runway until permanent corrective action can be completed.
(c) Depending on the number of runways available and the extent of pavement condition index deficiencies, failure to implement temporary or permanent remedies will result in the Department revoking the airport license on the ground that the airport has become unusable due to unsafe conditions per Fl. Admin. Code R. 14-60.006(6)(e)
Table 4
Licensed Airports
Pavement Condition Index
Qualitative Rating
PCI Value
Minimum
Maximum
Excellent
86
100
Very Good
71
85
Good
56
70
Fair
41
55
Poor
26
40
Very Poor
11
25
Failed
0
10
(7) Airfield Improvements for Licensed Airports. All licensed airports shall comply with paragraphs (a) through (f), below. Licensed airports that include a seaplane landing area shall comply with paragraphs (a) through (g), below:
(a) At least one 15-knot, 8-foot long windsock shall be installed at the airport. The windsock shall be lighted if the landing area is lighted.
(b) Any aircraft tie-downs or moorings used to secure aircraft shall be located outside of the landing area, primary surface, and transition surface areas.
(c) Airport operators shall be required to establish and enforce effective control of unauthorized vehicles and pedestrian access within the aircraft movement areas.
(d) Except at ultralight flightparks, an approved 75-foot diameter airport circle marker (segmented circle), including aircraft traffic pattern indicators, shall be installed at airports without control towers, which have other than standard traffic patterns. The segmented circle shall be lighted, if the landing area is lighted.
(e) At least two category 80-B-C, or higher, type fire extinguishers shall be available at the airport, readily accessible, operationally functional, bear an unbroken seal, and be located in an area clearly identified to the public.
(f) An operational public telephone shall be available at the airport on a 24-hour basis and its location shall be clearly identified to the public.
(g) Airports having seaplane landing areas shall have at least one U.S. Coast Guard approved life preserver of the ring or throwing type with a retrieval line attached to each, readily available during hours of operation.
(8) Additional Responsibilities for Licensed Airport.
(a) Airport hazards determined to exist by the Department shall be removed.
(b) Obstructions shall be marked and/or lighted in accordance with Fl. Admin. Code R. 14-60.009, and for those obstructions to which Florida Statutes § 333.025, applies, shall be permitted pursuant to that section, or may be subject to variance under a local zoning ordinance.
(c) The airport licensee shall notify the Department, in writing, at least 60 days before any scheduled construction, alteration, improvements, major repairs, or modification to the size or shape of the landing area is begun. Any such requirements made necessary by emergency or unforeseen circumstances shall be given verbally to the Department, as soon as possible, and be followed by written notification within seven calendar days.
(d) The owner or lessee shall maintain the field in a usable condition. If the airport becomes dangerous or is not usable, it shall be the responsibility of the airport owner or lessee to mark the danger area by means of flags or to indicate the closing of such airport or runway by an “”X,”” clearly visible from the air or in a manner consistent with the exigencies of the situation. The owner or lessee shall report, in writing, to the Department any planned or emergency work in progress on the field and any proposed changes or conditions which might render the field unsafe for use.
(e) The owner or lessee of a closed, unlicensed, or abandoned airport shall remove all airport identifying markers and wind indicators and shall place upon the runway or runway intersection a Department approved “”closed runway”” marking. The Department will cause the airport to be marked if the owner does not properly mark it within 60 days of notice, and will assess such costs to the owner or lessee.
(9) Airport Marking. The following airport marking requirements apply to licensed airports:
(a) Non-Paved Runway Markings. Markers shall be installed on both sides of non-paved runways at 200 foot intervals along the edge of the usable runway width. Three markers shall be placed at 10 foot intervals on each side of each end of the runway, perpendicular to the centerline of the runway. Each set of three markers shall start at the corner of the runway and run toward the centerline of the runway on the runway endline. Displaced thresholds at non-paved licensed airports shall be marked with at least three markers on each side of the displaced landing thresholds area where the effective runway length begins. The displaced threshold markers shall be no more than 10 feet apart, similar to the runway edge markers, and be placed, clear of the runway, on a centerline 90 degrees to the runway heading.
(b) Runway Designation Markings. Runway designation markings shall be white and shall consist of a number and shall be supplemented by a letter on parallel runways. The number shall specify the whole number to the nearest ten degrees of the magnetic azimuth when viewed from the direction of the approach. The size and spacing of the numbers and letters shall only be reduced when space is limited. All numerals except the number “”11″” shall be horizontally spaced fifteen feet apart. The number “”11″” shall be spaced 27 feet apart. A zero (“”0″”) shall not precede single digits. The numeral “”1,”” when used alone, shall contain a horizontal bar at the bottom of the numeral to differentiate it from the runway centerline marking. Single digits shall be centered on the runway centerline. Double digits shall be centered on the runway centerline at the point that is halfway between the outer edges of the two numerals. Letters, such as “”L,”” “”C,”” or “”R”” for “”Left,”” “”Center,”” or “”Right,”” shall be stacked beneath the number at a distance of 20 feet. The base of the letter or number shall start 20 feet from the threshold or 40 feet from threshold markings. Digits shall be 60 feet tall. The lines comprising the digits shall be five feet wide. Digits shall be proportional and must be between 6 and 7.5 feet wide.
(c) Runway Centerline Markings. Runway centerline markings shall be white and shall identify the physical center of the usable runway surface and shall extend the length of the runway. The stripes shall be 120 feet in length. The gaps shall be 80 feet in length. The minimum width of the stripe shall be 12 inches. The stripes shall begin 40 feet from the top of the runway designation marking.
(d) Threshold Bars. Threshold bars shall be white and shall delineate the beginning of the runway that is available for landing. The threshold bar shall be ten feet wide and shall extend across the width of the runway.
(e) Arrows and Arrowheads. Arrows and arrowheads shall be white and shall be used to identify a displaced threshold. Arrowheads, used in conjunction with a threshold bar to highlight the beginning of the runway, shall be placed five feet before the threshold bar and shall be spaced two feet apart for runways 60 feet wide, 3 feet apart for runways between 60 and 100 feet wide, and four feet apart for runways over 100 feet wide. Arrows shall be provided in the portion of the runway before the displaced threshold. Arrowheads shall be 45 feet long, 15 feet wide, and have stripes 3 feet wide. Arrow tails shall be 80 feet long and 18 inches wide. The overlap between the arrowheads and tails shall be five feet. Arrows shall be spaced 80 feet apart.
(f) Holding Position Markings (Paved Taxiways). Holding position markings for paved taxiways shall be yellow and shall identify the location where a pilot should be assured that there is adequate separation with other aircraft before proceeding onto the runway. Holding position markings consist of four lines and three spaces each 6-12 inches wide. The solid lines shall always be on the side where the aircraft is to hold. The two dashed lines and spaces shall be 3 feet long. The markings shall extend completely across the taxiway. The markings shall be installed perpendicular to the taxiway centerline, but may be angled as needed where two or more taxiways intersect at the hold line. Holding position markings shall be placed 125 feet from visual runways serving small aircraft, 150 feet from visual runways serving large aircraft or with non-precision approaches, and 200 feet from runways with a precision approach.
(g) Holding Position Signs (Unpaved Taxiways). Holding position signs for unpaved taxiways shall be located outside the primary surface on the left side of the taxiway for a taxiway that is less than or equal to 150 feet wide or on both sides of taxiways that are greater than 150 feet wide. The sign shall consist of the runway designation numbers separated by a dash such that their arrangement indicates the direction to the corresponding runway threshold. The numbers shall be white on a red background. Mounting legs for each sign shall be frangible. The sign face shall be no less than 18 inches tall and 30 inches wide. The runway designation numbers shall be no less than 12 inches tall. The sign shall stand no more than 42 inches high.
(h) Helipad. Helipad markings shall be white and are used to mark the intended landing position within the FATO. The marking shall consist of an in-ground letter “”H”” oriented on the axis of the dominant landing and takeoff path. The “”H”” shall be a minimum of 19 feet tall and 12.5 feet wide. The vertical lines shall be 16 inches wide. The horizontal line shall be 32 inches wide.
(i) TLOF. TLOF perimeters shall be defined by a continuous white solid line 1 foot wide.
(j) FATO. FATO perimeters shall be defined with white dashed lines, which shall be 1 foot wide and 5 feet long and shall join to define the FATO corners.
(k) Closed Runway Markings. Closed runway markings shall be yellow and consist of an “”X”” centered on the runway centerline at each end of the runway and at 1,000 foot intervals. The “”X”” shall be 60 feet across and each arm shall be 10 feet wide and 25 feet long. If the “”closed”” runway intersects an “”open”” runway, an “”X”” shall be placed on each side of the “”open”” runway. Runway designation markings and runway threshold markings shall be obliterated on closed runways.
(l) Common Marking Requirements:
1. Glass beads shall be required for all permanent pavement markings.
2. All markings on light colored pavements shall be outlined with a black border six inches or greater in width.
(10) Airport Lighting. The Department does not require airports to be lighted. However, if an airport is lighted, it shall comply with the following standards. The minimum lights that shall be provided are threshold and runway end lights, displaced threshold lights, segmented circle lights, FATO or TLOF lights, and windsock lights. All lights shall be on flush or frangible mounts not more than 14 inches tall. The following airport lighting requirements shall apply to licensed airports:
(a) Runway Edge Lights. Runway edge lights shall emit white light except that yellow light is substituted for white light on the last 2,000 feet of an instrument runway, or one-half of the runway length, whichever is less, to indicate the caution zone.
(b) Threshold and Runway End Lights. Threshold and runway end lights shall be located on a line perpendicular to the extended runway centerline not less than two feet nor more than ten feet outboard from the designated threshold of the runway. The lights shall be installed in two groups located symmetrically about the extended runway centerline. For instrument runways, each group shall contain four lights; for other runways, each group shall contain three lights. The outmost light in each group shall be located in line with the runway edge lights. The other lights in each group shall be located on 10 foot centers toward the extended runway centerline. The lights shall be red on the inboard half and green on the outboard half.
(c) Displaced Threshold Lights. Displaced threshold lights shall be located outboard of the runway. The innermost light of each group shall be located in line with the runway edge lights, and the remaining lights shall be located outward on 10 foot centers on a line perpendicular to the runway centerline. The runway end lights shall be red all the way around. The displaced threshold lights shall be green on the outboard half. The inboard half of displaced threshold lights shall be yellow for an instrument runway and white for a visual runway.
(d) Taxiway Edge Lights. Taxiway edge lights shall emit blue light.
(e) FATO or TLOF Lights. FATO or TLOF lights shall emit yellow light and shall define the limits of the FATO or TLOF. Both FATO and TLOF lights shall not be lit concurrently.
Rulemaking Authority Florida Statutes § 330.29(4), 334.044(2) FS. Law Implemented 330.29, 330.30 FS. History-New 10-29-65, Amended 11-23-72, 4-18-76, 11-19-81, 1-8-85, Formerly 14-60.07, Amended 12-26-95, 10-10-04.