1. (1) Approach And Departure Paths

   1. (a) For all hard surface runways, the approach and departure path will begin 200 feet from the runway end (runway threshold). See section 450-9-3-.12(1)(f) for displaced thresholds.
   2. (b) For all turf or sod runways, the approach and departure path begins at the marked threshold for that runway.
   3. (c) The approach and departure path for all runways is centered along the extended runway centerline and extends for 1000 feet.

   4. (d) Dimensions of approach and departure paths:

      APPROACH
      TYPEINNER
      WIDTHOUTER
      WIDTHLENGTHACERAGEVISUAL250 FEET450 FEET1000 FEET8.04 ACRES

   5. (e) The approach and departure path for all public or private-use runways will slope up at a ratio of 20:1.
   6. (f) All penetrations of the approach and departure paths, whether natural or man made, constitute an obstruction to navigation and must be removed. If the obstruction is not removed the threshold must be placed at a point on the runway that will provide a clear and unobstructed flight path by displacing or relocating the threshold of the runway. The approach path will begin from the point of displacement on runways with a displaced threshold, which will shorten available runway length for landings to that runway end.
   7. (g) No later than January 1, 2005, the land area beneath the approach and departure path controlled by the airport owner.  chapter. This is accomplished by ownership of the property in fee simple or by written perpetual agreement with the owner of the land.  The use of the land must be restricted to activities that are compatible with the approach and departure of aircraft using the airport.  After January 1, 2005, no license will be issued for any publicly owned airport that does not own, or control by legal contract, the area of land beneath the boundaries of the approach and departure path that is required for that particular site.

   8. (h) Dimensions of Approach and Departure Paths for Private Use Airports:

      Inner Width: Is the width of the runway's Primary Surface.
      Outer Width: Expands out to a width 200 feet greater than the width of the Primary Surface (Inner Width).
      Length: 1000 feet.

   9. (i) Federally Obligated Airports licensed in Public-Use Category should conform to the requirements set forth by their federal grant assurances established by the FAA.

   All airports are required to maintain approach and departure paths which are free of obstructions for the safe operation of aircraft during landings and take-offs. The approach and departure paths for public and private-use airports are defined as follows:

2. (2) Primary Surface

   1. (a) The primary surface is an imaginary surface that surrounds the marked runway. The primary surface is centered along the runway centerline and extends 200 feet past the end of the marked runway for hard surfaced runways and ends at the marked threshold of sod or turf runways. The primary surface is required to be free of all obstructions. Obstructions include objects of natural growth, or man-made objects. The only allowable objects are runway lights, guidance signs, or navigation equipment that by function is required to be within the primary surface boundaries and are frangible.
   2. (b) The required width of the Primary Surface for all Public Use airports shall be 250 feet.
   3. (c) The required width of the Primary Surface for all Private Use airports shall be the runway width plus an additional 30 feet outside of the runway edges along each runway side.

3. (3) Runway Safety Area

   All public use airports are required to maintain a runway safety area. This area is a minimum of 120 feet wide, centered on the runway centerline, and extends for a distance of 200 feet past the runway end.  If a public use airport has a runway width greater than 100 feet, then the minimum width of the runway safety area shall extend for 10 feet outside of the runway edge along each runway side. The area must be compacted and graded smooth with no ruts, humps, depressions, or other potentially hazardous surface variations.  The slope along the longitudinal centerline shall not exceed a rise or fall of three percent in elevation relative to the runway end elevation.  The lip from the top of the pavement to the grade adjacent to the runway end will be no greater than three (3) inches.  Drainage can be by grading or grated inlet connected to storm sewer.  No object greater than three (3) inches above grade shall be located within the runway safety area unless the object is frangible.  Private use airports should maintain a runway safety area where practical

4. (4) Airport Marking.

   1. (a) All runways are required to be marked in a manner that identifies the boundaries of the landing area.

   2. (b) MINIMUM MARKINGS FOR HARD SURFACE RUNWAYS:

      1. 1. All markings on hard surface runways must be painted. The painted markings must be maintained in legible condition. The paint used must be latex or water based and not based in a petroleum derivative.
      2. 2. All airport markings shall be in accordance with the most recent version of FAA Advisory Circular 150/5340-1(“Standards for Airport Markings”). Copies of this document are available from the Bureau or the FAA.

   3. (c) MINIMUM MARKINGS FOR TURF OR SOD RUNWAYS:

      1. 2.  Runway - The outer edges of the runway must be   delineated with white markers placed at 200-foot   intervals along both sides of the runway. The markers   must be of a size and shape that is easily and readily   recognized from the air and on the ground. The bases   (or mounts) for all markers shall be frangible.
      2. 3. Displaced thresholds for turf runways shall be marked by placing three markers on each runway side at the displacement point. These markers will be aligned perpendicular to the runway, placed five (5) feet apart with the inner marker on each side in alignment with the runway edge markers.
   4. Threshold marking - The runway threshold will be   marked by L-shapes on each corner of each threshold. The markers must be of a size and shape that is easily and readily recognized from the air and on the ground.  The bases (or mounts) for all markers must be frangible

5. (5) Wind Direction Indicators

   All airports are required to have an operational wind direction indicator. The wind direction indicator must be installed in a highly visible area to be easily recognized from the air and on the ground. It must be located in an area that is free from obstructions to ensure that true wind direction and approximate wind velocity will be indicated. A windsock is recommended, any other type of indicator will need approval of the Bureau prior to installation. Night operations will require that the indicator be lighted. For airports that have installed a segmented circle, the segmented circle should be maintained in a condition that provides maximum visibility to the pilots in the air.

6. (6) Airport Lighting

   1. (a) Runway lights are required for all airports that conduct night operations. The location, spacing and lens color shall conform to the most recent version of FAA Advisory Circular 150/5340-30 (“Design and Installation Details for Airport Visual Aids”).
   2. (b) All runway, threshold, and taxiway lighting must be maintained in operational condition and shall not be obscured by natural growth such as grass or weeds.
   3. (c) All fixtures shall meet the specifications of the Federal Aviation Administration in regard to overall dimensions, intensity, and lens color as described in the most recent version of FAA Advisory Circular 150/5340-30 (“Design and Installation Details for Airport Visual Aids”). Copies of this publication are available from the Department. This provision should not be interpreted as requiring FAA approval for specific manufacturers or voltage requirements.
   4. (d) Airport Beacon - All airports having runways lighted for night operations should have an operational location beacon.  An airport beacon has green/white lens to identify the facility as an airport.  The beacon should be located at a site on or near the airport at an elevation that will ensure the beacon is not obstructed by objects of natural growth or manmade structures.
   5. (e) Runway and Taxiway Signs – Airports that install runway and taxiway signs should maintain the signs in operational condition and comply with the standards found in the most recent version of FAA Advisory Circular 150/5345-44 (“Specification for Runway and Taxiway Signs).

7. (7) Runway, Taxiway and Apron Conditions

   1. (a) Runway and Taxiway Requirements

      1. 1. The runway and taxiway surface must be kept smooth and free of any defect or obstruction that could damage aircraft during operations. This requirement includes any depressions or humps in the runway or taxiway that could cause loss of directional control.
      2. 2. The lip of paved runways or taxiways must not exceed three (3) inches in elevation from the top of the pavement to the shoulder. The drop should be only enough to allow sufficient drainage and not pose a control problem exiting aircraft.
      3. 3. Turf runways must be graded smooth and grassed. The grass must be kept mowed and not allowed to grow to a height of more than twelve (12) inches above the graded surface.
      4. 4. The runway and taxiway separation standards are contained in the most recent version of FAA Advisory Circular 150/5300-13 (“Airport Design”).  The minimum construction requirements pertaining to material, construction, and testing are contained in the State of Alabama Department of Transportation “Standard Specifications for Highway Construction”.

   2. (b) Apron Requirements

      1. 1. The aircraft apron (parking ramp) is for the operation and parking of aircraft only.
      2. 2. The apron surface should be smooth and free of obstructions or defects that could cause damage to aircraft during operation.   The lip of paved aircraft parking aprons must not exceed three (3) inches in elevation from the top of the pavement to the shoulder.  The drop should be only enough to allow sufficient drainage and not pose a control problem for aircraft maneuvering on the aircraft parking apron.
      3. 3. Standards, recommended practices, design considerations, and requirements related to aircraft parking aprons are contained in the most recent version of FAA Advisory Circular 150/5300-13 (“Airport Design”).  The minimum construction requirements pertaining to material, construction, and testing are contained in the State of Alabama Department of Transportation “Standard Specifications for Highway Construction”.

8. (8) FUELING AREA REQUIREMENTS

   1. (a) The following items are required at all fueling areas:

      1. 1. Legible and clearly placed sign(s) posted to prohibit open flames or smoking in the fueling area.
      2. 2. Grounding cables in good and safe operating condition.
      3. 3. A fire extinguisher approved for the purpose of extinguishing petroleum product fires available during all fueling operations and meeting the local Fire Marshal requirements.
      4. 4. The hoses for the dispensing of fuel shall not be frayed, cracked, or subjected to any condition that could cause a rupture or leaking of fuel.
      5. 5. The storage tanks should have clear and legible labels for fuel type and flow direction.
      6. 6. Fuel system should have no fuel leaks.
      7. 7. Fuel system emergency shut-off should be clearly marked and available.

9. (9) TIME LIMIT FOR CORRECTING LICENSE DEFICIENCIES

   All licensed airports must correct any license deficiency in order for the airport operating license to be in full effect. Upon notification from the Department of an existing condition that does not meet minimum requirements for licensing the airport owner must correct the noted deficiency within 365 days of the notification. The airport will be deemed to be in noncompliance and operating within a probationary period for the 365-day period. If the noted deficiency cannot be corrected within this time period, the owner must contact the Bureau with a written justification for the delay in correction and a timetable for correction of the noted deficiency. Failure to correct the deficiency within two consecutive yearly license inspections may result in the suspension of the operating license for the airport. Once correction of the deficiency has been made, the airport owner must contact the Bureau for a reinspection to determine compliance with licensing requirements.

Author: William F. Patty, Chief Counsel

Statutory Authority: Code of Alabama 1975, 23-1-357(c), 23-1-359

Editor’s Note: Alabama Department of Aeronautics has been moved to the Alabama Department of Transportation pursuant to the Code of Ala. 1975, §23-1-359, Act No. 2000-220, S. 404.

History: New Rule: Filed January 28, 1998; effective March 4, 1998. Amended: Filed February 1, 2000; effective March 7, 2000. Amended: Published April 30, 2026; effective June 14, 2026.