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6/24/75 AC 150/5300-4B (a) When the distance from the intersection of two runway centerlines to a runway end is 750 feet or less, the visibility point is located on the centerline at that runway end. (b) When the distance from the intersection of two runway centerlines to a runway end is greater than 750 feet but less than 1,500 feet, the visibility point is located on the centerline, 750 feet from the intersection of the runway centerlines. (c) When the distance from the intersection of two runway centerlines to a runway end is equal to or greater than 1,500 feet, the visibility point is located on the centerline, equidistantly from the runway and the intersection of the centerlines. (2) Airports Having a 24-hour Control Tower. Although it is desirable to provide an unobstructed line -of -sight along the entire length of an intersecting runway, there are no mandatory line -of -sight requirements between intersecting runways at these airports. However, analysis must be made of the control tower's operation to assure that it will remain a 24-hour tower. c. Taxiways. There are no specific line -of -sight requirements for taxiways. However, the sight distance along a runway from an intersecting taxiway must be sufficient to allow a taxiing aircraft to safely enter or cross the runway. 32. TYPICAL CROSS SECTION. Figure 7-5 is a typical cross section of the runway and airport surfaces. The established transverse grades of the runway safety area as shown in this figure are necessary to main- tain proper drainage and to control erosion. The grading for stage development should be compatible with the ultimate proposed final grades of a particular area. Failure to plan accordingly may lead to costly grade adjustments, resurfacing, and the rebuilding of drainage facilities or other structures in later stages of development. 33. APPLICATION OF DIMENSIONAL STANDARDS. An airport design standard suitable for use in all parts of the Nation, for a variety of airplanes and under many variations in local conditions, is based upon broad considerations. Where such a national standard is to be applied in the design of a particular airport, competent engineering personnel are required to adapt the standard to local conditions. Chap 7 Par 31 Page 31