Pilots check runway length out of habit. Fewer check pavement strength, and that is understandable, because the numbers in the Chart Supplement can look like a code nobody explained. If you fly a business jet, however, those numbers matter, and the KEXX runway rating is a good example of why. They tell you whether the airport expects your airplane, and whether you need to call before you file.
This guide explains the KEXX runway rating at Davidson County Executive Airport in Lexington, North Carolina. It covers what the published codes mean, how they compare with your aircraft, and what crews should do before they plan a stop. In short, it is the conversation we would have with any crew who calls the front desk to ask, “Can we come in?”
The KEXX Runway Rating at a Glance
KEXX has one runway, 6/24. It measures 5,004 by 100 feet and is grooved asphalt, which the FAA lists in excellent condition. The current FAA data publishes the following pavement information:
- Pavement Classification Rating (PCR): 369/F/C/X/T
- Single-wheel gross weight: 17,000 pounds in the runway data
- Dual-wheel gross weight: 60,000 pounds
- Airport remark: maximum ramp weight of 30,000 pounds single wheel and 60,000 pounds dual wheel
You can see these figures on the KEXX airport page at AirNav, which pulls from FAA records. Notice that the two single-wheel figures do not match. We will come back to that.
What a PCR Number Means
PCR stands for Pavement Classification Rating. It is part of the ACR-PCR method, which ICAO adopted to replace the older ACN-PCN system. In the United States, the FAA set out the new method in Advisory Circular 150/5335-5D. The circular asked Part 139 airports to publish PCR data for their paved runways by September 30, 2024. You can read the method in the FAA’s pavement strength advisory circular.
A PCR code has five parts, separated by slashes. Here is how to read the KEXX runway rating, piece by piece.
369 is the numerical rating. It describes how much load the pavement can carry without restriction. Importantly, it is not a weight in pounds, and it is not on the same scale as the old PCN numbers.
F means flexible pavement, which is asphalt. Rigid pavement, or concrete, would show an R.
C is the subgrade category, or the strength of the soil under the pavement. The categories run from A, high strength, to D, ultra-low. C means low strength.
X is the tire pressure limit. X allows tire pressures up to 1.75 MPa, roughly 254 psi. That limit is above the tire pressures most business jets use.
T means the rating came from a technical evaluation, rather than from experience with the aircraft that use the runway.
How to Compare Your Aircraft to the KEXX Runway Rating
Each aircraft also has an Aircraft Classification Rating, or ACR. Manufacturers publish ACR values for each pavement type and subgrade category, usually at maximum ramp weight. The rule of thumb for the KEXX runway rating is simple. If your aircraft’s ACR for flexible pavement on a category C subgrade is equal to or below 369, and your tire pressure is within the X limit, the pavement supports your operation without restriction.
If your ACR is higher, that does not automatically mean you cannot land. Instead, it means the operation counts as an overload, which is the airport’s decision, not the pilot’s. Therefore, ask the airport before you file, not after you land.
Most business aviation crews, however, will find the gross weight figures more practical. They are published in pounds and are organized by landing gear type. For that reason, they are the numbers worth checking first.
Reading the KEXX Gear Weight Limits
The FAA publishes gross weight limits by gear configuration. A single-wheel limit applies to aircraft with one wheel per main gear leg. Similarly, a dual-wheel limit applies to aircraft with two wheels side by side on each main gear leg.
At KEXX, the dual-wheel limit is 60,000 pounds, both in the runway data and in the ramp remark. That is the figure that matters to most midsize and larger jets, since many of them use dual-wheel main gear. For example, a Challenger 650 has a maximum takeoff weight of about 48,200 pounds, well under the limit. Several super-midsize jets in the 39,000 to 43,000 pound range also fit comfortably.
Large-cabin jets are a different story. Aircraft such as the Gulfstream G650 and Bombardier Global 6000 weigh close to 100,000 pounds at maximum takeoff weight. As a result, they exceed the published dual-wheel limit by a wide margin. If you fly one of these aircraft, call the airport and the FBO before planning a stop. Do not assume a long enough runway means strong enough pavement.
The single-wheel limit is less clear. The runway data shows 17,000 pounds, while the airport remark shows 30,000 pounds for the ramp. The Davidson County Airport Authority is the best source for the correct figure. Until the records agree, crews of single-wheel aircraft above 17,000 pounds should call ahead. Most light jets, meanwhile, sit well under either number.
Runway Length Still Matters
Pavement strength, and the KEXX runway rating behind it, is only half the picture. At 5,004 feet, KEXX suits light jets, midsize jets and many super-midsize jets under normal conditions. Still, every operation depends on weight, temperature, runway condition and your operating rules.
On a hot summer day, or with a wet runway, your required field length grows. For that reason, run your performance numbers for the actual conditions, especially if you plan to depart heavy. The KEXX runway rating tells you the pavement can carry your airplane. Your performance charts, in turn, tell you whether the runway is long enough for today’s flight.
Approaches and Current NOTAMs
KEXX has an ILS or LOC approach to Runway 6 with a MALSR approach lighting system, plus RNAV (GPS) approaches to both runway ends. Even so, check NOTAMs before every trip. At the time of writing, the FAA has issued notices affecting the ILS Runway 6 approach, including an out-of-service DME and a restriction to aircraft with suitable RNAV/GPS equipment. These notices change, so always confirm the current status in your planning app.
What the KEXX Runway Rating Means for Your Trip
For most business aviation crews, the KEXX runway rating is good news. Light jets, midsize jets and many super-midsize jets fit within the published limits. That makes KEXX a practical stop for crews flying the East Coast. If you are weighing options, our guide to the best fuel stop between New York and Florida walks through what to compare.
Large-cabin operators should plan differently. Call ahead, confirm the limits for your weight and gear, and let the airport decide whether the operation works. In practice, an honest answer before you file is better than a surprise on the ramp.
Planning Your Stop
Once you know your airplane fits the KEXX runway rating, the rest is easy. Fly High Lexington, the FBO on the field, offers Titan Jet A and 100LL, a GPU, on-field maintenance and complimentary crew cars for quick turns. There is no landing fee with a minimum fuel purchase. You can see posted prices and services on the Fly High Lexington AirNav listing or on our page about KEXX as a North Carolina fuel stop.
If your passengers have business south of the field, our pages on the private jet airport near Concord NC and corporate aviation near Salisbury NC cover drive times and ground transportation. Finally, if you buy fuel through a program, read our guide to contract fuel programs before your trip.
Questions about your specific aircraft? Call the FBO at 336-956-7774 before you file. A two-minute phone call is the easiest part of any trip.