·,

u.s. Department of Transportation

Federal Aviation Administration

Report to Congress

on the Impact to Airports through Implementation of

Declared Distances and/or Reduction in the Length of

Runways to Comply with FAA Runway Safety Area

Standards

February 2005

EXHIBIT

1-13_
THE IMPACT TO AIRPORTS THROUGH IMPLEMENTATION OF DECLARED

DISTANCES AND/OR REDUCTION IN THE LENGTH OF RUNWAYS TO COMPLY

WITH FAA RUNWAY SAFETY AREA STANDARDS

Introduction

Vision 100 - Century of Aviation Reauthorization Act, Section 502 (Appendix A),

directed the Secretary of Transportation to conduct a study of runways at airports in the

United States other than Alaska to determine which airports are affected by standards of

the Federal Aviation Administration (FAA) applicable to runway safety areas.

The study is to assess how operations at those airports would be affected if the owner or

operator ofthe airport were required to do one of the following in order to meet such

standards:

• reduce the length of a runway; or

• declare the length of a runway to be less than the actual pavement length.

It is not FAA's policy to require an owner or operator to do either of those actions if there

is an operational impact to the airport. We do

recognize that there may be circumstances that require an airport to consider alternatives,

which may include reduction in runway length because of environmental, local

governmental, and safety considerations. 1

Operational impact is defined as anything that would reduce the passenger or cargo

capacity or size of aircraft operating at the airport. A discussion of the current Runway

Safety Area policy is provided to assist in understanding how the FAA implements the

policy and to clarify any misunderstanding.

Runway Safety Area (RSA)

The RSA is an airport design standard established by the FAA as a safety enhancement to

protect aircraft. The RSA is an integral part of the runway environment. The RSA is a

defined surface surrounding the runway prepared or suitable for reducing the risk of

damage to aircraft in the event of an undershoot, overshoot, or veer-off from the runway.

The RSA is intended to provide a measure of safety by significantly reducing the extent of

personal injury and aircraft damage.

The RSA is cleared and graded to remove potentially hazardous ruts, humps, depressions,

or other surface variations and drained by grading or storm sewers to prevent water

accumulation. The RSA is capable, under dry conditions, of supporting:

• snow removal equipment;

IBridegeport Sikorsky Airport - FAA may have to consider as an alternative reduction in the runway in its

environmental review to meet RSA standards because of State and local concerns regarding relocation of a

road.

2
, • aircraft rescue and firefighting equipment; and

• the occasional passage of aircraft without causing structural damage to the aircraft.

The RSA should be free of objects, except for objects that need to be located in the RSA

because oftheir function.

The size of an RSA is based on the aircraft approach speed and the approach visibility

minimums established for each runway on an airport. An RSA extends twice its width

beyond each runway end as shown on Figure 1. A typical air carrier RSA is 500 feet wide

(250 feet on each side ofthe runway centerline) running the full length of the runway and

extending 1,000 feet beyond each runway end. Since it is considered a safety

enhancement, the RSA is not necessary for operational safety.

Figure 1. Runway Safety Area

The FAA places a high priority on improving the safety of the operational environment at

airports. The RSA system is an important component of enhancing airport safety. Each

RSA that does not meet current standards poses an increased risk to any aircraft that leaves

the runway surface during takeoff and landing operations. Emphasis was placed toward

accelerating improvements to RSAs that do not meet current standards, with a goal to

improve non standard RSA's to the extent practicable. Further, the Airport Improvement

Program (AIP) provides priority consideration for funding safety-related development for

airports that benefit both commercial service and general aviation operations.

Over the years, RSA dimensional standards have increased to maintain an adequate level

of safety as newer, larger, faster aircraft have been added to the aircraft fleet. Changes to

airport design standards in 1980 placed greater emphasis on extended RSAs. Revisions to

FAA regulations in 1988 (14 CFR part 139, Certification of Airports (part 139» required

RSAs at certificated airports to meet current dimensional standards, to the extent

practicable, if construction, reconstruction, or significant expansion of runways/taxiways

3
, began on or after January 1, 1988. RSAs existing prior to that date, where no subsequent

reconstruction or significant expansion occurred, were to be maintained properly to at least

the RSA standards in effect on December 31, 1987.: For these runways, the FAA did not

review/object to objects installed beyond the existing RSA, even if that object was located

within the "standard RSA."

In June 1999, an aircraft crashed after it overran the end of the runway during landing at

Little Rock National Airport in Little Rock, Arkansas. Following this accident, the FAA

reviewed its policy on RSAs. This review included an inventory ofRSAs at all

commercial service runways at airports certificated under part 139. As a result ofthis

review, FAA Order 5200.8, Runway Safety Area Program (Appendix B), was issued in

October 1999 establishing the runway safety area program discussed below. The purpose

of this order is to ensure that all RSAs conform to standards as required by part 139

(Appendix C, §139.309 Safety areas) to the extent practicable. The order requires the FAA

to continually evaluate RSAs and to implement all practicable improvements where the

full standards are not met.

Runway Safety Area (RSA) Program

FAA Order 5200.8 established procedures for documenting the best practicable

alternative(s) for improving an RSA. The order requires an object inventory and a written

determination ofthe best practicable altemative(s) for improving each RSA at part 139 and

federally obligated airports. This approach requires an evaluation of all RSAs based on the

standard RSA dimensions, regardless of grading, objects, or other hazards that might exist

within the standard boundaries. This encourages incremental improvements that will

reduce the risk to aircraft.

The objective ofthe RSA program is that all RSAs should conform to the standards

contained in Advisory Circular (AC) 150/5300-13, Airport Design, to the extent

practicable at the following airports:

• federally obligated airports; and

• all airports certificated under part 139. These airports are required to incorporate the

standard RSA:

• for all new runway projects; and

• achieve a standard RSA to the extent practicable when there is major work on an

existing runway.

At non certificated airports, the FAA requires the sponsor to meet RSA design standards to

the extent practicable in connection with an FAA-funded runway project. However, there

is no regulatory requirement to meet RSA standards.

Runway Safety Area Inventory (RSAI)

4
, The RSAI supports implementation of FAA Order 5200.8. The RSAI was an effort

initiated by FAA in September 1999 to conduct a physical inspection of the standard RSA

for all commercial service runways at airports certificated under part 139. The objectives

were:

• to document all objects and natural features in the standard RSA that could pose an

increased risk for aircraft that leave the runway surface;

• to develop a preliminary plan for improving RSAs to the maximum extent practicable,

and

• to identify incremental improvements that would reduce the hazard to aircraft even

when a completely standard RSA is not practicable.

RSAI inspections were completed in 2000 for all 566 part 139 airports and 1024 runways.

The results of the RSAI identified:

• 55 percent of the runways as meeting standards;

• 31 percent where it is feasible to improve the RSA;

• 14 percent where it was not feasible to improve the RSA.

The FAA established a goal to upgrade all RSAs at all certificated and federally obligated

airports to meet standards to the extent practicable. Funds will be secured from available

sources such as AIP, Passenger Facility Charge, Facilities and Equipment, etc. to make the

improvements.

Runway Safety Area (RSA) Alternatives

In evaluating alternatives for obtaining or improving RSAs, there are many factors that

may affect the viability of the alternative. What may be viable at one airport may not be

viable at another. Factors that are considered include: airport plans, the extent to which

the existing RSA complies with the standard, site constraints, weather and climatic

conditions, availability of navigational aids, costs, etc.

While the FAA always strives to achieve the standard RSA, at some airports it is not

practicable to do so. Alternatives such as relocation, shifting or realignment ofthe

runway; a combination of runway relocation, shifting, grading, and realignment;

shortening; the use of declared distances, and/or installation of an Engineered Materials

Arresting System (EMAS) are all taken into consideration. EMAS can, under certain

circumstances, provide aircraft stopping performance that is equivalent to a standard RSA.

Implementation ofthe actual improvements requires a detailed study of engineering, cost,

and environmental factors. Participation and input from the airport owner, users, tenants

and surrounding community weigh heavily when choosing the most appropriate safety

enhancement( s).

Engineered Materials Arresting System (EMAS)

5
, There are many runways, particularly those constructed prior to the adoption of the RSA

standards, where the construction of a standard RSA is impracticable due to one or more of

the following:

• natural obstacles (bodies of water or drop-offs);

• local development (roads and railroads); or

• environmental constraints (wetland encroachment).

There have been accidents at some of these airports where the ability to stop an

overrunning aircraft within the RSA would have prevented major damage to aircraft and

injuries to passengers. Analysis shows that for aircraft overruns, EMAS can provide a

safety enhancement equivalent to a standard RSA, while requiring less land disturbance

and lower construction costs. EMAS does not provide a benefit for short landings, so a

standard EMAS installation might also include a displaced threshold.

An EMAS is designed to stop an overrunning aircraft by exerting predictable deceleration

forces on its landing gear as the EMAS material, a cellular cement, crushes. It is designed

to minimize the potential for structural damage to aircraft, since such damage could result

in injuries to passengers. A standard EMAS installation provides a level of safety that is

generally equivalent to a full RSA constructed to current design standards. AC

150/5220-22, Engineered Materials Arresting Systems (EMAS) for Aircraft Overruns, was

issued in August 1998. The AC contains standards for the planning, design, and

installation of EMAS in RSAs. Figures 2 and 3 show typical EMAS installations. Figure

4 shows the benefits of an EMAS.

6
·,

, Figure 2. The Little Rock EMAS installation was completed in November 2000. The

design of this bed was 300 feet long by 168 feet wide and set back 100 feet from the

departure end of Runway 4R. This bed was installed to protect against a steep drop-off at

the end of the runway that leads to a flood plain and the Arkansas River.

Figure 3. EMAS at Minneapolis-St. Paul International Airport

·7
·,

Figure 4. EMAS at JFK International Airport saves aircraft in 1999.

Displaced Threshold

Typically, the runway threshold should be located at the beginning of the full-strength

runway pavement. However, displacement of the threshold may be required when an

object that obstructs the airspace required for landing airplanes is beyond the airport

owner's power to remove, relocate, or lower. Thresholds may also be displaced for

environmental reasons, such as noise abatement or to provide the standard RSA.

A displaced threshold effectively shortens the usable runway. Unless caused by an

obstruction, this measure is only employed where it would not interfere with the utility of

an airport, i.e, where the reduced runway length would not interfere with current and

projected operations at the airport. Depending on the reason for the displacement ofthe

threshold, the portion of runway behind a displaced threshold may be available for take

offs in either direction and landings from the opposite direction. Displaced thresholds are

used in conjunction with declared distances discussed in the next section. Figure 5 shows

markings for a displaced threshold.

Figure 5. Displaced Threshold

Declared Distances

8
.,

, The concept of declared distances is an alternative airport design methodology that

considers an airplane's runway performance distance requirements. By treating these

requirements independently, the airport designer is able to declare the runway length

required to satisfy an airplane's takeoff run, takeoff distance, accelerate-stop distance, and

landing distance requirements. Declared distances may be employed in conjunction with a

displaced threshold. The use of declared distances is limited to cases of existing

constrained airports where it is impracticable to provide the RSA.

When the runway is longer than required by aircraft currently operating or expected to

operate at the airport, this technique can provide a similar safety margin by declaring the

length of the runway available for use. An example where declared distance might be used

would be a military airfield that has been converted to civil use. In this example, the

runway is much longer than required by the civil aircraft serving the airport. Declared

distances can be employed to effectively reduce the length of runway without affecting the

operational capability of the airport. The application of declared distances at a specific

location requires prior FAA approval on a case-by-case basis after full coordination and

agreement with the airport owner. Declared distances are not applied when they would

affect the operational capability of an airport.

Conclusion

The FAA places a high priority on improving the safety of the operational environment at

airports. The RSA system is an important component of enhancing airport safety. Each

RSA that does not meet current standards poses an increased risk to any aircraft that leaves

the runway surface. The AIP provides priority consideration for funding safety-related

development for airports that benefit both commercial service and general aviation

operations.

Each of the alternatives discussed in this report provide an acceptable solution to enhance

airport safety and improve the RSA. However, none of these alternatives would be

employed without full coordination and agreement with the airport owner and FAA

approval.

In conclusion, it is not FAA's policy to require an airport owner or operator to do either of

the following in order to meet runway safety area (RSA) standards if there is an

operational impact to the airport:

• reduce the length of a runway; or

• declare the length of a runway to be less than the actual pavement length.

9
Appendix A

Excerpt of Law

H.R.2115

Vision lOO--Century of Aviation Reauthorization Act (Enrolled as Agreed to or

Passed by Both House and Senate)

SEC. 502. RUNWAY SAFETY STANDARDS.

(a) IN GENERAL- Chapter 447 is amended by adding at the end the following:

'Sec. 44727. Runway safety areas

'(a) AIRPORTS IN ALASKA- An airport owner or operator in the State of

Alaska shall not be required to reduce the length of a runway or declare the length

of a runway to be less than the actual pavement length in order to meet standards

of the Federal Aviation Administration applicable to runway safety areas.

'(b) STUDY-

'(1) IN GENERAL - The Secretary shall conduct a study of runways at

airports in States other than Alaska to determine which airports are

affected by standards of the Federal Aviation Administration applicable to

runway safety areas and to assess how operations at those airports would

be affected if the owner or operator of the airport is required to reduce the

length of a runway or declare the length of a runway to be less than the

actual pavement length in order to meet such standards.

'(2) REPORT- Not later than 9 months after the date of enactment of this

section, the Secretary shall transmit to the Committee on Commerce,

Science, and Transportation of the Senate and the Committee on

Transportation and Infrastructure of the House of Representatives a report

containing the results of the study.'

(b) CONFORMING AMENDMENT- The analysis for chapter 447 is amended by

adding at the end the following:

'44727. Runway safety areas.'.

1
·,

Appendix B

ORDER

u.s. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

5200.8

SUBJ: RUNWAY SAFETY AREA PROGRAM

1. PURPOSE.

This order establishes

3. The Federal Aviation Administration's (FAA) Runway Safety Area (RSA) Program

and

b. The procedures that FAA employees will follow in implementing that program.

2. DISTRIBUTION.

This order is distributed to the division level in the Office of Airport Safety and Standards and

the Office of Airport Planning and Programming; to the division level in the regional Flight

Standards, Airway Facilities, and Air Traffic Divisions; to the branch level in the regional

Airports Divisions; and a standard distribution to all Airport District Offices.

3. EFFECTIVE DATE. October 1, 1999

4. BACKGROUND.

The RSA is an integral part of the runway environment. RSA dimensions are established in

AC 150/5300-13, Nrport Design and are based on the Airport Reference Code (ARC). The

RSA is intended to provide a measure of safety in the event of an aircraft's excursion from the

runway by.:·significantlyreducing the extent of personal injury and aircraft damage during

overruns, undershoots and veer-ofts.

5. OBJECTIVE

The objective of the Runway.Safety Area Program is that all RSAs at federally obligated

airports and all RSAs at airports certificated under 14 Code of Federal requlatlons (CFR)

part 139 shall conform to the standards contained in AC 150/5300-13 Airport Design, to the

extent practicable.

6. RESPONSIBILITY AND DELEGATION OF AUTHORITY.

3. The Regional Airports Division Manager ensures that the program is implemented in

accordance with the procedures provided in this directive.

b. The Regional Airports Division Manager approves all RSA determinations required by

Paragraph 8.0 of this order. This authority may be delegated to the ADO Manager, only

when it is determined practicable to obtain the RSA.

Dist: A-W(AS/AP)-2; A-X (FS/AF/AT)-2); A-X(AS)-3; A-FAS-O (STD) Initiated by AAS-31 0
·,

5200.8 10101/99

7. RSA INVENTORY.

Each regional airports division shall collect and maintain data on the RSA for each runway

at federally obligated airports and airports certificated under part 139 within their

geographic purview. The data will include the current width of eacnRSA and the length that

the RSA extends beyond each runway end. The data will also contain the standards that

apply to each RSA at the airport. In addition, all objects within the area that comprises a

standard RSA shall be documented. Appendix 1, Runway Safety Area Database, provides

a format for this data collection.

8. RSA DETERMINATIONS.

a. Supporting Documentation. The region/ADO shall prepare documentation for each

RSA. Appendix 2, Supporting Documentation for RSA Determinations, provides guidance

that must be adhered to in preparing this documentation. The Regional Airports Division

will decide the level of detail required for all planning, environmental, and engineering

factors that are to be incorporated in analyzing the practicable alternatives. The objective

is to assure that accurate and complete information supports the decision making process

on RSA determinations.

(1) For an RSA that does not meet current standards, the Regional Airports Division

Manager will make a determination as required in paragraph 8b, based on this

documentation.

(2) Determinations are based on the best, current, available information. However,

information that becomes available at a later date can effect changes or revisions to a

determination and, as a result, updates the determination. For example, the final

determination may depend on the outcome of an Environmental Assessment process.

Until that outcome is known, a determination is made on the best, current, available

information.

(3) Although for data collection purposes it is convenient to describe the RSA in terms

of runway ends, the determination shall be made for the entire RSA, i.e., both runway ends

as well as the full width.

b. Determination. The Regional Airports Division Manager shall review the data collected

for each RSA in Paragraph 7, along with supporting documentation prepared by the

region/ADO for that RSA, and make one of the following determinations:

(1) The existing RSA meets the current standards contained in AC 150/5300-13.

(2) The existing RSA does not meet standards but it is practicable to improve the RSA

so that it will meet current standards.

(3) The existing RSA can be improved to enhance safety, but the RSA will still not meet

current standards.

(4) The existing RSA does not meet current standards, and it is not practicable to

improve the RSA.

c. Form of Determination. The RSA determination will be signed and dated by the

Regional Airports Division Manager and kept on file along with the supporting

documentation in the regional office or ADO. The determination and its date will also be

included in the RSA database. See Appendix 1.

Page 2
10/01199 5200.8

d. Revision to Determination. If new information becomes available, the Regional

Airports Division Manager may issue a revised determination. The revised determination

shall be in a form required by Paragraph 8(c) and supported by documentation required by

Paragraph 8(a). The date of the revised determination shall be recorded in the RSA

database.

9. TIMING OF DATA COLLECTION AND DETERMINATION.

The RSA inventory and RSA determinations specified in paragraph 7 and 8 will be

completed in accordance with the fol/owing schedule:

a. For runways used by air carriers at airports certificated under 14 CFR Part 139,

the RSA inventory and determination will be completed by June 30,2000. .

b. For all other runways at federally obligated airports, the RSA inventory and

determination can be done at any time, but will normally be done during the master

planning process. However, the inventory and determination must be completed prior to

any project for runway construction, reconstruction, or significant expansion that involves

Federal funds.

10. IMPLEMENTATION OF RSA IMPROVEMENTS.

a. A project to improve an RSA in accordance with the determination made in Paragraph

8 may be initiated at any time.

b. Whenever a project for a runway involves construction, reconstruction (includes

overlays), or significant expansion, the project shall also provide for

improving the RSA in accordance with the determination made in Paragraph 8.

Reconstruction and significant expansion are construed as any project that results in

changing the capability of the airport or the load-bearing strength of the pavement,

restores the original design life of the pavement, or changes the actual or potential design

aircraft use. '

(1) The requirement to upgrade RSA under Paragraph 10b is applicable at part

139 airports regardless of the funding source for the runway project.

(2) The requirement to upgrade RSA under Paragraph 10b is applicable at federally

obligated airport. if Federal or Passenger Facility Charge (PFC) funds are used for the

project.

11. OVERSIGHT.

The Airport Office of Safety and Standards (AAS) is the office of primary interest.

This office may selectively review RSA analyses or the entire program on a periodic basis

to assure consistency. The office also provides consulting and guidance in judging the

merits of a specific alternative.

David L. Bennett

Director of Airport Safety and Standards

Page 3
10101/99 5200.8

Appendix 1

Appendix 1. RUNWAY SAFETY AREA DATA BASE

A national data base that is accessible on the Intranet is being developed as part of this

program. The following pages provide sample copies of the formats to be used for entering

RSA information into this data base. The electronic version of this Appendix, along with

accompanying instructions, is available on the FAA intranet and is to be used for transmitting

the above information. As AAS-100 and AAS-300 gain experience in using the data that are

collected through these forms, modifications and/or clarifications may be necessary. The

latest version of this Appendix will always be found on the Intranet.

Page 1
5200.8

Appendix 1

Runway Form

locid:IL -----'

10/01/99

Airport:!L --J

City/Slate: I

Region:IL__ ..J

ADO: \

Runwav:I••. _

Length:

Width:w'.

Part 139: ·0

CRITICAl AIRCRAFT:

Approach category:c===J

Design GrouP:t==-]

Visibility Minimums:l'- _

PUBLISHED RUNWAY

SAFETY AREA STANDARDS:

length:c===J

Wldth:t===]

Uniformity Comments:

Runway Ends:I '-- __

Actual RSA Length:~

Actual RSA Width:

. RSA.Grade ': 5%): 0 D.

Dimenslonal UnIformity: 0 0

RSA OQIQrminalion

Currently Meets Standards 0 0

Practicable to Meet Standards 0 0

Can be Improved But Will Not Meet Standards 0 0

Not Practicable to Improve 0 0

Date of Determination (month/year):1 I

- Planrted Imprtl"emenllo

RSA to Design Standards Obtainable: 0 0

Runway Realignment or Relocation: 0 0

Shift Runway From Present Alignment: 0 0

Use Declared Distances: 0 0

Use EMAS: 0 0

Other: 0 0

Scheduled Completion (year):c=====J

Remaining Costs:c=.:.=J

Improvement Comments:

Page 2
·.

10/01/99 5200.8

Appendix 1

Object Fonn

R unw .•y S.afety Are .• () at a Sheet

Load:1 '-------' Region:c=::::J Airportl

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City/Sl.ate:1 ADO:c=J

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---- -- ------- - --- §

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Obj.!ctldentiflC.ation Object Loc .•fion Object St.atus

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Page 3
10/01/99 5200.8

Appendix 2

Appendix 2. Supporting Documentation for RSA Determinations

1. GENERAL.

RSA determinations must be supported by documentation that provides the rationale upon

which the determination was based. The extent of the documentation will vary, depending

upon the circumstances. For example, in cases where the RSA already meets the current

standards through a traditional graded area surrounding the runway a simple statement to this

effect will suffice. Where declared distances have been implemented to obtain the RSA, the

documentation would contain a statement to this effect and also identify the graded area that

exists beyond each runway end. In contrast, in cases where it is not practicableto improve a

safety area to meet current standards, the documentation must address the alternatives that

were considered and explain the reasons why one was selected over the others.

2. CONSIDERATIONS IN EVALUATING ALTERNATIVES.

In evaluating alternatives for obtaining or improving RSAs, there are many factors that could

affect the viability of the alternative. What may be viable at one airport may not be viable at

another. Factors to be considered include:

a. Historical records of airport accidents/incidents.

b. The airport plans as reflected in current and forecast volume of passengers, number

of operations, design aircraft and percent runway use, both for all weather and IFR

operations,

c. The extent to which the existing RSA complies with the standard. High performance

aircraft, operating at higher loads and speeds have greater requirements than small, low

performance aircraft.

d. Site constraints. These include, for example, precipitous terrain drop-off, the

existence of bodies of water, wetlands, a major highway, a railroad at a runway end,

etc.

e. Weather and climatic conditions. These include conditions such as low visibility,

rain, snow, and ice and the frequency of these conditions. Overruns on contaminated

runways constitute a significant percentage of runway excursions.

f. Availability of visual and electronic aids for landing.

3. ALTERNATIVES TO BE CONSIDERED.

The first alternative to be considered in every case is constructing the traditional graded area

surrounding the runway. Where it is not practicable to obtain the entire safety area in this

manner, as much as possible should be obtained. Then, the follOWingalternatives shall be

addressed in the supporting documentation. The applicability of these alternatives will vary,

depending on the location.

a. Relocation, shifting, or realignment of the runway.

b. Reduction in runway length where the existing runway length

exceeds that which is required for the existing or projected design aircraft,

Page 1
5200.8

Appendix 2

10/01/99

c. A combination of runway relocation, shifting, grading,

realignment, or reduction

d. Declared distances.

e. Engineered Materials Arresting Systems (EMAS).

4. CONSIDERATIONS IN ASSESSING ALTERNATIVES.

When making determinations about the practicability of obtaining the RSA, the first attempt

shall consist of investigating fully the possibility of obtaining RSA that meets the current

standards through atraditional graded area surrounding the runway. Land acquisition, grading

requirements as well as environmental conditions must be examined. Any portion of land that

will increase the RSA, even if it is but an incremental increase (see Paragraph 48 below) and

will not result in meeting the standard fully, is preferable and will serve as a starting point for

the consideration of additional alternatives (see paragraphs 4b through 4f below).

a. Incremental gains must be obtained whenever possible. The gain may be relatively very

little, but any gain is valuable. The following example illustrates this.

The design standard for an RSA beyond the runway end, 1,000' by 500', is not met. The

dimensions are 300' by 500' on each of the ends. By filling and grading, another 200'

could be gained on one end. This should be accomplished as an incremental gain, even

though it will not provide the design standard. Other alternatives (see Paragraphs 4b through

4f below) would then be considered for obtaining the remainder of the safety area.

additional 200' by

filling and grading

300'

500'

b. When obtaining a standard RSA is not practicable through traditional means (e.g. land

acquisition, grading, fill, etc.), alternatives must be explored. During some types of projects, it

may be feasible to relocate, realign, shift, or change a runway in such a way that the RSA may

be obtained. It is recognized that the costs of this kind of adjustment may be justified only in

an extensive project, but the concept should be evaluated to determine if it is a practicable

alternative.

Page 2
10101/99 5200.8

Appendix 2

c. Another alternative to be addressed is a reduction in runway length. This is a viable option

if the current critical aircraft requires less than what is presently available, or the use of other

runways, if available, will accommodate the larger aircraft.

d. When considering the configuration of RSA, if the total RSA area available is less that the

total required to meet the design standard, an appropriate balance may be achieved by

allocating a greater portion of RSA to one runway end. The factors to consider in this

allocation are: navaids (ILS, PAPI, PLASI, VASls), which provide vertical guidance and lessen

the likelihood of an undershoot; predominant direction of runway use by air carrier aircraft, and

historical data on overruns on the runway. For example, the total available RSA.below is

1400'. Because there is an ILS for air carrier use, a determination is made to allocate 900' to

the departure end of this runway and 500' to the approach end of the runway

6,~

~OOO'

500' 500' 900'

ILS is located on this end of the runway

e. Declared distances present another alternative that may provide an acceptable

means of providing RSA. This requires a thorough understanding of user needs and

views, since their cooperation is an integral factor in selecting this alternative. However,

the airport, in conjunction with FAA, will determine the final disposition of this type of situation.

f. At any time, when it is not practicable to obtain a safety area that meets current standards,

consideration should be given to enhancing the safety of the area beyond the runway end

with the installation of EMAS. The AC 150/5220-22, Engineered Materials Arresting

Systems (EMAS) for Aircraft Overruns, pertaining to the installation and use of EMAS,

provides details on design to be considered in determining feasibility of this alternative.

Page 3
5200.8

Appendix 2

10/01/99

g. When it is not practicable to obtain an RSA that meets current standards through the

measures identified in Paragraphs 4a through 4e, the feasibility of increasing the size of the

RSA by including additional land parcels should be considered, even if their inclusion will result

in an RSA with an irregular shape. This alternative should be explored, irrespective of a

decision to install EMAS in the RSA. For example, the design standard for an RSA beyond the

runway end is not met. However, a parcel of land is available and would lengthen the RSA on

one side only. This should be accomplished and noted in the comment section provided in the

database. The following example illustrates this.

300' 250'

Page 4

additional

irregularlyshaped

piece that

will extend

the RSA

on one

side

500'

at this

point.
·.

Appendix C

Federal RegisterfVoL 69, No. 27fTuesday, February 10, 2004fRuies and Regulations 6429

"[c] Make and maintain any additional

records required by the Administrator,

this part, and the Airport Certification

Manual.

§139.303 Personnel.

In a manner authorized by the

Administrator, each certificate holder

shall-

(a) Provide sufficient and qualified

personnel to comply with the

requirements of its Airport Certification

Manual and the requirements of this

part.

(h) Equip personnel with sufficient

resources needed to comply with the

requirements of this part.

(c) Train all personnel who access

movement areas and safety areas ana

perform duties in compliance with the

requirements of the Airport Certification

Manual and the requirements of this

part. This training shall be completed

prior to the initial performance of such

duties and at least once every 12

consecutive calendar months. The

curriculum for initial and recurrent

training shall include at least the

following areas:

(1) Airport familiarization, including

airport marking, lighting, and signs

system.

(2) Procedures for access to, and

operation in, movement areas and safety

areas, as specified under §139.329.

(3) Airport communications,

including radio communication

between the air traffic control tower and

personnel, use of the' common traffic

advisory frequency if the-re is no air

traffic control tower or the tower is not

in operation, and procedures for

reporting unsafe airport conditions.

(4) Duties required under the Airport

Certification Manual and the

requirements of this part.

(5) Any additional subject areas

required under §§ 139.319,139.321,

139.327,139.329,139.337, and 139.339,

as appropriate.

(d) Make a record of all training

completed after June 9, 2004 by each'

individual in compliance with this

section that includes. at a minimum, a

description and date of training

received. Such records shall be

maintained for 24 consecutive calendar

months after completion of training.

(e) As appropriate, comply with the

following training requirements of this

part:

(i) § 139.319. Aircraft rescue and

firefighting: Operational requirements;

(ii) § 139.321, Handling and storage of

hazardous substances and materials;

(iii) §139.327, Self-inspection

program;

(iv) §139.329, Pedestrians and

Ground Vehicles;

(v) § 139.337, Wildlife hazard

management: and

(vi) §139.339, Airport condition

reporting.

(f) Use an independent organization,

or designee, to comply with the

requirements of its Airport Certification

Manual and the requirements of this

part only if-

(1) Such an arrangement is authorized

by the Administrator;

(2) A description of responsibilities

and duties that will be assumed by an

independent organization or designee is

specified in the Airport Certification

Manual; and

(3) The independent organization or

designee prepares records required

under this part in sufficient detail to

assure the certificate holder and the

Administrator of adequate compliance

with the Airport Certification Manual

and the requirements of this part.

§139.305 Paved areas.

(a) In a manner authorized by the

Administrator, each certificate holder

shall maintain, and promptly repair the

pavement of, each runway, taxiway,

loading ramp. and parking area on the

airport that is available for air carrier

use as follows:

(1) The pavement edges shall not

exceed 3 inches difference in elevation

between abutting pavement sections and

between pavement and abutting areas.

(2) The pavement shall have no hole

exceeding 3 inches in depth nor any

hole the slope of which from any point

in the hole to the nearest point at the lip

of the hole is 45 degrees or greater, as

measured from the pavement surface

plane, unless, in either case, the entire

area of the hole can be covered by a 5-

inch diameter circle.

(3) The pavement shall be free of

cracks and surface variations that could

impair directional control of air carrier

aircraft. Any pavement crack or surface

deterioration that produces loose

aggregate or other contaminants shall be

immediately repaired.

(4) Except as provided in paragraph

(b) of this section, mud, dirt, sand,loose

aggregate, debris. foreign objects, rubber

deposits. and other contaminants shall

be removed promptly and as completely

as practicable.

(5) Except as provided in paragraph

(b) of this section, any chemical solvent

that is used to clean any pavement area

shall be removed as soon as possible,

consistent with the instructions of the

manufacturer of the solvent.

(6) The pavement shan be sufficiently

drained and free of depressions to

prevent ponding that obscures markings

or impairs safe aircraft operations.

(b) Paragraphs (a){4) and (a)(5) of this

section do not apply to snow and ice

1

accumulations and their control,

including the associated use of

materials. such as sand and deicing

solutions.

(c) FAA Advisory Circulars contain

methods and procedures for the

maintenance and configuration of paved

areas that are acceptable to the

Administrator.

§139.307 Unpaved areas.

(a) In a manner authorized by the

Administrator, each certificate holder

shall maintain and promptly repair the

surface of each gravel, turf, or other

unpaved runway, taxiway, or loading

ramp and parking area on the airport

that is available for air carrier use as

follows:

(1) No slope from the edge ofthe fullstrength surfaces downward to the

existing terrain shall be steeper than 2:1.

(2) The full-strength surfaces shall

have adequate crown or grade to assure

sufficient drainage to prevent ponding.

(3) The full-strength surfaces shall be

adequately compacted and sufficiently

stable to prevent rutting by aircraft or

the loosening or build-up of surface

material. which could impair

directional control of aircraft or

drainage.

(4) The full-strength surfaces must

have no holes or depressions that

exceed 3 inches in depth and are of a

breadth capable of impairing directional

control or causing damage to an aircraft.

(5) Debris and foreign objects shall be

promptly removed from the surface.

(b) FAA Advisory Circulars contain

methods and procedures for the

maintenance and configuration of

unpaved areas that are acceptable to the

Administrator.

§139.309 Safety areas.

(a) In a manner authorized by the

Administrator, each certificate holder

shall provide and maintain, for each

runway and taxiway that is available for

air carrier use, a safety area of at least

the dimensions that-

(1) Existed on December 31.1987, if

the runway or taxiway had a safety area

on December 31, 1987, and if no

reconstruction or significant expansion

of the runway or taxiway was begun on

or after January 1,1988; or

(2) Are authorized by the

Administrator at the time the

construction, reconstruction. or

expansion began if construction,

reconstruction, or significant expansion

of the runway or taxiway began on or

after January 1,1988.

(b) Each certificate holder shall

maintain its safety areas as follows:

(I) Each safety area shall be cleared

and graded and have no potentially
·.

6430 Federal Register 1Vol. 69, No. 271 Tuesday, February 10, 20041 Rules and Regulations

hazardous ruts. humps, depressions. or

other surface variations.

(2) Each safety area shall be drained

by grading or storm sewers to prevent

water accumulation.

(3) Each safety area shall be capable

under dry conditions of supporting

snow removal and aircraft rescue and

firefighting equipment and of

supporting the occasional passage of

aircraft without causing major damage

to the aircraft.

(4) No objects may be located in any

safety area. except for objects that need

to be located in a safety area because of

their function. These objects shall be

constructed, to the extent practical, on

frangibly mounted structures of the';

lowest practical height, with the

frangible point no higher than 3 inches

above grade.

(c) FAA Advisory Circulars contain

methods and procedures for the

configuration and maintenance of safety

areas acceptable to the Administrator.

§139.311 Marking, signs, and lighting.

(a) Marking. Each certificate holder

shall provide and maintain marking

systems for air carrier operations on the

airport that are authorized by the

Administrator and consist of at least the

following:

(1) Runway markings meeting the

specifications for takeoff and landing

minimums for each runway.

(2) A taxiway centerline.

(3) Taxiway edge markings. as

appropriate. . __.

(4) Holding position markings.

(5) Instrument landing system JILS)

critical area markings. .

(b) Signs. (1) Each certificate holder

shall provide and maintain sign systems

for air carrier operations on the airport

that are authorized by the Administrator

and consist of at least the following:

(i) Signs identifying taxiing routes on

the movement area.

[ii] Holding position signs.

(iii) Instrument landing system (ILS)

critical area signs.

(2) Unless otherwise authorized by

the Administrator, the signs required by

paragraph (b)(l) of this section shall be

internally illuminated at each Class I. II,

and IV airport.

(3) Unless otherwise authorized by

the Administrator, the signs required by

paragraphs (b)(l)(ii) and (b)(l)(iii) of this

section shall be internally illuminated at

each Class III airport.

(c) Lighting. Each certificate holder

shall provide and maintain lighting

systems for air carrier operations when

the airport is open at night, during

conditions below visual flight rules

(VFR) minimums, or in Alaska, during

periods in which a prominent unlighted

object cannot be seen from a distance of

J statute miles or the sun is more than

six degrees below the horizon. These

lighting systems shall be authorized by

the Administrator and consist of at least

the following:

(1) Runway lighting that meets the

specifications for takeoff and landing

minimums, as authorized by the

Administrator, for each runway.

(2) One of the following taxiway

lighting systems:

(i) Centerline lights.

[ii] Centerline reflectors.

(iii) Edge lights.

(iv) Edge reflectors.

(3) An airport beacon.

(4) Approach lighting that meets the.

specifications for takeoff and landing

minimums, as authorized by the

Administrator, for each runway, unless

provided and/or maintained by an

entity other than the certificate holder.

(5) Obstruction marking and lighting,

as appropriate, on each object within its

authority that has been determined by

the FAA to be an obstruction.

(d) Maintenance. Each certificate

holder shall properly maintain each

marking, sign, or lighting system

installed and operated on the airport. As

used in this section, to "properly

maintain" includes cleaning, replacing,

or repairing any faded, missing, or

nonfunctional item; keeping each item

unobscured and clearly visible; and

ensuring that each item provides an

accurate reference to the user.

(e) Lighting interference. Each

certificate holder shall ensure that all

lighting on the airport, including that

for aprons, vehicle parking areas,

roadways, fuel storage areas, and

buildings, is adequately adjusted or

shielded to prevent interference with air

traffic control and aircraft operations.

(f) Standards. FAA Advisory Circulars

contain methods and procedures for the

equipment, materlal, installation, and

maintenance of marking. sign. and

lighting systems listed in this section

that are acceptable to the Administrator.

(g) Implementation. The sign systems

required under paragraph (b){J) of this

section shall be implemented by each

holder of a Class III Airport Operating

Certificate not later than 36 consecutive

calendar months after June 9, 2004.

§139.313 Snow and ice control.

(a) As determined by the

Administrator, each certificate holder

whose airport is located where snow

and icing conditions occur shall

prepare, maintain, and carry out a snow

and ice control plan in a manner

authorized by the Administrator.

(b) The snow and ice control plan

required by this section shall include, at

2

a minimum, instructions and

procedures for-

(I) Prompt removal or control, as

completely as practical. of snow, ice,

and slush on each movement area;

(2) Positioning snow off the

movement area surfaces so all air carrier

aircraft propellers. engine pods, rotors,

and wing tips will clear any snowdrift

and snowbank as the aircraft's landing

gear traverses any portion of the

movement area; .

(3) Selection and application of

authorized materials for snow and ice

control to ensure that they adhere to

snow and ice sufficiently to minimize

engine ingestion;

(4) Timely commencement of snow

and ice control operations; and

(5) Prompt notification. in accordance

with §139.339, of all air "carriers using

the airport when any portion of the

movement area normally available to

them is less than satisfactorily cleared

for safe operation by their aircraft.

(c) FAA Advisory Circulars contain

methods and procedures for snow and

ice control equipment, materials, and

removal that are acceptable to the

Administrator.

§139.315 Aircraft rescue and firefighting:

Index determination.

(a) An index is required by paragraph

(c) of this section for each certificate

holder. The Index is determined by a

combination of-

(1) The length of air carrier aircraft

and

(2) Average daily departures of air

carrier aircraft.

(b) For the purpose of Index

determination, air carrier aircraft

lengths are grouped as follows:

(1) Index A includes aircraft less than

90 feet in length.

(2) Index B includes aircraft at least

90 feet but less than 126 feet in length.

c (3) Index C includes aircraft at least

126 feet but less than 159 feet in length.

(4) Index D includes aircraft at least

159 feet but less than 200 feet in length.

(5) Index E includes aircraft at least

200 feet in length.

(c) Except as provided in § 139.319(c),

if there are five or more average daily

departures of air carrier aircraft in a

single Index group serving that airport,

the longest aircraft with an average of

five or more daily departures

determines the Index required for the

airport. When there are fewer than five

average daily departures ofthe longest

air carrier aircraft serving the airport,

the Index required for the airport will be

the next lower Index group than the

Index group prescribed for the longest

aircraft.

(d) The minimum designated index

shall be Index A.