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# u.s. Department ofTransportation 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 ifthe owner or operator ofthe airport were required to do one of the following in order to meet such standards:

• reduce the length of arunway; or

• declare the length of arunway 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 ifthere 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 ofthe 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 ameasure 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 mayhave to consider as an alternative reduction inthe runway in its environmental review to meet RSA standards because ofState and local concerns regarding relocation ofa road.

2

### , • aircraftrescue and firefighting equipment; and

• the occasional passage ofaircraftwithout causing structural damage to the aircraft.
The RSA should be free ofobjects, except forobjects thatneed tobe located inthe RSA because oftheir function.
The size ofanRSA isbased on the aircraft approach speed andthe approach visibility minimums established for eachrunway on anairport. An RSA extends twice its width beyond eachrunway end as shown onFigure 1. Atypical aircarrier RSA is 500feetwide (250 feeton each side ofthe runway centerline) running the full length oftherunway and extending 1,000feetbeyond eachrunway end. Sinceitis considered asafety enhancement, the RSA isnotnecessary foroperational safety.

Figure 1. Runway SafetyArea

TheFAAplaces ahighpriority on improving the safety ofthe operational environment at airports. The RSA system is animportant component ofenhancing airport safety. Each RSA that does notmeet current standards poses anincreased risk to any aircraft that leaves therunway surface during takeoff andlanding operations. Emphasis was placed toward accelerating improvements to RSAs that donotmeet current standards, with agoal to improve non standard RSA's to the extentpracticable. Further, theAirport Improvement Program (AIP)provides priority consideration forfunding safety-related development for airports thatbenefit both commercial service andgeneral aviation operations.
Over theyears, RSA dimensional standards have increased to maintain anadequate level ofsafety asnewer, larger, faster aircrafthavebeen addedto the aircraft fleet. Changes to airport design standards in 1980placed greater emphasis on extended RSAs. Revisions to FAA regulations in 1988 (14 CFRpart 139, Certification ofAirports (part 139» required RSAs atcertificated airports to meet current dimensional standards, to the extent practicable, ifconstruction, reconstruction, or significant expansion ofrunways/taxiways

3

### , began onor afterJanuary 1, 1988. RSAs existing prior to that date, where no subsequent

reconstruction or significant expansion occurred, weretobemaintained properly to atleast the RSA standards ineffect onDecember 31, 1987.:Forthese runways, theFAA didnot review/object toobjects installed beyond the existing RSA, even ifthat object was located within the "standard RSA."

InJune 1999, an aircraftcrashed afteritoverran the endoftherunway during landing at Little Rock National Airport inLittle Rock, Arkansas. Following this accident, theFAA reviewed itspolicy onRSAs. This review included aninventory ofRSAs atall commercial servicerunways atairports certificated underpart 139. As aresult ofthis review, FAA Order 5200.8,Runway SafetyArea Program (Appendix B), was issued in October 1999establishing therunway safety areaprogram discussed below. Thepurpose ofthis orderis to ensure that allRSAs conform to standards asrequired bypart 139 (Appendix C, §139.309 Safetyareas) to theextentpracticable. The orderrequires theFAA to continually evaluate RSAs andto implement allpracticable improvements where the full standards arenotmet.

Runway Safety Area (RSA) Program
FAA Order 5200.8 established procedures fordocumenting thebestpracticable alternative(s) forimproving anRSA. Theorderrequires an object inventory and awritten determination ofthe bestpracticable altemative(s) forimproving eachRSA atpart 139and federally obligated airports. This approach requires anevaluation ofallRSAs based onthe standard RSA dimensions, regardless ofgrading, objects, orotherhazards thatmight exist within the standardboundaries. This encourages incremental improvements thatwill reduce theriskto aircraft.
The objective ofthe RSAprogram isthat allRSAs should conform tothe standards contained inAdvisory Circular (AC) 150/5300-13,Airport Design, to the extent practicable atthe following airports:

• federally obligated airports; and

• all airports certificated underpart 139. These airports arerequired to incorporate the standard RSA:

• forallnewrunway projects; and

• achieve astandard RSA to the extentpracticable when there is major work on an existing runway.
Atnon certificated airports, the FAA requires the sponsor tomeet RSA design standards to the extentpracticable inconnection with anFAA-funded runwayproject. However, there isnoregulatory requirement tomeet RSA standards.

Runway Safety Area Inventory (RSAI)

4

### , TheRSAI supports implementation ofFAA Order 5200.8. TheRSAI was an effort

initiated byFAA in September 1999to conduct aphysical inspection ofthe standard RSA forallcommercial service runways atairports certificated underpart 139. The objectives
were:

• to document allobjects andnatural features inthe standard RSA that couldpose an increased risk foraircraftthatleavetherunway surface;

• to develop apreliminary plan forimproving RSAs tothemaximum extentpracticable, and

• to identify incremental improvements thatwould reduce the hazard to aircraft even when acompletely standard RSA isnotpracticable.
RSAI inspections were completed in2000 forall 566part 139airports and 1024runways. Theresults oftheRSAI identified:

• 55percent oftherunways asmeeting standards;

• 31 percent where itis feasible toimprove theRSA;

• 14percent where itwas not feasibleto improve theRSA.
TheFAA established agoaltoupgrade allRSAs atallcertificated andfederally obligated airports to meet standards to the extentpracticable. Funds will be secured from available
sources such asAIP, Passenger Facility Charge, Facilities andEquipment, etc. tomake the improvements.

Runway Safety Area (RSA) Alternatives

Inevaluating alternatives forobtaining orimproving RSAs, there aremany factors that may affectthe viability ofthe alternative. What maybe viable atone airport may notbe viable atanother. Factors that areconsidered include: airportplans, the extent to which the existing RSA complies with the standard, site constraints, weather and climatic conditions, availability ofnavigational aids, costs, etc.
While theFAA always strives to achieve the standardRSA, atsome airports itisnot practicable to do so. Alternatives suchasrelocation, shifting orrealignment ofthe runway; acombination ofrunwayrelocation, shifting, grading, andrealignment; shortening; the use ofdeclared distances, and/or installation ofanEngineered Materials Arresting System (EMAS) arealltakeninto consideration. EMAS can, under certain circumstances, provide aircraft stopping performance thatis equivalent to astandard RSA. Implementation ofthe actual improvements requires adetailed study ofengineering, cost, and environmental factors. Participation andinput fromthe airport owner, users, tenants and surrounding community weighheavily when choosing themost appropriate safety enhancement(s).

Engineered Materials Arresting System (EMAS)

5

### , There aremanyrunways, particularly those constructed prior tothe adoption ofthe RSA

standards, where the construction ofastandard RSA isimpracticable due to one ormore of the following:

• natural obstacles (bodies ofwater ordrop-offs);

• local development (roads andrailroads); or

• environmental constraints (wetland encroachment).
There have been accidents at some ofthese airports where the ability to stop an overrunning aircraft within the RSAwould haveprevented major damage to aircraft and injuries topassengers. Analysis shows that foraircraft overruns, EMAS canprovide a safety enhancement equivalent to astandard RSA, while requiring less land disturbance andlower construction costs. EMAS does notprovide abenefit forshort landings, so a standard EMAS installation might alsoinclude adisplaced threshold.
AnEMAS is designed to stop anoverrunning aircraftby exerting predictable deceleration forces onits landing gear as the EMAS material, acellular cement, crushes. Itis designed to minimize thepotential for structural damage to aircraft, since such damage could result ininjuries topassengers. A standard EMAS installation provides alevel ofsafety 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 inAugust 1998. The AC contains standards fortheplanning, design, and installation ofEMAS inRSAs. Figures 2 and 3 show typical EMAS installations. Figure 4 shows thebenefits ofanEMAS.

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### , Figure 2. The Little Rock EMAS installation was completed inNovember 2000. The

design ofthisbed was 300 feetlongby 168feetwide and setback 100feetfromthe departure end ofRunway 4R. Thisbedwas installed toprotect against a steep drop-off at the endoftherunway that leads to afloodplain andthe Arkansas River.

Figure 3. EMAS atMinneapolis-St. Paul International Airport

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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 ofthe 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 ofrunway 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

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### , The concept ofdeclared distances is an alternative airport design methodology that

considers an airplane's runway performance distance requirements. Bytreating these requirements independently, the airportdesigner is ableto declare the runway length required to satisfy anairplane's takeoffrun, takeoffdistance, accelerate-stop distance, and landing distance requirements. Declared distances maybe employed in conjunction with a displaced threshold. Theuse ofdeclared distances is limited to cases ofexisting constrained airports where itis impracticable toprovide the RSA.
When therunway is longer thanrequired by aircraft currently operating orexpected to operate atthe airport, this technique canprovide a similar safetymargin by declaring the length oftherunway available foruse. An example where declared distance mightbe used would be amilitary airfield thathas been converted to civil use. Inthis example, the runway ismuch longerthanrequired bythe civil aircraft serving the airport. Declared distances canbe employedto effectively reduce the length ofrunway without affecting the operational capability ofthe airport. The application ofdeclared distances ataspecific location requires prior FAA approval on acase-by-case basis after full coordination and agreement with the airport owner. Declared distances arenot applied when they would affectthe operational capability ofan airport.

Conclusion
TheFAA places ahighpriority on improving the safetyofthe operational environment at airports. The RSA systemis animportant component ofenhancing airport safety. Each RSA that does notmeet current standards poses anincreased risk to any aircraft thatleaves therunway surface. The AIPprovides priority consideration for funding safety-related development for airports thatbenefit both commercial service and general aviation operations.
Each ofthe alternatives discussed inthis report provide anacceptable solution to enhance airport safety andimprove theRSA. However, none ofthese alternatives would be employed without full coordination andagreement with the airport owner andFAA approval.

Inconclusion, itisnotFAA's policy torequire anairport owner oroperator to do either of the following inorder tomeetrunway safety area (RSA) standards ifthere is an operational impact to the airport:

• reduce the length ofarunway; or

• declare the length ofarunway tobe less than the actualpavement 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 atthe endthe following:
'Sec. 44727. Runway safety areas 

### '(a) AIRPORTS INALASKA- An airport owner oroperator inthe State of Alaska shallnot berequired toreduce the length ofarunway ordeclare the length ofarunway to be less than the actualpavement length in orderto meet standards ofthe Federal Aviation Administration applicable to runway safety areas. '(b) STUDY- '(1) IN GENERAL

-The Secretary shall conduct astudy ofrunways at airports in States otherthan Alaska to determine which airports are affected by standards ofthe Federal Aviation Administration applicable to runway safety areas andto assess how operations atthose airports would be affected ifthe owner oroperator ofthe airport isrequired toreduce the length ofarunway ordeclarethe length ofarunway to be less than the actual pavement length inorderto meet such standards. '(2) REPORT- Not laterthan 9months afterthe date ofenactment ofthis section, the Secretary shalltransmit tothe Committee on Commerce, Science, and Transportation ofthe Senate andthe Committee on Transportation andInfrastructure ofthe House ofRepresentatives areport containing the results ofthe study.' (b) CONFORMING AMENDMENT- The analysis for chapter 447 is amended by adding atthe endthe following:
'44727. Runway safety areas.'.

1

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,

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 ofAirport Safety and Standards and the Office of Airport Planning and Programming; to the division level inthe 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 atfederally 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.

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

# · ,

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 ofthe 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 itwill 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 210/01199 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 310101/99 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-1 00 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 15200.8 Appendix 1 Runway Form

locid:IL -----' 10/01/99

Airport:!L --J
City/Slate: 

## I Region:IL

__ ..J

ADO:\

Runwav:I••.

_ Length:

# w Width: '. 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

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10/01/99 5200.8 Appendix 1 Object Fonn

Runw .•y S.afety Are .•()ata Sheet
Load:1 '-------' Region:c=::::J AirportlL ...J
City/Sl.ate:1 

## ADO:c=J

RUNWAY ength

::; -e 

# - -

# -

# -- -

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# ---- - - §

RLflW .•y S My Are.- L

Obj.!ctldentiflC.ation Object Loc .•fion Object St.atus ~l5 -e 

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~~ ~ ti t; No, Twe Name f1By I:nd DiS! LJR lJR DiS! ."ti e 0 'Q '- <> Owner 4.1.!!.. I:nd ••c

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Page 310/01/99 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 ofthese 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 15200.8 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. Byfilling and grading, another 200' could be gained on one end. This should be accomplished as an incremental gain, even though itwill 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 ofthis kind of adjustment may bejustified only in an extensive project, but the concept should be evaluated to determine if it is a practicable alternative.

Page 210101/99 5200.8 Appendix 2

c. Another alternative to be addressed is a reduction in runway length. This is aviable option ifthe 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) forAircraft Overruns, pertaining to the installation and use of EMAS, provides details on design to be considered in determining feasibility of this alternative.

Page 35200.8 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 additionalirregularlyshaped 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 amanner authorized by the Administrator, each certificate holder shall- (a) Provide sufficient and qualified personnel to comply with the requirements ofits Airport Certification Manual and the requirements ofthis part. (h) Equip personnel with sufficient
resources needed to comply with the requirements ofthis part. (c)Train all personnel who access movement areas and safety areas ana perform duties in compliance with the requirements ofthe Airport Certification Manual and the requirements ofthis part. This training shall be completed prior to the initial performance ofsuch 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 foraccess 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 ofthe' common traffic advisory frequency ifthe-reis 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 ofthis 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 arecord ofall training completed after June 9, 2004 by each' individual in compliance with this section that includes. at aminimum, a description and date oftraining received. Such records shall be maintained for 24 consecutive calendar months after completion oftraining. (e) As appropriate, comply with the following training requirements ofthis 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 ofits Airport Certification Manual and the requirements ofthis part only if- (1) Such an arrangement is authorized by the Administrator; (2) Adescription ofresponsibilities 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 ofadequate compliance with the Airport Certification Manual and the requirements ofthis part. § 139.305 Paved areas. (a)In amanner 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 ofwhich from any point in the hole to the nearest point at the lip ofthe hole is 45 degrees orgreater, as measured from the pavement surface plane, unless, in either case, the entire area ofthe 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 ofair 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) ofthis 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) ofthis section, any chemical solvent that is used to clean any pavement area shall be removed as soon as possible, consistent with the instructions ofthe manufacturer ofthe solvent. (6)The pavement shan be sufficiently drained and free ofdepressions to prevent ponding that obscures markings or impairs safe aircraft operations. (b)Paragraphs (a){4)and (a)(5) ofthis 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 forthe maintenance and configuration ofpaved areas that are acceptable to the Administrator. §139.307 Unpavedareas. (a)In a manner authorized by the Administrator, each certificate holder shall maintain and promptly repair the surface ofeach gravel, turf, or other unpaved runway, taxiway, or loading ramp and parking area on the airport that is available forair 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 ofsurface material. which could impair directional control ofaircraft or drainage. (4) The full-strength surfaces must have no holes or depressions that exceed 3inches in depth and are ofa breadth capable ofimpairing 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, foreach runway and taxiway that is available for air carrier use, a safety area ofat least the dimensions that- (1)Existed on December 31.1987, if the runway or taxiway had a safety area on December 31, 1987, and ifno reconstruction or significant expansion ofthe 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 ifconstruction, reconstruction, or significant expansion ofthe 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

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6430 Federal Register 1Vol. 69, No. 271Tuesday, February 10, 20041Rules 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 ofsupporting 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 forobjects 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 ofthe'; 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 ofsafety 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 ofat least the following: (1)Runway markings meeting the specifications for takeoff and landing minimums foreach runway. (2)A taxiway centerline. (3)Taxiway edge markings. as appropriate.

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__ . (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 ofat 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) ofthis section shall be internally illuminated at each Class I. II, and IVairport. (3) Unless otherwise authorized by the Administrator, the signs required by paragraphs (b)(l)(ii) and (b)(l)(iii) ofthis section shall be internally illuminated at each Class IIIairport. (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 aprominent 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 ofat 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 ofthe 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 forthe equipment, materlal, installation, and maintenance ofmarking. sign. and lighting systems listed in this section that are acceptable to the Administrator. (g)Implementation. The sign systems required under paragraph (b){J)ofthis section shall be implemented by each holder ofa Class IIIAirport 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 amanner 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. ofsnow, ice, and slush on each movement area; (2) Positioning snow offthe 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 ofthe 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, ofall air"carriers using the airport when any portion ofthe 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) ofthis section for each certificate holder. The Index is determined by a combination of- (1)The length ofair carrier aircraft and (2) Average daily departures ofair carrier aircraft. (b) For the purpose ofIndex determination, air carrier aircraft lengths are grouped asfollows: (1)Index A includes aircraft less than 90 feet in length. (2) Index Bincludes aircraft at least 90 feet but less than 126 feet in length.

c (3) Index Cincludes aircraft at least 126 feetbut less than 159 feet in length. (4) Index Dincludes aircraft at least 159 feet but less than 200 feet in length. (5) Index Eincludes aircraft at least 200 feet in length. (c) Except as provided in § 139.319(c), ifthere are five or more average daily departures ofair 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.