Appendix C EXCERPTS FROM RELEVANT FEDERAL AND STATE STANDARDS AND REGULATIONS

Transcription

1 Appendix C EXCERPTS FROM RELEVANT FEDERAL AND STATE STANDARDS AND REGULATIONS

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3 Appendix C EXCERPTS FROM RELEVANT FEDERAL AND STATE STANDARDS AND REGULATIONS Table of Contents FAA/MPAD Terms and Conditions of Accepting Airport Improvement Program Grants... C-3 FAA AC 150/5070-6B, Chg. 1, Airport Master Plans, Ch. 2, Content of Master Plan Studies, and Ch. 10, Airport Layout Plans... C-39 FAA AC 150/ , Chg.1, Ground Vehicle Operations on Airports... C-49 FAA AC 150/ B, Engineered Materials Arresting Systems (EMAS) for Aircraft Overruns... C-54 FAA AC 150/ , Airport Design, Chg. 7, Par. 305, Tables 3.1, 3.2, and 3.3, Runway Safety Area (RSA), and Chg. 10, Par. 310, Rescue and Firefighting Access... C-76 FAA AC 150/ , Planning & Design Guidelines for Airport Terminal Facilities, Par. 149(d), Airport Roads... C-85 FAA Order C, Airport Improvement Handbook, Par. 428(d) Airport Layout Plan, and Par. 527, Airfield Service Roads... C-89 FAA Order B, FAA Compliance Manual, Par. 7.1, 7.2, 7.9 and 7.18, and App. R, Airport Layout Plan, pgs and C-98 FAA Order , Runway Safety Area Program... C-119 FAA Order C, Airport Certification Program Handbook, Par. 421, Pedestrians and Ground Vehicles... C-129 FAA Order , Access Roads to FAA Facilities... C-135 FAA National Part 139 CertAlert, No , Ground Vehicle Operations on Airports Increase in the Numbers of Vehicle/Pedestrian Deviations (V/PDs) and Runway Incursions (RIs) in the Last Two Quarters of FY C-137 California Code of Regulations (CCR), Title 24, Part 9, 2010 California Fire Code, Section 503, Fire Apparatus Access Roads, Par (a), , and C-140 C-1

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5 U.S. Department of Transportation Federal Aviation Administration May 2011 Terms and Conditions Of Accepting Airport Improvement Program Grants Sponsor: Monterey Peninsula Airport District Airport: Monterey Peninsula This document contains the terms and conditions of accepting Airport Improvement Program (AIP) grants from the Federal Aviation Administration (FAA) for the purpose of carrying out the provisions of Title 49, United States Code. These terms and conditions become applicable when the sponsor accepts a Grant Offer from the FAA that references this document. The terms and conditions may be unilaterally amended by the FAA, by notification in writing, and such amendment will only apply to grants accepted after notification. Definitions: A. Sponsor - An agency that is legally, financially, and otherwise able to assume and carry out the certifications, representations, warranties, assurances, covenants and other obligations required in this document and in the accepted grant agreement. B. Project Work as identified in this grant agreement. C. Primary Airport A commercial service airport the Secretary determines to have more than 10,000 passengers boarding each year. D. this grant In this document, the term this grant refers to the applicable grant agreement or grant agreements that incorporate(s) these terms and conditions as part of the grant agreement. I. Certifications Section 47105(d), Title 49 of the United States Code authorizes the Secretary to require certification from sponsors that they will comply with statutory and administrative requirements. The following list of certified items includes major requirements for this aspect of project implementation. However, the list is not comprehensive, nor does it relieve sponsors from fully complying with all applicable statutory and administrative standards. In accepting a grant, the sponsor certifies that each of the following items will be complied with in the performance of grant agreements. If a certification cannot be met for a specific project, the sponsor must fully explain in an attachment to the project application. A. Sponsor Certification for Selection of Consultants General procurement standards for consultant services within Federal grant programs are described in 49 CFR Sponsors may use other qualifications-based procedures provided they are equivalent to specific standards in 49 CFR 18 and Advisory Circular 150/ Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 1 of 36 C-3

6 1. All advertisements will be placed to ensure fair and open competition from a wide area of interest. 2. For any and all contracts over $100,000, consultants will be selected using competitive procedures based on qualifications, experience, and disadvantaged business enterprise requirements with the fee determined through negotiation. 3. An independent cost analysis will be performed, and a record of negotiations will be prepared reflecting the considerations involved in the establishment of fees for all engineering contracts with basic service fees exceeding $100, If any services are to be performed by sponsor force account personnel prior approval must be obtained from FAA. 5. All consultant services contracts will clearly establish the scope of work and delineate the division of responsibilities between all parties engaged in carrying out elements of the project. 6. All costs associated with work ineligible for AIP funding will be clearly identified and separated from eligible items. 7. All mandatory contract provisions for grant-assisted contracts will be included in all consultant services contracts. 8. If any contract is awarded without competition, pre-award review and approval will be obtained from FAA. 9. Cost-plus-percentage-of-cost methods of contracting prohibited under Federal standards will not be used. 10. If services being procured cover more than a single grant project the scope of work will be specifically described in the advertisement, and future work will not be initiated beyond five years. B. Sponsor Certification for Project Plans and Specifications General AIP standards are described in Advisory Circulars 150/5100-6, 150/ , and 150/ A list of current advisory circulars with specific standards for design or construction of airports and procurement or installation of airport equipment and facilities is referenced in Section III.C All plans and specifications will be developed in accordance with all current applicable Federal standards and requirements, or state standard specifications developed under a Federal grant, and no deviation from or modification to standards set forth in the advisory circulars will be allowed without prior approval of the FAA. 2. All equipment specifications will rely on the national standards as contained in the Advisory Circulars, without deviations, to the maximum extent possible. Specifications for the procurement of equipment for which there is no Federal specification or standard, will not be proprietary nor written to restrict competition. If there is no national standard, or if the national standard provides for a choice to be made, at least two manufacturers will assure that they can meet the specification. A deviation from the national standard will require FAA approval of the design standard modification. 3. All development to be included in any plans is depicted on an Airport Layout Plan approved by FAA. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 2 of 36 C-4

7 4. All development which is ineligible for AIP funding will either be omitted from the plans and specifications or costs associated with ineligible or AIP non-participating items will be separated and noted as non-aip work and deducted from AIP project reimbursement requests. 5. Process control and acceptance tests required for any and all projects by standards contained in Advisory Circular 150/ will be included in the project specifications. 6. If a value engineering clause is incorporated into any contract, concurrence will be obtained from FAA. 7. All plans and specifications will incorporate applicable requirements and recommendations set forth in the Federally approved environmental finding. 8. For all construction activities within or near aircraft operational areas, the applicable requirements contained in Advisory Circular 150/ will be discussed with FAA and incorporated into the specifications. A safety/phasing plan will be prepared, and prior FAA concurrence will be obtained. 9. All projects will be physically completed without Federal participation in costs that are due to errors or omissions in the plans and specifications that were foreseeable at the time of project design. 10. All Airport Layout Plan (ALP) revisions and proposals for facility construction clearance will include coordinates that are either surveyed or based on reference coordinates previously found acceptable to FAA. The coordinates will be verified and found consistent with the dimensions shown on the project sketch/alp. The coordinates will be in terms of the North American Vertical Datum of 1988) NAD All site elevations on Airport Layout Plan (ALP) revisions and proposals for construction clearance will be within +/-0.1 foot vertically and the vertical datum will be in terms of the National Geodetic Vertical Datum of C. Sponsor Certification for Equipment/Construction Contracts Standards for advertising and awarding equipment and construction contracts within Federal grant programs are described in 49 CFR Sponsors may use their procurement procedures reflecting State and local laws or regulations provided procurements conform to specific standards in 49 CFR 18 and Advisory Circulars 150/5100-6, 150/ , and A code or standard of conduct will be in effect governing the performance of the sponsor's officers, employees, or agents in soliciting and awarding procurement contracts. 2. Qualified personnel will be engaged to perform contract administration, engineering supervision, and construction inspection and testing on all projects. 3. All procurement will be publicly advertised using the competitive sealed bid method of procurement. If procurement is less than $100,000, project may use three (3) quote method. 4. All requests for bids will clearly and accurately describe all administrative and other requirements of the equipment and/or services to be provided. 5. Concurrence will be obtained from FAA prior to contract award under any of the following circumstances: a. Only one qualified person/firm submits a responsive bid, Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 3 of 36 C-5

8 b. The contract is to be awarded to other than the lowest responsive and responsible bidder, c. Life cycle costing is a factor in selecting the lowest responsive bidder, d. Proposed contract prices are more than 10% over the sponsor's cost estimate. 6. All contracts exceeding $100,000, require a bid guarantee of 5%, a performance bond of 100%, and a payment bond of 100%. 7. All contracts exceeding $100,000 will contain provisions or conditions specifying administrative, contractual, and legal remedies, including contract termination, for those instances in which contractors violate or breach contract terms. They also will contain provisions requiring compliance with applicable standards and requirements issued under Section 306 of the Clean Air Act (42 USC 1857(h)), Section 508 of the Clean Water Act (33 USC 1368), Executive Order 11738, and environmental protection regulations (40 CFR Part 15). 8. All construction contracts involving labor will contain provisions insuring that in the employment of labor preference will be given to honorably discharged Vietnam era veterans and disabled veterans. 9. All construction contracts exceeding $2,000 will contain provisions requiring compliance with the Davis-Bacon Act and bid solicitations will contain a copy of the current Federal wage rate determination. Provisions requiring compliance with Sections 103 and 107 of the Contract Work Hours and Safety Standards Act (40 USC ) and the Copeland "Anti-Kick Back" Act will be included. 10. All construction contracts exceeding $10,000 will contain appropriate clauses from 41 CFR part 60 for compliance with Equal Employment Opportunity Executive Order All construction, professional service, and equipment contracts exceeding $250,000 will contain clauses required from Title VI Civil Rights Assurances and 49 CFR 26 for Disadvantaged Business Enterprises. 12. Appropriate checks will be made to assure that contracts or subcontracts are not awarded to those individuals or firms suspended, debarred, or voluntarily excluded from doing business with any DOT element and appearing on the DOT Unified List. D. Sponsor Certification for Real Property Acquisition Requirements on real property acquisition and relocation assistance are in 49 CFR 24 and the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (Uniform Act). 1. Good and sufficient title will be held on property in any and all projects. The sponsor's attorney or other official will prepare and have on file title evidence on the property. 2. If defects and/or encumbrances exist in the title, which adversely impact the sponsor's intended use of property in the project, they will be extinguished, modified, or subordinated. 3. If property for airport development will be leased, the term is for 20 years or the useful life of the project. The lessor is a public agency and the lease contains no provisions, which prevent full compliance with the grant agreement. 4. Property will be in conformance with the current Exhibit A (property map). The property map is based on deeds, title opinions, land surveys, the approved Airport Layout Plan, and project documentation. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 4 of 36 C-6

9 5. For any and all acquisition of property interest in noise sensitive approach zones and related areas, property interest will be obtained to ensure land is used for purposes compatible with noise levels associated with operation of the airport. 6. For all acquisition of property interest in runway protection zones and areas related to FAR Part 77 surfaces, property interest will be obtained for the right of flight, right of ingress and egress to remove obstructions, right to make noise associated with aircraft operations, and to restrict the establishment of future obstructions. 7. All appraisals will include valuation data to estimate the current market value for the property interest acquired on each parcel and will be prepared by qualified real estate appraisers hired by the sponsor. An opportunity will be provided the property owner or their representative to accompany appraisers during inspections. 8. All appraisals will be reviewed by a qualified review appraiser to recommend an amount for the offer of just compensation. All written appraisals and review appraisal will be available to FAA for review. 9. A written offer to acquire property will be presented to the property owner for not less than the approved amount of just compensation. 10. Every effort will be made to acquire property through negotiation with no coercive action to induce agreement. If negotiation is successful, project files will contain supporting documents for settlements. 11. If a negotiated settlement is not reached, condemnation will be initiated and a court deposit not less than the just compensation will be made prior to possession of the property. Project files will contain supporting documents for awards. 12. If displacement of persons, businesses, farm operations, or nonprofit organizations is involved, a relocation assistance program will be established. Displaced persons will receive general information in writing on the relocation program, notice of relocation eligibility, and a 90 day notice to vacate. 13. Relocation assistance services, comparable replacement housing, and payment of necessary relocation expenses will be provided within a reasonable time period for displaced occupant in accordance with the Uniform Act. E. Sponsor Certification for Construction Project Final Acceptance General requirements for final acceptance and close-out of Federally funded construction projects are in 49 CFR The sponsor shall determine that project costs are accurate and proper in accordance with specific requirements of the Grant Agreement and contract documents. 1. All personnel engaged in project administration, engineering supervision, and construction inspection and testing will be determined to be qualified and competent to perform the work. 2. All daily construction records will be kept by the resident engineer/construction inspector. These records document work in progress, quality and quantity of materials delivered, test locations and results, instructions provided the contractor, weather, equipment use, labor requirements, safety problems, and changes required. 3. All weekly payroll records and statements of compliance will be submitted by the prime contractor and reviewed by the sponsor for Federal labor and civil rights requirements (Advisory Circular 150/ and 150/ ). Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 5 of 36 C-7

10 4. All complaints regarding the mandated Federal provisions set forth in the contract documents will be submitted to the Department of Labor. 5. All tests specified in the plans and specifications will be performed and the test results documented. A summary of test results will be available to FAA. 6. For all test results outside allowable tolerances, appropriate corrective actions will be taken. 7. All payments to the contractor will be made in compliance with contract provisions and verified by the sponsor's internal audit of contract records kept by the resident engineer. If appropriate, all pay reduction factors required by the specifications will be applied in computing final payments and a summary of pay reductions will be available to FAA. 8. All projects will be accomplished without significant deviations, changes, or modifications from the developed plans and specifications, except where approval will be obtained from FAA. 9. All final project inspections will be conducted with representatives of the sponsor and the contractor. Project files will contain documentation of the final inspection. 10. All work in the Grant Agreement will be physically completed and corrective actions required as a result of the final inspection will be completed to the satisfaction of the construction contract and the sponsor. 11. As-built plans and an equipment inventory, if applicable, will be maintained as sponsor records. If requested, a revised Airport Layout Plan will be made available to FAA prior to start of development. 12. All applicable close-out financial reports will be submitted to FAA within four (4) years of the date of grant. F. Sponsor Certification for Seismic Design and Construction 49 CFR Part 41 sets forth the requirements in the design and construction of the building(s) to be financed with the assistance of the Federal Aviation Administration. Compliance will be met by adhering to at least one of the following accepted standards: 1. Model codes found to provide a level of seismic safety substantially equivalent to that provided by use of the 1988 National Earthquake Hazards Reduction Program (NEHRP) including: a. The 1991 International Conference of Building Officials (IBCO) Uniform Building Code, published by the International Conference of Building Officials, 5360 South Workman Mill Road, Whittier, California b. The 1992 Supplement to the Building Officials and Code Administration International (BOCA) National Building Code, published by the Building Officials and Code Administrators, 4051 West Flossmoor Road, Country Club Hills, Illinois c. The 1992 Amendments to the Southern Building Code Congress (SBCC) Standard Building Code, published by the Southern Building Code Congress International, 900 Montclair Road, Birmingham, Alabama Revisions to the model codes listed above that are substantially equivalent or exceed the then current or immediately preceding edition of the NEHRP recommended provisions, as it is updated, may be approved by the DOT Operating Administration to meet the requirements of 49 CFR Part 41. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 6 of 36 C-8

11 3. State, county, local, or other jurisdictional building ordinances adopting and enforcing the model codes, listed above, in their entirety, without significant revisions or changes in the direction of less seismic safety, meet the requirement of 49 CFR Part 41. G. Sponsor Certification for Drug-Free Workplace 1. The sponsor certifies that it will continue to provide a drug-free workplace by: a. Publishing a statement notifying employees that the unlawful manufacture, distribution, dispensing, possession, or use of a controlled substance is prohibited in the sponsor s workplace and specifying the actions that will be taken against employees for violations of such prohibitions. b. Establishing an ongoing drug-free awareness program to inform employees about: (1) The dangers of drug abuse in the workplace. (2) The grantee s policy of maintaining a drug-free workplace. (3) Any available drug counseling, rehabilitation, and employee assistance programs. (4) The penalties that may be imposed upon employees for drug abuse violations occurring in the workplace. c. Making it a requirement that each employee to be engaged in the performance of a grant be given a copy of the statement required by paragraph a. d. Notifying the employee in the statement required by paragraph a that, as a condition of employment under a grant, the employee will: (1) Abide by the terms of the statement. (2) Notify the employer in writing of his or her conviction for a violation of a criminal drug statue occurring in the workplace no later than five calendar days after such conviction. e. Notifying the agency in writing, within ten calendar days after receiving notice under paragraph d(2) from an employee or otherwise receiving actual notice of such conviction. Employers of convicted employees must provide notice including position title, to every grant officer or other designee on whose grant activity the convicted employee was working, unless the Federal agency has designated a central point for the receipt of such notices. Notices shall include the identification number(s) of each affected grant. f. Taking one of the following actions, within 30 calendar days of receiving notice under paragraph d(2) with respect to any employee who is so convicted: (1) Taking appropriate personnel action against such an employee, up to and including termination, consistent with the requirements of the Rehabilitation Act of 1973, as amended. (2) Requiring such employee to participate satisfactorily in a drug abuse assistance or rehabilitation program approved for such purposes by a Federal, State or local health, law enforcement, or other appropriate agency. (3) Making a good faith effort to continue to maintain a drug-free workplace through implementation of paragraphs (a), (b), (c), (d), (e), and (f). Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 7 of 36 C-9

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13 I. The United States shall not be responsible or liable for damage to property or injury to persons, which may arise from, or be incident to, compliance with a grant agreement. J. If, during the life of an AIP funded project, the FAA determines that a grant amount exceeds the expected needs of the sponsor by $25,000 or five percent (5%), whichever is greater, a grant amount can be unilaterally reduced by letter from FAA advising of the budget change. Conversely, with the exception of planning projects, if there is an overrun in the eligible project costs, FAA may increase a grant to cover the amount of the overrun not to exceed the statutory fifteen (15%) percent limitation for primary airports. For non-primary airports, with the exception of planning projects, FAA may increase a grant to cover the amount of overrun by not more than fifteen percent (15%) of the original grant amount for development and not more than fifteen (15%) percent of the original grant portion pertaining to land or by an amount not to exceed twenty-five percent (25%) of the total increase in allowable project costs attributable to the acquisition of land or interests in land, whichever is greater, based on current credible appraisals or a court award in a condemnation proceeding. FAA will advise the sponsor by letter of the increase. Planning projects will not be increased above the planning portion of the maximum obligation of the United States shown in the grant agreement. Upon issuance of either of the aforementioned letters, the maximum obligation of the United States is adjusted to the amount specified. In addition, the sponsor s officially designated representative, is authorized to request FAA concurrence in revising the project description and grant amount within statutory limitations. A letter from the FAA concurring in the said requested revision to the project work description and/or grant amount shall constitute an amendment to a Grant Agreement. K. If requested by the sponsor and authorized by the FAA, the letter of credit method of payment may be used. It is understood and agreed that the sponsor agrees to request cash withdrawals on the letter of credit only when actually needed for its disbursements and to timely reporting of such disbursements as required. It is understood that failure to adhere to this provision may cause the letter of credit to be revoked. L. Unless otherwise approved by the FAA, it will not acquire or permit any contractor or subcontractor to acquire any steel or manufactured products produced outside the United States to be used for any project for airport development or noise compatibility for which funds are provided under this grant. The sponsor will include in every contract a provision implementing this condition. M. If this grant agreement includes pavement work that equals or exceeds $250,000, the Sponsor will perform the following: 1. Furnish a construction management program to FAA prior to the start of construction which shall detail the measures and procedures to be used to comply with the quality control provisions of the construction contract, including, but not limited to, all quality control provisions and tests required by the Federal specifications. The program shall include as a minimum: The name of the person representing the Sponsor who has overall responsibility for contract administration for the project and the authority to take necessary actions to comply with the contract. Names of testing laboratories and consulting engineer firms with quality control responsibilities on the project, together with a description of the services to be provided. Procedures for determining that testing laboratories meet the requirements of the American Society of Testing Materials standards on laboratory evaluation, referenced in the contract specifications (D3666, C1077). Qualifications of engineering supervision and construction inspection personnel. A listing of all tests required by the contract specifications, including the type and frequency of tests to be taken, the method of sampling, the applicable test standard, and the acceptance criteria or tolerances permitted for each type of test. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 9 of 36 C-11

14 Procedures for ensuring that the tests are taken in accordance with the program, that they are documented daily, that the proper corrective actions, where necessary, are undertaken. 2. Submit at completion of the project, a final test and quality control report documenting the results of all tests performed, highlighting those tests that failed or did not meet the applicable test standard. The report shall include the pay reductions applied and reasons for accepting any out-of-tolerance material. An interim test and quality control report shall be submitted, if requested by the FAA. 3. Failure to provide a complete report as described in paragraph 2, or failure to perform such tests, shall, absent any compelling justification, result in a reduction in Federal participation for costs incurred in connection with construction of the applicable pavement. Such reduction shall be at the discretion of the FAA and will be based on the type or types of required tests not performed or not documented and will be commensurate with the proportion of applicable pavement with respect to the total pavement constructed under this grant agreement. 4. The FAA, at its discretion, reserves the right to conduct independent tests and to reduce grant payments accordingly if such independent tests determine that Sponsor tests results are inaccurate. N. For a project to replace or reconstruct pavement at the airport, the Sponsor shall implement an effective airport pavement maintenance management program as is required by Airport Sponsor Assurance Number 11. The Sponsor shall use such program for the useful life of any pavement constructed, reconstructed, or repaired with Federal financial assistance at the airport. As a minimum, the program must conform with the following provisions: Pavement Maintenance Management Program An effective pavement maintenance management program is one that details the procedures to be followed to assure that proper pavement maintenance, both preventive and repair, is performed. An airport sponsor may use any form of inspection program it deems appropriate. The program must, as a minimum, include the following: 1. Pavement Inventory. The following must be depicted in an appropriate form and level of detail: a. Location of all runways, taxiways, and aprons; b. Dimensions; c. Type of pavement, and; d. Year of construction or most recent major rehabilitation. For compliance with the Airport Improvement Program (AIP) assurances, pavements that have been constructed, reconstructed, or repaired with federal financial assistance shall be so depicted. 2. Inspection Schedule. a. Detailed Inspection. A detailed inspection must be performed at least once a year. If a history of recorded pavement deterioration is available; i.e., Pavement Condition Index (PCI) survey as set forth in Advisory Circular 150/5380-6, Guidelines and Procedures for Maintenance of Airport Pavements, the frequency of inspections may be extended to three years. b. Drive-By Inspection. A drive-by inspection must be performed a minimum of once per month to detect unexpected changes in the pavement condition. 3. Record Keeping. Complete information on the findings of all detailed inspections and on the maintenance performed must be recorded and kept on file for a minimum of five years. The types of distress, their locations, and remedial action, scheduled or performed, must be documented. The minimum information to be recorded is listed below: a. Inspection date; Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 10 of 36 C-12

15 b. Location; c. Distress types; and d. Maintenance scheduled or performed. For drive-by inspections, the date of inspection and any maintenance performed must be recorded. 4. Information Retrieval. An airport Sponsor may use any form of record keeping it deems appropriate, so long as the information and records produced by the pavement survey can be retrieved to provide a report to the FAA as may be required. 5. Reference. Refer to Advisory Circular 150/5380-6, Guidelines and Procedures for Maintenance of Airport Pavements, for specific guidelines and procedures for maintaining airport pavements and establishing an effective maintenance program. Specific types of distress, their probable causes, inspection guidelines, and recommended methods of repair are presented. O. Takeover of Instrument Landing System and Associated Equipment in Project. If this grant includes an instrument landing system and associated equipment and the FAA has agreed to takeover the system and equipment, the Sponsor must check the facility prior to its commissioning to assure it meets the operational standards. The Sponsor must also remove, relocate, or lower each obstruction on the approach, or provide for the adequate lighting or marking of the obstruction if any aeronautical study conducted under FAR part 77 determines that to be acceptable, and mark and light the runway, as appropriate. P. Airport-Owned Visual or Electronic NAVAIDS In Project. If this grant includes a visual or electronic navigational aid, the Sponsor must provide for the continuous operation and maintenance of any navigational aid funded under the AIP during the useful life of the equipment and check the facility prior to its commissioning to assure it meets the operational standards. The Sponsor must also remove, relocate, or lower each obstruction on the approach or provide for the adequate lighting or marking of the obstruction if any aeronautical study conducted under FAR Part 77 determines that to be acceptable, and mark and light the runway, as appropriate. The FAA will not take over the ownership, operation, or maintenance of any sponsor-acquired equipment other than an AIP-funded instrument landing system and associated equipment where FAA agrees to take over the system and equipment. Q. Non-AIP Work in Application. It is understood and agreed by and between the parties hereto that notwithstanding the fact that a Project Application may include therein the construction of work not included in this grant agreement project description, said work shall not be a part of this project and, if or to the extent accomplished by the Sponsor, such accomplishment shall be without any participation in the costs thereof by the United States under this project. It is further understood and agreed that, in the event the work which is excluded from the project is accomplished by the Sponsor, the Sponsor shall maintain as a portion of the cost records covering this project, separable cost records pertaining to the above-identified work excluded from Federal participation under this project, which records shall be made available for inspection and audit by the FAA to the end that the cost of the excluded work may be definitely determined. It is further understood and agreed that the Sponsor will submit a Program Statement/cost estimate depicting the excluded costs or a cost estimate depicting only those costs eligible for Federal participation in this project. R. Utility Relocation in Project. It is understood and agreed by and between the parties hereto that the United States shall not participate in the cost of any utility relocation unless and until the Sponsor has submitted evidence satisfactory to the FAA that the Sponsor is legally responsible for payment of such costs. FAA participation will be limited to those utilities located on private right-ofway or utilities that exclusively serve the Airport. S. Revenue from Real Property Land in Project. The Sponsor agrees that all net revenues produced from real property purchased in part with Federal funds in this grant shall be used on the Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 11 of 36 C-13

16 airport for airport planning, development or operating expenses, except that all income from real property purchased for noise compatibility purposes or for future aeronautical use be used only to fund projects which would be eligible for grants under the Act. Income from noise or future use property may not be used for the Sponsor s matching share of any airport grant. Airport fiscal and accounting records shall clearly identify actual sources and uses of these funds. T. Future Development Land. If this grant includes acquisition of land for future development, the Sponsor agrees to implement within five years of such grant the airport development that requires this land acquisition, unless the FAA agrees to a different duration. Furthermore, the Sponsor agrees not to dispose of the land by sale or lease without prior consent and approval of the FAA. In the event the land is not used within ten years for the purpose for which it was acquired, the Sponsor will refund the Federal share of acquisition cost or the current fair market value of the land, whichever is greater, unless the FAA agrees to a different duration. U. Runway Protection Zones. The Sponsor agrees to take the following actions to maintain and/or acquire a property interest, satisfactory to the FAA, in the Runway Protection Zones: 1. Existing Fee Title Interest in the Runway Protection Zone: The Sponsor agrees to prevent the erection or creation of any structure or place of public assembly in the Runway Protection Zone, except for NAVAIDS that are fixed by their functional purposes or any other structure approved by the FAA. Any existing structures or uses within the Runway Protection Zone will be cleared or discontinued unless approved by the FAA. 2. Existing Easement Interest in the Runway Protection Zone: The Sponsor agrees to take any and all steps necessary to ensure that the owner of the land within the designated Runway Protection Zone will not build any structure in the Runway Protection Zone that is a hazard to air navigation or which might create glare or misleading lights or lead to the construction of residences, fuel handling and storage facilities, smoke generating activities, or places of public assembly, such as churches, schools, office buildings, shopping centers, and stadiums. 3. Future Interest in the Runway Protection Zone: The Sponsor agrees that it will acquire fee title or less-than-fee interest in the Runway Protection Zones that presently are not under its control under an agreed schedule with the FAA. Said interest shall provide the protection noted in above Subparagraphs 1 and 2. V. Noise Projects on Privately Owned Property. No payment shall be made under the terms of this grant agreement for work accomplished on privately owned land until the Sponsor submits the agreement with the owner of the property required by Assurance 5d of the ASSURANCES Airport Sponsors, and such agreement is determined to be satisfactory. As a minimum, the agreement with the private owner must contain the following provisions: 1. The property owner shall subject the construction work on the project to such inspection and approval during the construction or installation of the noise compatibility measures and after completion of the measures as they may reasonably be requested by the Secretary or the Sponsor. 2. The property owner shall assume the responsibility for maintenance and operation of the items installed, purchased, or constructed under this grant agreement. Neither the FAA nor the Sponsor bears any responsibility for the maintenance and operation of these items. 3. If Federal funds for the noise compatibility measures are transferred by the Sponsor to the owner of the private property, or the owner s agent, the property owner shall agree to maintain and make available to the Secretary or the Sponsor, upon reasonable request, records disclosing the amount of funds received and the disposition of those funds. 4. The property owner s right to sue the owner of the noise-impacting Airport for adverse noise impacts will be abrogated if the property owner deliberately or willfully acts to reduce or destroy Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 12 of 36 C-14

17 the effectiveness of the noise compatibility measures during the useful life of such measures. This obligation shall remain in effect throughout the useful life of the noise compatibility measures, but not to exceed 20 years from the date of the Sponsor s acceptance of federal aid for the project. W. Update Approved Exhibit A For Land in Project. It is understood and agreed by and between the parties hereto that notwithstanding the fact that this grant offer is made and accepted upon the basis of the current Exhibit A Property Map, the Sponsor hereby covenants and agrees that upon completion of an AIP funded land acquisition project, it will update said Exhibit A Property Map to standards satisfactory to the FAA and submit said documentation in final form to the FAA. It is further mutually agreed that the reasonable cost of developing said Exhibit A Property Map is an eligible administrative cost for participation within the scope of this project. X. Friction Measuring Devices. If this grant includes acquisition of friction measuring devices, the Sponsor assures that it will properly calibrate, operate, and maintain the friction measuring equipment in accordance with the manufacturer s guidelines and instructions and Advisory Circular 150/ The friction measuring equipment and tow vehicle (if applicable) shall not be used for any other purpose other than for conducting friction measuring tests on airport pavement surfaces and directly related activities, such as training and calibration. Y. Low Emission Systems. If this grant includes low emission systems work, the Sponsor agrees to the following conditions under the Voluntary Airport Low Emission (VALE) program: 1. Vehicles and equipment purchased with assistance from this grant shall be maintained and used for their useful life at the airport for which they were purchased. Moreover, any vehicles or equipment replaced under this program shall not be transferred to another airport or location within the same or any other nonattainment or maintenance area. No airport-owned vehicles or equipment may be transferred to, taken to, or used at another airport without the consent of the FAA in consultation with the United States Environmental Protection Agency and State air quality agency. 2. All vehicles and equipment purchased with assistance from this grant shall be clearly labeled using the VALE program emblem designed by the FAA. 3. The Sponsor shall maintain annual reporting records of all vehicles and equipment purchased with assistance from this grant. These public records shall contain detailed information involving individual vehicles and equipment, project expenditures, cost effectiveness, and emission reductions. The Sponsor certifies that it shall replace any disabled or seriously damaged vehicle or equipment purchased with assistance from this grant, at any time during its useful life, with an equivalent vehicle or unit that produces an equal or lower level of emissions. The Sponsor assumes all financial responsibility for replacement costs. The Sponsor also certifies that it shall fulfill this replacement obligation, beyond the useful life of the affected vehicle or equipment, for the possible longer life of Airport Emission Reduction Credits that were granted to the Sponsor for this vehicle or equipment. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 13 of 36 C-15

18 Z. Trafficking in Persons a. Provisions applicable to a recipient that is a private entity. 1. You as the recipient, your employees, subrecipients under this award, and subrecipients employees may not i. Engage in severe forms of trafficking in persons during the period of time that the award is in effect; ii. Procure a commercial sex act during the period of time that the award is in effect; or iii. Use forced labor in the performance of the award or subawards under the award. 2. We as the Federal awarding agency may unilaterally terminate this award, without penalty, if you or a subrecipient that is a private entity i. Is determined to have violated a prohibition in paragraph a.1 of this award term; or ii. Has an employee who is determined by the agency official authorized to terminate the award to have violated a prohibition in paragraph a.1 of this award term through conduct that is either A. Associated with performance under this award; or B. Imputed to you or the subrecipient using the standards and due process for imputing the conduct of an individual to an organization that are provided in 2 CFR part 180, OMB Guidelines to Agencies on Governmentwide Debarment and Suspension (Nonprocurement), as implemented by our agency at 49 CFR Part 29. b. Provision applicable to a recipient other than a private entity. We as the Federal awarding agency may unilaterally terminate this award, without penalty, if a subrecipient that is a private entity-- 1. Is determined to have violated an applicable prohibition in paragraph a.1 of this award term; or 2. Has an employee who is determined by the agency official authorized to terminate the award to have violated an applicable prohibition in paragraph a.1 of this award term through conduct that is either i. Associated with performance under this award; or ii. Imputed to the subrecipient using the standards and due process for imputing the conduct of an individual to an organization that are provided in 2 CFR part 180, OMB Guidelines to Agencies on Governmentwide Debarment and Suspension (Nonprocurement), as implemented by our agency at 49 CFR Part 29. c. Provisions applicable to any recipient. 1. You must inform us immediately of any information you receive from any source alleging a violation of a prohibition in paragraph a.1 of this award term. 2. Our right to terminate unilaterally that is described in paragraph a.2 or b of this section: i. Implements section 106(g) of the Trafficking Victims Protection Act of 2000 (TVPA), as amended (22 U.S.C. 7104(g)), and ii. Is in addition to all other remedies for noncompliance that are available to us under this award. 3. You must include the requirements of paragraph a.1 of this award term in any subaward you make to a private entity. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 14 of 36 C-16

19 d. Definitions. For purposes of this award term: 1. Employee means either: i. An individual employed by you or a subrecipient who is engaged in the performance of the project or program under this award; or ii. Another person engaged in the performance of the project or program under this award award and not compensated by you including, but not limited to, a volunteer or individual whose services are contributed by a third party as an in-kind contribution toward cost sharing or matching requirements. 2. Forced labor means labor obtained by any of the following methods: the recruitment, harboring, transportation, provision, or obtaining of a person for labor or services, through the use of force, fraud, or coercion for the purpose of subjection to involuntary servitude, peonage, debt bondage, or slavery. 3. Private entity : i. Means any entity other than a State, local government, Indian tribe, or foreign public entity, as those terms are defined in 2 CFR ii. Includes: A. A nonprofit organization, including any nonprofit institution of higher education, hospital, or tribal organization other than one included in the definition of Indian tribe at 2 CFR (b). B. A for-profit organization. 4. Severe forms of trafficking in persons, commercial sex act, and coercion have the meanings given at section 103 of the TVPA, as amended (22 U.S.C. 7102). AA. Acquisition of Noise Land: The Sponsor hereby agrees that upon completion of the land acquisition in this project, it will prepare a Noise Land Inventory Map and Reuse Plan to standards satisfactory to the Federal Aviation Administration (FAA) and submit said documentation in final form to the FAA. It is further mutually agreed that the reasonable cost of developing said Noise Land Inventory Map and Disposal Plan is an eligible administrative cost for participation within the scope of this project. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 15 of 36 C-17

20 III. Assurances A. General. 1. These assurances shall be complied with in the performance of grant agreements for airport development, airport planning, and noise compatibility program grants for airport sponsors. 2. These assurances are required to be submitted as part of the project application by sponsors requesting funds under the provisions of Title 49, U.S.C., subtitle VII, as amended. As used herein, the term "public agency sponsor" means a public agency with control of a public-use airport; the term "private sponsor" means a private owner of a public-use airport; and the term "sponsor" includes both public agency sponsors and private sponsors. 3. Upon acceptance of the grant offer by the sponsor, these assurances are incorporated in and become part of the grant agreement. B. Duration and Applicability. 1. Airport development or Noise Compatibility Program Projects Undertaken by a Public Agency Sponsor. The terms, conditions and assurances of the grant agreement shall remain in full force and effect throughout the useful life of the facilities developed or equipment acquired for an airport development or noise compatibility program project, or throughout the useful life of the project items installed within a facility under a noise compatibility program project, but in any event not to exceed twenty (20) years from the date of acceptance of a grant offer of Federal funds for the project. However, there shall be no limit on the duration of the assurances regarding Exclusive Rights and Airport Revenue so long as the airport is used as an airport. There shall be no limit on the duration of the terms, conditions, and assurances with respect to real property acquired with Federal funds. Furthermore, the duration of the Civil Rights assurance shall be specified in the assurances. 2. Airport Development or Noise Compatibility Projects Undertaken by a Private Sponsor. The preceding paragraph 1 also applies to a private sponsor except that the useful life of project items installed within a facility or the useful life of the facilities developed or equipment acquired under an airport development or noise compatibility program project shall be no less than ten (10) years from the date of acceptance of Federal aid for the project. 3. Airport Planning Undertaken by a Sponsor. Unless otherwise specified in the grant agreement, only Assurances 1, 2, 3, 5, 6, 13, 18, 30, 32, 33, and 34 in section IIIC apply to planning projects. The terms, conditions, and assurances of the grant agreement shall remain in full force and effect during the life of the project. C. Sponsor Certification. The sponsor hereby assures and certifies, with respect to this grant that: 1. General Federal Requirements. It will comply with all applicable Federal laws, regulations, executive orders, policies, guidelines, and requirements as they relate to the application, acceptance and use of Federal funds for this project including but not limited to the following: Federal Legislation a. Title 49, U.S.C., subtitle VII, as amended. b. Davis-Bacon Act - 40 U.S.C. 276(a), et seq. c. Federal Fair Labor Standards Act - 29 U.S.C. 201, et seq. d. Hatch Act - 5 U.S.C. 1501, et seq. 2 e. Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 Title 42 U.S.C. 4601, et seq. 1,2 f. National Historic Preservation Act of Section U.S.C. 470(f). 1 Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 16 of 36 C-18

21 g. Archeological and Historic Preservation Act of U.S.C. 469 through 469c. 1 h. Native Americans Grave Repatriation Act - 25 U.S.C. Section 3001, et seq. i. Clean Air Act, P.L , as amended. j. Coastal Zone Management Act, P.L , as amended. k. Flood Disaster Protection Act of Section 102(a) - 42 U.S.C. 4012a. 1 l. Title 49,U.S.C., Section 303, (formerly known as Section 4(f)) m. Rehabilitation Act of U.S.C n. Civil Rights Act of Title VI - 42 U.S.C. 2000d through d-4. o. Age Discrimination Act of U.S.C. 6101, et seq. p. American Indian Religious Freedom Act, P.L , as amended. q. Architectural Barriers Act of U.S.C. 4151, et seq. 1 r. Power plant and Industrial Fuel Use Act of Section U.S.C s. Contract Work Hours and Safety Standards Act - 40 U.S.C. 327, et seq. 1 t. Copeland Antikickback Act - 18 U.S.C u. National Environmental Policy Act of 1969 U.S.C et seq. 1 v. Wild and Scenic Rivers Act, P.L , as amended. w. Single Audit Act of U.S.C. 7501, et seq. 2 x. Drug-Free Workplace Act of U.S.C. 702 through 706. Executive Orders a. Executive Order Equal Employment Opportunity1 b. Executive Order Protection of Wetlands c. Executive Order Flood Plain Management d. Executive Order Intergovernmental Review of Federal Programs. e. Executive Order Seismic Safety of Federal and Federally Assisted New Building Construction1 f. Executive Order Environmental Justice Federal Regulations a. 14 CFR Part 13 - Investigative and Enforcement Procedures. b. 14 CFR Part 16 - Rules of Practice For Federally Assisted Airport Enforcement Proceedings. c. 14 CFR Part Airport noise compatibility planning. d. 29 CFR Part 1 - Procedures for predetermination of wage rates. 1 e. 29 CFR Part 3 - Contractors and subcontractors on public building or public work financed in whole or part by loans or grants from the United States. 1 f. 29 CFR Part 5 - Labor standards provisions applicable to contracts covering federally financed and assisted construction (also labor standards provisions applicable to non-construction contracts subject to the Contract Work Hours and Safety Standards Act). 1 g. 41 CFR Part 60 - Office of Federal Contract Compliance Programs, Equal Employment Opportunity, Department of Labor (Federal and federally assisted contracting requirements). 1 h. 49 CFR Part 18 - Uniform administrative requirements for grants and cooperative agreements to state and local governments. 3 i. 49 CFR Part 20 - New restrictions on lobbying. j. 49 CFR Part 21 - Nondiscrimination in federally-assisted programs of the Department of Transportation - effectuation of Title VI of the Civil Rights Act of k. 49 CFR Part 23 - Participation by Disadvantage Business Enterprise in Airport Concessions. l. 49 CFR Part 24 - Uniform relocation assistance and real property acquisition for Federal and federally assisted programs. 1,2 Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 17 of 36 C-19

22 m. 49 CFR Part 26 Participation By Disadvantaged Business Enterprises in Department of Transportation Programs. n. 49 CFR Part 27 - Nondiscrimination on the basis of handicap in programs and activities receiving or benefiting from Federal financial assistance. 1 o. 49 CFR Part 29 Government wide debarment and suspension (nonprocurement) and government wide requirements for drug-free workplace (grants). p. 49 CFR Part 30 - Denial of public works contracts to suppliers of goods and services of countries that deny procurement market access to U.S. contractors. q. 49 CFR Part 41 - Seismic safety of Federal and federally assisted or regulated new building construction.1. Office of Management and Budget Circulars a. A-87 - Cost Principles Applicable to Grants and Contracts with State and Local Governments. b. A Audits of States, Local Governments, and Non-Profit Organizations 1 These laws do not apply to airport planning sponsors. 2 These laws do not apply to private sponsors CFR Part 18 and OMB Circular A-87 contain requirements for State and Local Governments receiving Federal assistance. Any requirement levied upon State and Local Governments by this regulation and circular shall also be applicable to private sponsors receiving Federal assistance under Title 49, United States Code. Specific assurances required to be included in grant agreements by any of the above laws, regulations or circulars are incorporated by reference in the grant agreement. 2. Responsibility and Authority of the Sponsor. a. Public Agency Sponsor: It has legal authority to apply for the grant, and to finance and carry out the proposed project; that a resolution, motion or similar action has been duly adopted or passed as an official act of the applicant's governing body authorizing the filing of the application, including all understandings and assurances contained therein, and directing and authorizing the person identified as the official representative of the applicant to act in connection with the application and to provide such additional information as may be required. b. Private Sponsor: It has legal authority to apply for the grant and to finance and carry out the proposed project and comply with all terms, conditions, and assurances of this grant agreement. It shall designate an official representative and shall in writing direct and authorize that person to file this application, including all understandings and assurances contained therein; to act in connection with this application; and to provide such additional information as may be required. 3. Sponsor Fund Availability. It has sufficient funds available for that portion of the project costs which are not to be paid by the United States. It has sufficient funds available to assure operation and maintenance of items funded under the grant agreement which it will own or control. 4. Good Title. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 18 of 36 C-20

23 a. It, a public agency or the Federal government, holds good title, satisfactory to the Secretary, to the landing area of the airport or site thereof, or will give assurance satisfactory to the Secretary that good title will be acquired. b. For noise compatibility program projects to be carried out on the property of the sponsor, it holds good title satisfactory to the Secretary to that portion of the property upon which Federal funds will be expended or will give assurance to the Secretary that good title will be obtained. 5. Preserving Rights and Powers. a. It will not take or permit any action which would operate to deprive it of any of the rights and powers necessary to perform any or all of the terms, conditions, and assurances in the grant agreement without the written approval of the Secretary, and will act promptly to acquire, extinguish or modify any outstanding rights or claims of right of others which would interfere with such performance by the sponsor. This shall be done in a manner acceptable to the Secretary. b. It will not sell, lease, encumber, or otherwise transfer or dispose of any part of its title or other interests in the property shown on Exhibit A to this application or, for a noise compatibility program project, that portion of the property upon which Federal funds have been expended, for the duration of the terms, conditions, and assurances in the grant agreement without approval by the Secretary. If the transferee is found by the Secretary to be eligible under Title 49, United States Code, to assume the obligations of the grant agreement and to have the power, authority, and financial resources to carry out all such obligations, the sponsor shall insert in the contract or document transferring or disposing of the sponsor's interest, and make binding upon the transferee all of the terms, conditions, and assurances contained in this grant agreement. c. For all noise compatibility program projects which are to be carried out by another unit of local government or are on property owned by a unit of local government other than the sponsor, it will enter into an agreement with that government. Except as otherwise specified by the Secretary, that agreement shall obligate that government to the same terms, conditions, and assurances that would be applicable to it if it applied directly to the FAA for a grant to undertake the noise compatibility program project. That agreement and changes thereto must be satisfactory to the Secretary. It will take steps to enforce this agreement against the local government if there is substantial non-compliance with the terms of the agreement. d. For noise compatibility program projects to be carried out on privately owned property, it will enter into an agreement with the owner of that property which includes provisions specified by the Secretary. It will take steps to enforce this agreement against the property owner whenever there is substantial non-compliance with the terms of the agreement. e. If the sponsor is a private sponsor, it will take steps satisfactory to the Secretary to ensure that the airport will continue to function as a public-use airport in accordance with these assurances for the duration of these assurances. f. If an arrangement is made for management and operation of the airport by any agency or person other than the sponsor or an employee of the sponsor, the sponsor will reserve sufficient rights and authority to insure that the airport will be operated and maintained in accordance Title 49, United States Code, the regulations and the terms, conditions and assurances in the grant agreement and shall insure that such arrangement also requires compliance therewith. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 19 of 36 C-21

24 g. It will not permit or enter into any arrangement that results in permission for the owner or tenant of a property used as a residence, or zoned for residential use, to taxi an aircraft between that property and any location on airport. 6. Consistency with Local Plans. The project is reasonably consistent with plans (existing at the time of submission of this application) of public agencies that are authorized by the State in which the project is located to plan for the development of the area surrounding the airport. 7. Consideration of Local Interest. It has given fair consideration to the interest of communities in or near where the project may be located. 8. Consultation with Users. In making a decision to undertake any airport development project under Title 49, United States Code, it has undertaken reasonable consultations with affected parties using the airport at which project is proposed. 9. Public Hearings. In projects involving the location of an airport, an airport runway, or a major runway extension, it has afforded the opportunity for public hearings for the purpose of considering the economic, social, and environmental effects of the airport or runway location and its consistency with goals and objectives of such planning as has been carried out by the community and it shall, when requested by the Secretary, submit a copy of the transcript of such hearings to the Secretary. Further, for such projects, it has on its management board either voting representation from the communities where the project is located or has advised the communities that they have the right to petition the Secretary concerning a proposed project. 10. Air and Water Quality Standards. In projects involving airport location, a major runway extension, or runway location it will provide for the Governor of the state in which the project is located to certify in writing to the Secretary that the project will be located, designed, constructed, and operated so as to comply with applicable air and water quality standards. In any case where such standards have not been approved and where applicable air and water quality standards have been promulgated by the Administrator of the Environmental Protection Agency, certification shall be obtained from such Administrator. Notice of certification or refusal to certify shall be provided within sixty days after the project application has been received by the Secretary. 11. Pavement Preventive Maintenance. With respect to a project approved after January 1, 1995, for the replacement or reconstruction of pavement at the airport, it assures or certifies that it has implemented an effective airport pavement maintenance-management program and it assures that it will use such program for the useful life of any pavement constructed, reconstructed or repaired with Federal financial assistance at the airport. It will provide such reports on pavement condition and pavement management programs as the Secretary determines may be useful. 12. Terminal Development Prerequisites. For projects which include terminal development at a public use airport, as defined in Title 49, it has, on the date of submittal of the project grant application, all the safety equipment required for certification of such airport under section of Title 49, United States Code, and all the security equipment required by rule or regulation, and has provided for access to the passenger enplaning and deplaning area of such airport to passengers enplaning and deplaning from aircraft other than air carrier aircraft. 13. Accounting System, Audit, and Record Keeping Requirements. a. It shall keep all project accounts and records which fully disclose the amount and disposition by the recipient of the proceeds of the grant, the total cost of the project in connection with which the grant is given or used, and the amount or nature of that portion of the cost of the project supplied by other sources, and such other financial records Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 20 of 36 C-22

25 pertinent to the project. The accounts and records shall be kept in accordance with an accounting system that will facilitate an effective audit in accordance with the Single Audit Act of b. It shall make available to the Secretary and the Comptroller General of the United States, or any of their duly authorized representatives, for the purpose of audit and examination, any books, documents, papers, and records of the recipient that are pertinent to the grant. The Secretary may require that an appropriate audit be conducted by a recipient. In any case in which an independent audit is made of the accounts of a sponsor relating to the disposition of the proceeds of a grant or relating to the project in connection with which the grant was given or used, it shall file a certified copy of such audit with the Comptroller General of the United States not later than six (6) months following the close of the fiscal year for which the audit was made. 14. Minimum Wage Rates. It shall include, in all contracts in excess of $2,000 for work on any projects funded under the grant agreement which involve labor, provisions establishing minimum rates of wages, to be predetermined by the Secretary of Labor, in accordance with the Davis-Bacon Act, as amended (40 U.S.C. 276a-276a-5), which contractors shall pay to skilled and unskilled labor, and such minimum rates shall be stated in the invitation for bids and shall be included in proposals or bids for the work. 15. Veteran's Preference. It shall include in all contracts for work on any project funded under the grant agreement which involve labor, such provisions as are necessary to insure that, in the employment of labor (except in executive, administrative, and supervisory positions), preference shall be given to Veterans of the Vietnam era and disabled veteran as defined in Section of Title 49, United States Code. However, this preference shall apply only where the individuals are available and qualified to perform the work to which the employment relates. 16. Conformity to Plans and Specifications. It will execute the project subject to plans, specifications, and schedules approved by the Secretary. Such plans, specifications, and schedules shall be submitted to the Secretary prior to commencement of site preparation, construction, or other performance under this grant agreement, and, upon approval of the Secretary, shall be incorporated into this grant agreement. Any modification to the approved plans, specifications, and schedules shall also be subject to approval of the Secretary, and incorporated into the grant agreement. 17. Construction Inspection and Approval. It will provide and maintain competent technical supervision at the construction site throughout the project to assure that the work conforms to the plans, specifications, and schedules approved by the Secretary for the project. It shall subject the construction work on any project contained in an approved project application to inspection and approval by the Secretary and such work shall be in accordance with regulations and procedures prescribed by the Secretary. Such regulations and procedures shall require such cost and progress reporting by the sponsor or sponsors of such project as the Secretary shall deem necessary. 18. Planning Projects. In carrying out planning projects: a. It will execute the project in accordance with the approved program narrative contained in the project application or with the modifications similarly approved. b. It will furnish the Secretary with such periodic reports as required pertaining to the planning project and planning work activities. c. It will include in all published material prepared in connection with the planning project a notice that the material was prepared under a grant provided by the United States. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 21 of 36 C-23

26 d. It will make such material available for examination by the public, and agrees that no material prepared with funds under this project shall be subject to copyright in the United States or any other country. e. It will give the Secretary unrestricted authority to publish, disclose, distribute, and otherwise use any of the material prepared in connection with this grant. f. It will grant the Secretary the right to disapprove the sponsor's employment of specific consultants and their subcontractors to do all or any part of this project as well as the right to disapprove the proposed scope and cost of professional services. g. It will grant the Secretary the right to disapprove the use of the sponsor's employees to do all or any part of the project. h. It understands and agrees that the Secretary's approval of this project grant or the Secretary's approval of any planning material developed as part of this grant does not constitute or imply any assurance or commitment on the part of the Secretary to approve any pending or future application for a Federal airport grant. 19. Operation and Maintenance. a. The airport and all facilities which are necessary to serve the aeronautical users of the airport, other than facilities owned or controlled by the United States, shall be operated at all times in a safe and serviceable condition and in accordance with the minimum standards as may be required or prescribed by applicable Federal, state and local agencies for maintenance and operation. It will not cause or permit any activity or action thereon which would interfere with its use for airport purposes. It will suitably operate and maintain the airport and all facilities thereon or connected therewith, with due regard to climatic and flood conditions. Any proposal to temporarily close the airport for nonaeronautical purposes must first be approved by the Secretary. In furtherance of this assurance, the sponsor will have in effect arrangements for- (1) Operating the airport's aeronautical facilities whenever required; (2) Promptly marking and lighting hazards resulting from airport conditions, including temporary conditions; and (3) Promptly notifying airmen of any condition affecting aeronautical use of the airport. Nothing contained herein shall be construed to require that the airport be operated for aeronautical use during temporary periods when snow, flood or other climatic conditions interfere with such operation and maintenance. Further, nothing herein shall be construed as requiring the maintenance, repair, restoration, or replacement of any structure or facility which is substantially damaged or destroyed due to an act of God or other condition or circumstance beyond the control of the sponsor. b. It will suitably operate and maintain noise compatibility program items that it owns or controls upon which Federal funds have been expended. 20. Hazard Removal and Mitigation. It will take appropriate action to assure that such terminal airspace as is required to protect instrument and visual operations to the airport (including established minimum flight altitudes) will be adequately cleared and protected by removing, lowering, relocating, marking, or lighting or otherwise mitigating existing airport hazards and by preventing the establishment or creation of future airport hazards. 21. Compatible Land Use. It will take appropriate action, to the extent reasonable, including the adoption of zoning laws, to restrict the use of land adjacent to or in the immediate vicinity of the Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 22 of 36 C-24

27 airport to activities and purposes compatible with normal airport operations, including landing and takeoff of aircraft. In addition, if the project is for noise compatibility program implementation, it will not cause or permit any change in land use, within its jurisdiction, that will reduce its compatibility, with respect to the airport, of the noise compatibility program measures upon which Federal funds have been expended. 22. Economic Nondiscrimination. a. It will make the airport available as an airport for public use on reasonable terms and without unjust discrimination to all types, kinds and classes of aeronautical activities, including commercial aeronautical activities offering services to the public at the airport. b. In any agreement, contract, lease, or other arrangement under which a right or privilege at the airport is granted to any person, firm, or corporation to conduct or to engage in any aeronautical activity for furnishing services to the public at the airport, the sponsor will insert and enforce provisions requiring the contractor to: (1) furnish said services on a reasonable, and not unjustly discriminatory, basis to all users thereof, and (2) charge reasonable, and not unjustly discriminatory, prices for each unit or service, provided that the contractor may be allowed to make reasonable and nondiscriminatory discounts, rebates, or other similar types of price reductions to volume purchasers. c. Each fixed-based operator at the airport shall be subject to the same rates, fees, rentals, and other charges as are uniformly applicable to all other fixed-based operators making the same or similar uses of such airport and utilizing the same or similar facilities. d. Each air carrier using such airport shall have the right to service itself or to use any fixedbased operator that is authorized or permitted by the airport to serve any air carrier at such airport. e. Each air carrier using such airport (whether as a tenant, nontenant, or subtenant of another air carrier tenant) shall be subject to such nondiscriminatory and substantially comparable rules, regulations, conditions, rates, fees, rentals, and other charges with respect to facilities directly and substantially related to providing air transportation as are applicable to all such air carriers which make similar use of such airport and utilize similar facilities, subject to reasonable classifications such as tenants or nontenants and signatory carriers and nonsignatory carriers. Classification or status as tenant or signatory shall not be unreasonably withheld by any airport provided an air carrier assumes obligations substantially similar to those already imposed on air carriers in such classification or status. f. It will not exercise or grant any right or privilege which operates to prevent any person, firm, or corporation operating aircraft on the airport from performing any services on its own aircraft with its own employees [including, but not limited to maintenance, repair, and fueling] that it may choose to perform. g. In the event the sponsor itself exercises any of the rights and privileges referred to in this assurance, the services involved will be provided on the same conditions as would apply to the furnishing of such services by commercial aeronautical service providers authorized by the sponsor under these provisions. h. The sponsor may establish such reasonable, and not unjustly discriminatory, conditions to be met by all users of the airport as may be necessary for the safe and efficient operation of the airport. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 23 of 36 C-25

28 i. The sponsor may prohibit or limit any given type, kind or class of aeronautical use of the airport if such action is necessary for the safe operation of the airport or necessary to serve the civil aviation needs of the public. 23. Exclusive Rights. It will permit no exclusive right for the use of the airport by any person providing, or intending to provide, aeronautical services to the public. For purposes of this paragraph, the providing of the services at an airport by a single fixed-based operator shall not be construed as an exclusive right if both of the following apply: a. It would be unreasonably costly, burdensome, or impractical for more than one fixed-based operator to provide such services, and b. If allowing more than one fixed-based operator to provide such services would require the reduction of space leased pursuant to an existing agreement between such single fixedbased operator and such airport. It further agrees that it will not, either directly or indirectly, grant or permit any person, firm, or corporation, the exclusive right at the airport to conduct any aeronautical activities, including, but not limited to charter flights, pilot training, aircraft rental and sightseeing, aerial photography, crop dusting, aerial advertising and surveying, air carrier operations, aircraft sales and services, sale of aviation petroleum products whether or not conducted in conjunction with other aeronautical activity, repair and maintenance of aircraft, sale of aircraft parts, and any other activities which because of their direct relationship to the operation of aircraft can be regarded as an aeronautical activity, and that it will terminate any exclusive right to conduct an aeronautical activity now existing at such an airport before the grant of any assistance under Title 49, United States Code. 24. Fee and Rental Structure. It will maintain a fee and rental structure for the facilities and services at the airport which will make the airport as self-sustaining as possible under the circumstances existing at the particular airport, taking into account such factors as the volume of traffic and economy of collection. No part of the Federal share of an airport development, airport planning or noise compatibility project for which a grant is made under Title 49, United States Code, the Airport and Airway Improvement Act of 1982, the Federal Airport Act or the Airport and Airway Development Act of 1970 shall be included in the rate basis in establishing fees, rates, and charges for users of that airport. 25. Airport Revenues. a. All revenues generated by the airport and any local taxes on aviation fuel established after December 30, 1987, will be expended by it for the capital or operating costs of the airport; the local airport system; or other local facilities which are owned or operated by the owner or operator of the airport and which are directly and substantially related to the actual air transportation of passengers or property; or for noise mitigation purposes on or off the airport. Provided, however, that if covenants or assurances in debt obligations issued before September 3, 1982, by the owner or operator of the airport, or provisions enacted before September 3, 1982, in governing statutes controlling the owner or operator's financing, provide for the use of the revenues from any of the airport owner or operator's facilities, including the airport, to support not only the airport but also the airport owner or operator's general debt obligations or other facilities, then this limitation on the use of all revenues generated by the airport (and, in the case of a public airport, local taxes on aviation fuel) shall not apply. b. As part of the annual audit required under the Single Audit Act of 1984, the sponsor will direct that the audit will review, and the resulting audit report will provide an opinion concerning, the use of airport revenue and taxes in paragraph (a), and indicating whether funds paid or transferred to the owner or operator are paid or transferred in a manner Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 24 of 36 C-26

29 consistent with Title 49, United States Code and any other applicable provision of law, including any regulation promulgated by the Secretary or Administrator. c. Any civil penalties or other sanctions will be imposed for violation of this assurance in accordance with the provisions of Section of Title 49, United States Code. 26. Reports and Inspections. It will: a. submit to the Secretary such annual or special financial and operations reports as the Secretary may reasonably request and make such reports available to the public; make available to the public at reasonable times and places a report of the airport budget in a format prescribed by the Secretary; b. for airport development projects, make the airport and all airport records and documents affecting the airport, including deeds, leases, operation and use agreements, regulations and other instruments, available for inspection by any duly authorized agent of the Secretary upon reasonable request; c. for noise compatibility program projects, make records and documents relating to the project and continued compliance with the terms, conditions, and assurances of the grant agreement including deeds, leases, agreements, regulations, and other instruments, available for inspection by any duly authorized agent of the Secretary upon reasonable request; and d. in a format and time prescribed by the Secretary, provide to the Secretary and make available to the public following each of its fiscal years, an annual report listing in detail: (1) all amounts paid by the airport to any other unit of government and the purposes for which each such payment was made; and (2) all services and property provided by the airport to other units of government and the amount of compensation received for provision of each such service and property. 27. Use by Government Aircraft. It will make available all of the facilities of the airport developed with Federal financial assistance and all those usable for landing and takeoff of aircraft to the United States for use by Government aircraft in common with other aircraft at all times without charge, except, if the use by Government aircraft is substantial, charge may be made for a reasonable share, proportional to such use, for the cost of operating and maintaining the facilities used. Unless otherwise determined by the Secretary, or otherwise agreed to by the sponsor and the using agency, substantial use of an airport by Government aircraft will be considered to exist when operations of such aircraft are in excess of those which, in the opinion of the Secretary, would unduly interfere with use of the landing areas by other authorized aircraft, or during any calendar month that- a. Five (5) or more Government aircraft are regularly based at the airport or on land adjacent thereto; or b. The total number of movements (counting each landing as a movement) of Government aircraft is 300 or more, or the gross accumulative weight of Government aircraft using the airport (the total movement of Government aircraft multiplied by gross weights of such aircraft) is in excess of five million pounds. 28. Land for Federal Facilities. It will furnish without cost to the Federal Government for use in connection with any air traffic control or air navigation activities, or weather-reporting and communication activities related to air traffic control, any areas of land or water, or estate therein, or rights in buildings of the sponsor as the Secretary considers necessary or desirable for construction, operation, and maintenance at Federal expense of space or facilities for such Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 25 of 36 C-27

30 purposes. Such areas or any portion thereof will be made available as provided herein within four months after receipt of a written request from the Secretary. 29. Airport Layout Plan. a. It will keep up to date at all times an Airport Layout Plan of the airport showing (1) boundaries of the airport and all proposed additions thereto, together with the boundaries of all offsite areas owned or controlled by the sponsor for airport purposes and proposed additions thereto; (2) the location and nature of all existing and proposed airport facilities and structures (such as runways, taxiways, aprons, terminal buildings, hangars and roads), including all proposed extensions and reductions of existing airport facilities; and (3) the location of all existing and proposed non-aviation areas and of all existing improvements thereon. Such Airport Layout Plans and each amendment, revision, or modification thereof, shall be subject to the approval of the Secretary which approval shall be evidenced by the signature of a duly authorized representative of the Secretary on the face of the Airport Layout Plan. The sponsor will not make or permit any changes or alterations in the airport or any of its facilities which are not in conformity with the Airport Layout Plan as approved by the Secretary and which might, in the opinion of the Secretary, adversely affect the safety, utility or efficiency of the airport. b. If a change or alteration in the airport or the facilities is made which the Secretary determines adversely affects the safety, utility, or efficiency of any federally owned, leased, or funded property on or off the airport and which is not in conformity with the Airport Layout Plan as approved by the Secretary, the owner or operator will, if requested, by the Secretary (1) eliminate such adverse effect in a manner approved by the Secretary; or (2) bear all costs of relocating such property (or replacement thereof) to a site acceptable to the Secretary and all costs of restoring such property (or replacement thereof) to the level of safety, utility, efficiency, and cost of operation existing before the unapproved change in the airport or its facilities. 30. Civil Rights. It will comply with such rules as are promulgated to assure that no person shall, on the grounds of race, creed, color, national origin, sex, age, or handicap be excluded from participating in any activity conducted with or benefiting from funds received from this grant. This assurance obligates the sponsor for the period during which Federal financial assistance is extended to the program, except where Federal financial assistance is to provide, or is in the form of personal property or real property or interest therein or structures or improvements thereon in which case the assurance obligates the sponsor or any transferee for the longer of the following periods: (a) the period during which the property is used for a purpose for which Federal financial assistance is extended, or for another purpose involving the provision of similar services or benefits, or (b) the period during which the sponsor retains ownership or possession of the property. 31. Disposal of Land. a. For land purchased under a grant for airport noise compatibility purposes, it will dispose of the land, when the land is no longer needed for such purposes, at fair market value, at the earliest practicable time. That portion of the proceeds of such disposition which is proportionate to the United States' share of acquisition of such land will, at the discretion of the Secretary, 1) be paid to the Secretary for deposit in the Trust Fund, or 2) be reinvested in an approved noise compatibility project as prescribed by the Secretary, including the purchase of nonresidential buildings or property in the vicinity of residential buildings or property previously purchased by the airport as part of a noise compatibility program. b. For land purchased under a grant for airport development purposes (other than noise compatibility), it will, when the land is no longer needed for airport purposes, dispose of such land at fair market value or make available to the Secretary an amount equal to the United States' proportionate share of the fair market value of the land. That portion of the Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 26 of 36 C-28

31 proceeds of such disposition which is proportionate to the United States' share of the cost of acquisition of such land will, (a) upon application to the Secretary, be reinvested in another eligible airport improvement project or projects approved by the Secretary at that airport or within the national airport system, or (b) be paid to the Secretary for deposit in the Trust Fund if no eligible project exists. c. Land shall be considered to be needed for airport purposes under this assurance if (a) it may be needed for aeronautical purposes (including runway protection zones) or serve as noise buffer land, and (b) the revenue from interim uses of such land contributes to the financial self-sufficiency of the airport. Further, land purchased with a grant received by an airport operator or owner before December 31, 1987, will be considered to be needed for airport purposes if the Secretary or Federal agency making such grant before December 31, 1987, was notified by the operator or owner of the uses of such land, did not object to such use, and the land continues to be used for that purpose, such use having commenced no later than December 15, d. Disposition of such land under (a), (b) or (c) will be subject to the retention or reservation of any interest or right therein necessary to ensure that such land will only be used for purposes which are compatible with noise levels and safety associated with operation of the airport. 32. Engineering and Design Services. It will award each contract, or sub-contract for program management, construction management, planning studies, feasibility studies, architectural services, preliminary engineering, design, engineering, surveying, mapping or related services with respect to the project in the same manner as a contract for architectural and engineering services is negotiated under Title IX of the Federal Property and Administrative Services Act of 1949 or an equivalent qualifications-based requirement prescribed for or by the sponsor of the airport. 33. Foreign Market Restrictions. It will not allow funds provided under this grant to be used to fund any project which uses any product or service of a foreign country during the period in which such foreign country is listed by the United States Trade Representative as denying fair and equitable market opportunities for products and suppliers of the United States in procurement and construction. 34. Policies, Standards, and Specifications. It will carry out the project in accordance with policies, standards, and specifications approved by the Secretary including but not limited to the most current version, at the time the grant is signed, of the advisory circulars listed under the following table titled Current FAA Advisory Circulars for AIP Projects, and in accordance with applicable state policies, standards, and specifications approved by the Secretary. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 27 of 36 C-29

32 CURRENT FAA ADVISORY CIRCULARS REQUIRED FOR USE IN AIP FUNDED AND PFC APPROVED PROJECTS Dated: 6/2/2010 View the most current versions of these ACs and any associated changes at: NUMBER 70/7460-1K 150/ A 150/ /5070-6B Change 1 TITLE Obstruction Marking and Lighting Announcement of Availability RTCA Inc., Document RTCA-221, Guidance and Recommended Requirements for Airports Surface Movement Sensors Noise Control and Compatibility Planning for Airports Airport Master Plans 150/ The Airport System Planning Process 150/ D 150/ C 150/ B 150/5210-5D 150/5210-7D 150/ B 150/ B 150/ A 150/ A 150/ A 150/5220-4B 150/ B 150/ C 150/ A And Change 1 Notices to Airmen (NOTAMS) for Airport Operators Airport Winter Safety and Operations Hazardous Wildlife Attractants On or Near Airports Painting, Marking and lighting of Vehicles Used on an Airport Aircraft Fire and Rescue Communications Water Rescue Plans, Facilities, and Equipment Airport Fire and Rescue Personnel Protective Clothing Airport Rescue & Firefighting Station Building Design Systems for Interactive Training of Airport Personnel Driver s Enhanced Vision System (DEVS) Water Supply Systems for Aircraft Fire and Rescue Protection Runway Surface Condition Sensor Specification Guide Automated Weather Observing Systems for Non-Federal Applications Design Standards for Aircraft Rescue Firefighting Training Facility Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 28 of 36 C-30

33 NUMBER 150/ A 150/ and Change 1 150/ B 150/ A TITLE Buildings for Storage and Maintenance of Airport Snow and Ice Control Equipment and Materials Airport Snow and Ice Control Equipment Guide Specification for Lifts Used to Board Airline Passengers With Mobility Impairments Engineered Materials Arresting System (EMAS) for Aircraft Overruns 150/ Frangible Connections 150/ Foreign Object Detection Equipment 150/ and Changes / B 150/ A 150/ B 150/ B 150/5320-5C and Changes 1 150/5320-6E Airport Design Design of Aircraft Deicing Facilities General Guidance and Specifications for Aeronautical Surveys: Establishment of Geodetic Control and Submission to the National Geodetic Survey General Guidance and Specifications for Aeronautical Survey Airport Imagery Acquisition General Guidance and Specifications for Submission of Aeronautical Surveys to NGS: Field Data Collection and Geographic Information System (GIS) Standards Surface Drainage Design Airport Pavement Design and Evaluation 150/ C and Changes 1 through 8 Measurement, Construction, and Maintenance of Skid Resistant Airport Pavement Surfaces 150/ Airport Landscaping for Noise Control Purposes 150/ A 150/5325-4B 150/5335-5A 150/5340-1J and Changes 2 150/5340-5C 150/ E Management of Airport Industrial Waste Runway Length Requirements for Airport Design Standardized Method of Reporting Pavement Strength PCN Standards for Airport Markings (Change 1&2) Segmented Circle Airport Marker System Standards for Airport Sign Systems Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 29 of 36 C-31

34 NUMBER 150/ D 150/5345-3F 150/5345-5B TITLE Design and Installation Details for Airport Visual Aids Specification for L821 Panels for Control of Airport Lighting Circuit Selector Switch E Specification for L824 Underground Electrical Cable for Airport Lighting Circuits 150/ F 150/ E 150/ B 150/ D 150/ D 150/ F 150/ C 150/ F 150/ F 150/ H 150/ C 150/ D 150/ B 150/ C 150/ B 150/ A 150/ A 150/ C Specification for Constant Current Regulators Regulator Monitors Specification for Airport and Heliport Beacon Specification for L841 Auxiliary Relay Cabinet Assembly for Pilot Control of Airport Lighting Circuits Specification for L823 Plug and Receptacle, Cable Connectors Specification for Wind Cone Assemblies Precision Approach Path Indicator (PAPI) Systems FAA Specification L853, Runway and Taxiway Retroreflective Markers Specification for Airport Light Bases, Transformer Housings, Junction Boxes and Accessories Specification for Obstruction Lighting Equipment Specification for Taxiway and Runway Signs Low-Impact Resistant (LIR) Structures Specification for Runway and Taxiway Light Fixtures Specifications for Series to Series Isolation Transformers for Airport Lighting System Specification L854, Radio Control Equipment Specification for Portable Runway and Taxiway Lights Specification for Discharge-Type Flasher Equipment Generic Visual Glideslope Indicators (GVGI) Airport Lighting Equipment Certification Program Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 30 of 36 C-32

35 NUMBER 150/ B TITLE Specification for L-1884, Power and Control Unit for Land and Hold Short 150/ A 150/ A Specification for L893, Lighted Visual Aid to Indicate Temporary Runway Closure Specification for L-890 Airport Lighting Control and Monitoring System (ALCMS) 150/ Planning and Design of Airport Terminal Facilities at NonHub Locations 150/ E 150/ and Change 1 150/5370-2E 150/ E 150/ A 150/5380-6B 150/5390-2B Airport Signing and Graphics Planning and Design Guidance for Airport Terminal Facilities Operational Safety on Airports During Construction Standards for Specifying Construction of Airports Use of Nondestructive Testing Devices in the Evaluation of Airport Pavement Guidelines and Procedures for Maintenance of Airport Pavements Heliport Design 150/ Vertiport Design 150/ Seaplane Bases Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 31 of 36 C-33

36 THE FOLLOWING ADDITIONAL APPLY TO AIP PROJECTS ONLY DATED: 6/2/2010 NUMBER 150/ D 150/ A TITLE Architectural, Engineering, and Planning Consultant Services for Airport Grant Projects Civil Rights Requirements for the Airport Improvement Program 150/ and Changes 1 through 6 Land Acquisition and Relocation Assistance for Airport Improvement Program Assisted Projects 150/ Introduction to Safety Management Systems (SMS) for Airport Operators 150/ A Use of Value Engineering for Engineering Design of Airports Grant Projects 150/ Airfield Pavement Surface Evaluation and Rating (PASER) Manuals 150/5370-6D Change / A 150/ A 150/5380-7A 150/5380-8A Construction Progress and Inspection Report Airport Grant Program Quality Control of Construction for Airport Grant Projects Offpeak Construction of Airport Pavements Using Hot-Mix Asphalt Airport Pavement Management Program Handbook for Identification of Alkali-Silica Reactivity in Airfield Pavements THE FOLLOWING ADDITIONAL APPLY TO PFC PROJECTS ONLY DATED: 6/2/2010 NUMBER 150/ TITLE Announcement of Availability Passenger Facility Charge (PFC) Application (FAA Form ) Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 32 of 36 C-34

37 35. Relocation and Real Property Acquisition. (1) It will be guided in acquiring real property, to the greatest extent practicable under State law, by the land acquisition policies in Subpart B of 49 CFR Part 24 and will pay or reimburse property owners for necessary expenses as specified in Subpart B. (2) It will provide a relocation assistance program offering the services described in Subpart C and fair and reasonable relocation payments and assistance to displaced persons as required in Subpart D and E of 49 CFR Part 24. (3) It will make available within a reasonable period of time prior to displacement, comparable replacement dwellings to displaced persons in accordance with Subpart E of 49 CFR Part Access By Intercity Buses. The airport owner or operator will permit, to the maximum extent practicable, intercity buses or other modes of transportation to have access to the airport; however, it has no obligation to fund special facilities for intercity buses or for other modes of transportation. 37. Disadvantaged Business Enterprises. The recipient shall not discriminate on the basis of race, color, national origin or sex in the award and performance of any DOT-assisted contract or in the administration of its DBE program or the requirements of 49 CFR Part 26. The Recipient shall take all necessary and reasonable steps under 49 CFR Part 26 to ensure non discrimination in the award and administration of DOT-assisted contracts. The recipient s DBE program, as required by 49 CFR Part 26, and as approved by DOT, is incorporated by reference in this agreement. Implementation of this program is a legal obligation and failure to carry out its terms shall be treated as a violation of this agreement. Upon notification to the recipient of its failure to carry out its approved program, the Department may impose sanctions as provided for under Part 26 and may, in appropriate cases, refer the matter for enforcement under 18 U.S.C and/or the Program Fraud Civil Remedies Act of 1986 (31 U.S.C. 3801). 38. Hangar Construction. If the airport owner or operator and a person who owns an aircraft agree that a hangar is to be constructed at the airport for the aircraft at the aircraft s owner s expense, the airport owner or operator will grant to the aircraft owner for the hangar a long term lease that is subject to such terms and conditions on the hangar as the airport owner or operator may impose. 39. Competitive Access. a. If the airport owner or operator of a medium or large hub airport (as defined in section of title 49, U.S.C.) has been unable to accommodate one or more requests by an air carrier for access to gates or other facilities at that airport in order to allow the air carrier to provide service to the airport or to expand service at the airport, the airport owner or operator shall transmit a report to the Secretary that: (1) Describes the requests; (2) Provides an explanation as to why the requests could not be accommodated; and (3) Provides a time frame within, if any, the airport will be able to accommodate requests. b. Such report shall be due on either February 1 or August 1 of each year if the airport has been unable to accommodate the request(s) in the six month period prior to the applicable due date. IV. Standard DOT Title VI Assurances The sponsor hereby agrees that as a condition to receiving Federal financial assistance from the Department of Transportation (DOT), it will comply with Title VI of the Civil Rights Act of 1964 (42 U.S.C. 2000d et seq.) and all requirements imposed by 49 CFR Part 21, - Nondiscrimination in Federally Assisted Programs of the Department of Transportation -- Effectuation of Title VI of the Civil Rights Act of 1964 Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 33 of 36 C-35

38 (hereinafter referred to as the Regulations ) to the end that no person in the United States shall, on the ground of race, color, or national origin, be excluded from participation in, be denied the benefits of, or be otherwise subjected to discrimination under any program or activity for which the applicant receives Federal financial assistance and will immediately take any measures necessary to effectuate this agreement. Without limiting the above general assurance, the sponsor agrees concerning this grant that: A. Each program and facility (as defined in Sections 21.23(e) and (b)) will be conducted or operated in compliance with all requirements of the Regulations. B. It will insert the following clauses in every contract subject to the Act and the Regulations: During the performance of this contract, the contractor, for itself, its assignees and successors in interest (hereinafter referred to as the contractor ) agrees as follows: 1. Compliance with Regulations. The contractor shall comply with the Regulations relative to nondiscrimination in federally assisted programs of the Department of Transportation (hereinafter, DOT ) Title 49, Code of Federal Regulations, Part 21, as they may be amended from time to time (hereinafter referred to as the Regulations), which are herein incorporated by reference and made a part of this contract. 2. Nondiscrimination. The contractor, with regard to the work performed by it during the contract, shall not discriminate on the grounds of race, color, or national origin in the selection and retention of subcontractors, including procurements of materials and leases of equipment. The contractor shall not participate either directly or indirectly in the discrimination prohibited by section 21.5 of the Regulations, including employment practices when the contract covers a program set forth in Appendix B of the Regulations. 3. Solicitations for Subcontracts, Including Procurements of Materials and Equipment. In all solicitations either by competitive bidding or negotiation made by the contractor for work to be performed under a subcontract, including procurements of materials or leases of equipment, each potential subcontractor or supplier shall be notified by the contractor of the contractor s obligations under this contract and the Regulations relative to nondiscrimination on the grounds of race, color, or national origin. 4. Information and Reports. The contractor shall provide all information and reports required by the Regulations or directives issued pursuant thereto and shall permit access to its books, records, accounts, other sources of information, and its facilities as may be determined by the sponsor or the Federal Aviation Administration (FAA) to be pertinent to ascertain compliance with such Regulations, orders, and instructions. Where any information required of a contractor is in the exclusive possession of another who fails or refuses to furnish this information, the contractor shall so certify to the sponsor or the FAA, as appropriate, and shall set forth what efforts it has made to obtain the information. 5. Sanctions or Noncompliance. In the event of the contractor s noncompliance with the nondiscrimination provisions of this contract, the sponsor shall impose such contract sanctions as it or the FAA may determine to be appropriate, including, but not limited to: a. Withholding of payments to the contractor under the contract until the contractor complies, and/or b. Cancellation, termination, or suspension of the contract, in whole or in part. 6. Incorporation of Provisions. The contractor shall include the provisions of paragraphs 1 through 5 in every subcontract, including procurements of materials and leases of equipment, unless exempt by the Regulations or directives issued pursuant thereto. The contractor shall take such action with respect to any subcontract or procurement as the sponsor. Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 34 of 36 C-36

39 C. Where Federal financial assistance is received to construct a facility, or part of a facility, the assurance shall extend to the entire facility and facilities operated in connection therewith. D. Where Federal financial assistance is in the form or for the acquisition of real property or an interest in real property, the assurance shall extend to rights to space on, over, or under such property. E. It will include the following clauses, as appropriate: 1. The (grantee, licensee, lessee, permitee, etc., as appropriate) for himself, his heirs, personal representatives, successors in interest, and assigns, as a part of the consideration hereof, does hereby covenant and agree (in the case of deeds and leases add as a covenant running with the land ) that in the event facilities are constructed, maintained, or otherwise operated on the said property described in this (deed, license, lease, permit, etc.) for a purpose for which a DOT program or activity is extended or for another purpose involving the provision of similar services or benefits, the (grantee, licensee, leasee, permitee, etc.) shall maintain and operate such facilities and services in compliance with all other requirements imposed pursuant to 49 CFR Part 21, Nondiscrimination in Federally Assisted Programs of the Department of Transportation, and as said Regulations may be amended. 2. The (grantee, licensee, lessee, permitee, etc., as appropriate) for himself, his personal representatives, successors in interest, and assigns, as a part of the consideration hereof, does hereby covenant and agree (in the case of deeds and leases add as a covenant running with the land ) that: (1) no person on the grounds of race, color, or national origin shall be excluded from participation in, denied the benefits of, or be otherwise subjected to discrimination in the use of said facilities, (2) that in the construction of any improvements on, over, or under such land and the furnishing of services thereon, no person on the grounds of race, color, or national origin shall be excluded from participation in, denied the benefits of, or otherwise be subjected to discrimination, (3) that the (grantee, licensee, lessee, permittee, etc.) shall use the premises in compliance with all other requirements imposed by or pursuant to 49 CFR Part 21, Nondiscrimination in Federally Assisted Programs of the Department of Transportation, and as said Regulations may be amended, of the FAA may direct as a means of enforcing such provisions including sanctions or noncompliance. Provided, however, that in the event a contract becomes involved in, or is threatened with, litigation with a subcontractor or supplier as a result of such direction, the contractor may request the sponsor to enter into such litigation to protect the interests of the sponsor and, in addition, the contractor may request the United States to enter into such litigation to protect the interests of the United States. as a covenant running with the land, in any future deeds, leases, permits, licenses, and similar agreements entered into by the sponsor with other parties: 1. for the subsequent transfer of real property acquired or improved with Federal financial assistance under this Project; and 2. for the construction or use of or access to space on, over, or under real property acquired or improved with Federal financial assistance under this Project. F. This assurance obligates the sponsor for the period during which Federal financial assistance is extended to the program, except where the Federal financial assistance is to provide, or is in the form of personal property or real property or interest therein or structures or improvements thereon, in which case the assurance obligates the sponsor or any transferee for the longer of the following periods. 1. the period during which the property is used for a purpose for which Federal financial assistance is extended, or for another purpose involving the provision of similar services or benefits, or Terms and Conditions of Accepting Airport Improvement Program Grants (May 3, 2011) Page 35 of 36 C-37

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41 U.S. Department of Transportation Federal Aviation Administration Advisory Circular Consolidated AC includes Change 1 Subject: Change 1 to AIRPORT MASTER PLANS Date: May 1, 2007 Initiated by: APP-400 AC No: 150/5070-6B Change: 1 1. PURPOSE. This Change adds a new drawing, the Runway Departure Surfaces Drawing, into the Airport Layout Plan drawing set. The requirement to add this drawing is based on the new 40:1 and 62.5:1 departure surfaces added to Appendix 2 under Change 9 of FAA Advisory Circular 150/ , Airport Design. It also incorporates a reference to FAA Advisory Circulars 150/ , 17, and 18, which is recently published guidance on conducting aeronautical surveys. 2. CHANGE TEXT. Changed text is indicated by vertical bars in the margins. PAGE CONTROL CHART Remove Pages Dated Insert Pages Dated iv 7/29/05 iv 5/1/ /29/ /1/ /29/ /1/ /29/ /1/07 Benito DeLeon, Director Office of Airport Planning and Programming C-39

42 U.S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: AIRPORT MASTER PLANS Date: July 29, 2005 Initiated by: APP-400 AC No: 150/5070-6B Change: 1. PURPOSE. This Advisory Circular (AC) provides guidance for the preparation of master plans for airports that range in size and function from small general aviation to large commercial service facilities. The intent of this AC is to foster a flexible approach to master planning that directs attention and resources to critical issues. The scope of each master plan must be tailored to the individual airport under evaluation. 2. CANCELLATION. This publication cancels Advisory Circular 150/5070-6A, Airport Master Plans, dated June Chapter 10 and Appendix F of this document cancel Chapter 1, Section 5, Airport Layout Plan; Appendix 6, Section 2, Typical Airport Layout Plan; and Appendix 7, Airport Layout Plan Components and Preparation, of Advisory Circular 150/ , Airport Design, dated September Dennis E. Roberts, Director Office of Airport Planning and Programming C-40

43 7/29/05 AC 150/5070-6B Table of Contents PART I: THE PROCESS OF PREPARING MASTER PLAN STUDIES...1 CHAPTER 1 INTRODUCTION Purpose and Application Intended Users Need for New Guidance Function of Master Plan Studies Organization and Use of the Advisory Circular... 2 CHAPTER 2 CONTENT OF MASTER PLANNING STUDIES Tailoring Studies to the Needs of Individual Airports Types of Master Planning Studies Level of Study Detail Products of the Master Planning Process Master Plan Reviews by the FAA... 8 CHAPTER 3 PRE-PLANNING Initial Needs Determination Request for Qualifications and Consultant Selection Development of Study Design Negotiating Consultant Contracts Application for Federal Funding PART II: ELEMENTS OF MASTER PLAN STUDIES...15 CHAPTER 4 PUBLIC INVOLVEMENT PROGRAM Timing Tools and Techniques Identify the Stakeholders Identify Key Issues Documentation Guidelines CHAPTER 5 ENVIRONMENTAL CONSIDERATIONS General Environmental Considerations in Master Planning Alternatives Analysis Further Guidance on Consideration of Environmental Factors in Airport Master Planning Documentation Guidelines C-41 i

44 7/29/05 AC 150/5070-6B CHAPTER 10 AIRPORT LAYOUT PLANS General Airport Layout Plan Drawing Set Computer-Aided Design Standards Geographic Information Systems Applications Base Mapping and Data Sources Checklists Approvals Documentation Guidelines CHAPTER 11 FACILITIES IMPLEMENTATION PLAN General Formulation of the Capital Improvement Plan Project Sequencing and the Comprehensive Master Schedule Key Activities and Responsibilities Documentation Guidelines CHAPTER 12 FINANCIAL FEASIBILITY ANALYSIS General Sources of Funding Financial Feasibility Revenue Enhancement Benefit Cost Analysis Documentation Guidelines APPENDIX A GLOSSARY...97 APPENDIX B USEFUL REFERENCE MATERIALS FAA Advisory Circulars FAA Orders Federal Aviation Regulations Transportation Security Regulations Security-Related Publications FAA Reports General Airport Publications APPENDIX C LIST OF POTENTIAL STAKEHOLDERS APPENDIX D CONSIDERATION OF ENVIRONMENTAL FACTORS IN AIRPORT MASTER PLANNING Introduction Practice and Process Tools NEPA Documents of Other Federal Agencies Attachment D-1 Environmental Overview for Master Plan Purposes C-42 iii

45 7/29/05 AC 150/5070-6B Chapter 2 Content of Master Planning Studies 201. TAILORING STUDIES TO THE NEEDS OF INDIVIDUAL AIRPORTS The guidance in this AC covers planning requirements for all airports, regardless of size, complexity, or role. However, each master plan study must focus on the specific needs of the airport for which a plan is being prepared and the scope of a study must be tailored to the individual airport. Therefore, in a given study certain master planning elements may be emphasized while others may not be considered at all. Although the FAA does not require airports to prepare master plans, it strongly recommends that they do so. The intent of this AC is to foster a flexible approach in the preparation of airport master plans, enabling planners to focus their resources and effort on critical issues. As a scope of work is developed, the planners and airport sponsors must make decisions regarding two key questions: (1) what type of study should be conducted, and (2) what level of detail should be assigned to the individual elements of the study? 202. TYPES OF MASTER PLANNING STUDIES a. The master planning process will vary with the size, complexity, and role of the study airport and may include a variety of supporting studies. However, all master planning studies will fall within one of two basic types: Airport Master Plans or Airport Layout Plan (ALP) Updates. b. Airport Master Plans An airport master plan is a comprehensive study of the airport and typically describes short-, medium-, and long-term plans for airport development. Master planning studies, that address major revisions are commonly referred to as Master Plans, while those that change only parts of the existing document and require a relatively low level of effort tend to be known as Master Plan Updates. In common usage, however, the distinction refers to the relative levels of effort and detail of master planning studies. In most cases, the master plan will include the following elements: 1) Pre-planning The pre-planning process includes an Initial Needs Determination, Request for Proposal and Consultant Selection, Development of Study Design, Negotiation of Consultant Contract, and Application for Study Funding. 2) Public Involvement Once the consultant team is under contract and has been issued a notice-to-proceed, establish a public involvement program and identify and document the key issues of various stakeholders. 3) Environmental Considerations A clear understanding of the environmental requirements needed to move forward with each project in the recommended development program. 4) Existing Conditions An inventory of pertinent data for use in subsequent plan elements. C-43 5

46 AC 150/5070-6B 7/29/05 5) Aviation Forecasts Forecasts of aeronautical demand for short-, medium-, and long-term time frames. 6) Facility Requirements Assess the ability of the existing airport, both airside and landside, to support the forecast demand. Identify the demand levels that will trigger the need for facility additions or improvements and estimate the extent of new facilities that may be required to meet that demand. 7) Alternatives Development and Evaluation Identify options to meet projected facility requirements and alternative configurations for each major component. Assess the expected performance of each alternative against a wide range of evaluation criteria, including its operational, environmental, and financial impacts. A recommended development alternative will emerge from this process and will be further refined in subsequent tasks. This element should aid in developing the purpose and need for subsequent environmental documents. 8) Airport Layout Plans One of the key products of a master plan is a set of drawings that provides a graphic representation of the long-term development plan for an airport. The primary drawing in this set is the Airport Layout Plan. Other drawings may also be included, depending on the size and complexity of the individual airport. 9) Facilities Implementation Plan Provides a summary description of the recommended improvements and associated costs. The schedule of improvements depends, in large part, on the levels of demand that trigger the need for expansion of existing facilities. 10) Financial Feasibility Analysis Identify the financial plan for the airport, describe how the sponsor will finance the projects recommended in the master plan, and demonstrate the financial feasibility of the program. c. Airport Layout Plan Updates An update of the airport layout plan (ALP) drawing set should be an element of any master plan study. In fact, keeping the ALP current is a legal requirement for airports that receive Federal assistance. An update of the ALP drawing set will reflect actual or planned modifications to the airport and significant offairport development. An accompanying ALP Narrative Report should explain and document those changes and contain at least the following elements: 1) Basic aeronautical forecasts. 2) Basis for the proposed items of development. 3) Rationale for unusual design features and/or modifications to FAA Airport Design Standards. 4) Summary of the various stages of airport development and layout sketches of the major items of development in each stage. 6 C-44

47 7/29/05 AC 150/5070-6B An ALP drawing set update is an appropriate alternative to a full master plan whenever the fundamental assumptions of the previous master plan have not changed. If there have not been any major changes in airport activity or improvements that have had unanticipated consequences, a master plan update is not necessary. Another situation where only an ALP update would be appropriate is the examination of a single development item, such as runway safety area improvements. As indicated above, an ALP update will typically involve fewer elements than a full master plan study, including only the aviation demand forecasts, an assessment of facility requirements, a facility implementation and financing plan, and an airport layout plan drawing set. If additional steps are required to complete the ALP update, a full master plan study is probably a better choice LEVEL OF STUDY DETAIL Although almost every master plan includes the full list of elements discussed above, the complexity of the individual elements will vary, depending on an airport s size, function, and particular issues and problems. Each element should be analyzed only to the extent required to produce a meaningful product for that particular airport. The planning process should consider the facility planning needed to enable a seamless transition to subsequent projects. The scoping process used by the airport sponsor, the sponsor s consultant, and the FAA to develop a work program for the planning study should determine the appropriate level of detail for each study element. The availability of planning information from Federal, state and local organizations may eliminate the need for developing similar information in a study effort. Chapter 3 contains additional information on the scoping process, while Part II provides greater detail on the various elements of an airport master plan PRODUCTS OF THE MASTER PLANNING PROCESS a. The products of the master planning process will vary with the complexity of the effort. Master plans can include the following deliverables: 1) A Technical Report contains the results of the analyses conducted during the development of the master plan. For complex studies, interim reports may be produced to facilitate coordination with various government agencies, tenants, users, the general public, and other interested parties. At the conclusion of the study, the interim reports are assembled into the final technical report. 2) A Summary Report is useful in bringing together pertinent facts, conclusions and recommendations for public review. Such a report is an excellent place to highlight the economic benefits that flow from the airport to the communities it serves. 3) An Airport Layout Plan Drawing Set contains a graphical representation of the proposed development in the master plan and is typically produced as a separate set of full-sized drawings. In addition, the ALP drawing set is typically included in the Technical Report in reduced form. 4) A Web Page Many airport sponsors maintain a public access web page with general information about the governmental unit involved and specific information regarding C-45 7

48 AC 150/5070-6B 7/29/05 the airport or airports operated by the sponsor. The Internet provides an excellent forum for the distribution of information on the progress of the study and its final findings and recommendations. 5) Public Information Kit Throughout the master plan study, airport sponsor representatives may be asked to speak to community associations, civic clubs, and other organizations with an active interest in the airport. Visual aids such as models, summary brochures, or computer presentations are excellent tools to use at these events to maintain support for the airport development program. b. The master plan technical report, summary report, and airport layout plan may be produced as paper versions and/or in an electronic format, as determined by the airport sponsor and FAA. The electronic format will ease distribution of the final reports after the initial printing is exhausted. c. It is again emphasized here that the level of complexity of each of these products should be determined during the development of the study design. The airport sponsor and the FAA have the flexibility to assess the level of detail that is appropriate for the individual airport and may identify other deliverables that should be produced to support the study effort MASTER PLAN REVIEWS BY THE FAA a. The recommendations contained in an airport master plan represent the views, policies and development plans of the airport sponsor and do not necessarily represent the views of the FAA. Acceptance of the master plan by the FAA does not constitute a commitment on the part of the United States to participate in any development depicted in the plan, nor does it indicate that the proposed development is environmentally acceptable in accordance with appropriate public law. The FAA reviews all elements of the master plan to ensure that sound planning techniques have been applied. However, the FAA only approves the following elements of airport master plans: 1) Forecasts of Demand The master plan forecast should be reviewed to ensure that the underlying assumptions and forecast methodologies are appropriate. Paragraph 704.h of this guidance should be used to determine consistency of the master plan forecast levels and the Terminal Area Forecast (TAF). Inconsistencies between the master plan forecast and TAF must be resolved, and the forecast approved, before proceeding with subsequent planning work. 2) Airport Layout Plan All airport development at Federally-obligated airports must be done in accordance with an FAA-approved ALP. Furthermore, proposed development must be shown on an approved ALP to be eligible for Airport Improvement Program (AIP) funding. FAA approval of the ALP indicates that the existing facilities and proposed development depicted on the ALP conforms to the FAA airport design standards in effect at the time of the approval or that an approved modification to standard has been issued. Such approval also indicates that the FAA finds the proposed development to be safe and efficient. 8 C-46

49 7/29/05 AC 150/5070-6B Chapter 10 Airport Layout Plans GENERAL a. This chapter provides guidance in the preparation of the drawings that make up the Airport Layout Plan (ALP) drawing set. The ALP depicts existing airport facilities and proposed developments as determined from the planners review of the aviation activity forecasts, facility requirements, and alternatives analysis. The process outlined in this chapter also applies to ALPs that are prepared without a master plan. b. FAA Order , Airport Improvement Program Handbook, provides supplemental guidance for the preparation of an ALP. United States Code (USC) 47107(a) requires, in part, a current ALP approved by both the sponsor and FAA prior to the approval of an airport development project. USC 47107(a)(16) requires that the airport sponsor maintain an ALP that ensures the safety, utility and efficiency of the airport. Grant assurance number 29 requires that the sponsor keep the ALP up to date at all times. As stated in Order , an ALP remains current for a five-year period, or longer, unless major changes at the airport are made or planned. c. The minimum elements of the ALP drawing set are defined in Appendix F, Airport Layout Plan, of this AC. This chapter complements the ALP drawing set requirements in Appendix F. d. The ALP preparer must work closely with the airport sponsor, the responsible FAA office, and if appropriate, the applicable state agency, to define the requirements, standards, and criteria to be employed. To ensure that the ALP is comprehensive, all parties must agree to its content and standards. e. The ALP graphically depicts current and future airport facilities. The remaining drawings included in the ALP drawing set are considered appended to the ALP and are a part of it. f. The five primary functions of the ALP that define its purpose are: 1) An approved plan is necessary for the airport to receive financial assistance under the terms of the Airport and Airway Improvement Act of 1982 (AIP), as amended, and to be able to receive specific Passenger Facility Charge funding. An airport must keep its ALP current and follow that plan, since those are grant assurance requirements of the AIP and previous airport development programs, including the 1970 Airport Development Aid Program (ADAP) and Federal Aid Airports Program (FAAP) of 1946, as amended. While ALPs are not required for airports other than those developed with assistance under the aforementioned Federal programs, the same guidance can be applied to all airports. 2) An ALP creates a blueprint for airport development by depicting proposed facility improvements. The ALP provides a guideline by which the airport sponsor can C-47 75

50 AC 150/5070-6B 7/29/05 ensure that development maintains airport design standards and safety requirements, and is consistent with airport and community land use plans. 3) The ALP is a public document that serves as a record of aeronautical requirements, both present and future, and as a reference for community deliberations on land use proposals and budget resource planning. 4) The approved ALP enables the airport sponsor and the FAA to plan for facility improvements at the airport. It also allows the FAA to anticipate budgetary and procedural needs. The approved ALP will also allow the FAA to protect the airspace required for facility or approach procedure improvements. 5) The ALP can be a working tool for the airport sponsor, including its development and maintenance staff. g. The ALP drawing set is a set of planning drawings and is not intended to provide design engineering accuracy. Individual items such as runway coordinates, obstruction survey data, and application of airport design standards must comply with Federal survey standards. The ALP preparer will need to define accuracy requirements for specific elements of the ALP in cooperation with the airport sponsor and approving agencies. h. Airport Layout Plans are prepared either as first time ALPs, formal revisions based on changes to the airport, or informal revisions based on minor improvements to the airport. Informal revisions, often referred to as pen-and-ink revisions, can be made to individual sheets of the ALP drawing set, although the responsibility for review and approval must still be coordinated with the FAA. These and other requirements are discussed in FAA Order , Airport Improvement Program Handbook AIRPORT LAYOUT PLAN DRAWING SET a. The individual sheets that comprise the Airport Layout Plan drawing set will vary with each planning effort. The ALP preparer, airport sponsor, FAA and any other approving agency must determine which sheets are necessary during the project scoping activities. b. The required content of individual sheets is defined in Appendix F, Airport Layout Plan. Many state aviation agencies also have specific ALP requirements. Drawings that might be included in the Airport Layout Plan drawing set are described below and those that are required as minimum ALP drawings are identified as such: 1) Cover Sheet A separate cover sheet, with approval signature blocks, airport location maps, and other pertinent information as required by the local FAA Airports office. 2) Airport Layout Plan (Required) A drawing depicting the existing and future airport facilities. The drawing should include required facility identifications, description labels, imaginary surfaces, Runway Protection Zones, Runway Safety Areas and basic airport and runway data tables. It may be necessary to include the data tables on a separate sheet. Figure 10-1 is an example of an ALP drawing. 76 C-48

51 U.S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: GROUND VEHICLE OPERATIONS ON AIRPORTS Date: March 31, 2008 Initiated by: AAS-300 AC No: 150/ Change: 1 1. PURPOSE. This Advisory Circular (AC) and the attached appendices provide guidance to airport operators in developing training programs for safe ground vehicle operations and pedestrian control on the airside of an airport. This includes both movement and non-movement areas, ramps, and aprons. Not all the items addressed in this document will be applicable at every airport. The Federal Aviation Administration (FAA) recommends that each item be evaluated in terms of how it may apply to the size, complexity, and scope of operation of the airport. This AC contains recommended operating procedures, a sample training curriculum (Appendix A), and a sample training manual (Appendix B). 2. BACKGROUND. Every year there are accidents and incidents involving aircraft, pedestrians, and ground vehicles at airports that lead to property damage and injury, which may be fatal. Many of these events result from inadequate security measures, a failure to maintain visual aids, a lack of such aids, and inadequate vehicle operator training. Ground vehicle operation plans promote the safety of airport users by helping identify authorized areas of vehicle operation, outlining vehicle identification systems, addressing vehicle and operator requirements, and coordinating construction, maintenance, and emergency activities. 3. APPLICABILITY. The overall responsibility for the operation of vehicles on an airport rests with the airport operator. The airport operator is also responsible for compliance with the requirements of part 139 at certificated airports and with the provisions of any applicable Federal grant agreements. Adherence to the provisions contained in this AC may materially assist the airport operator in complying with these requirements. a. All airport operators should establish procedures and policies concerning vehicle access and vehicle operations on the airside of the airport, including ramp and apron areas. These procedures and policies should address such matters as access, vehicle operator requirements, vehicle requirements, operations, and enforcement and should be incorporated into tenant leases and agreements. b. Establishment of procedures for the safe and orderly access to the movement area and operation in that area is required at certificated airports, under 14 C.F.R (b). Initial and recurrent training in procedures for access to the movement area is required for airport personnel under (c). Only initial training is required for tenant and contractor employees, under (e). However, regular recurrent training is strongly recommended for all persons with access to the movement area. c. Each bidding document (construction plans and/or specifications) for development work on an airport or for installation of an air navigation facility (NAVAID) should incorporate a section on ground vehicle operations on airports during construction activity. The airport operator should provide a copy of this plan to the local FAA Airways Facilities office for review. The construction plans and/or specifications should contain the appropriate provisions, as specified in Appendix 1 of AC 150/5370-2, Operational Safety on Airports During Construction. C-49

52 AC 150/ Change 1 3/31/ RELATED READING MATERIAL. You will find additional information in the following publications: a. 14 CFR part 139, Certification of Airports b. Current editions of the following advisory circulars: (1) AC 90-67, Light Signals from the Control Tower for Ground Vehicles, Equipment, and Personnel (2) AC , Surface Movement Guidance and Control System (3) AC 150/5210-5, Painting, Marking, and Lighting of Vehicles Used on an Airport (4) AC 150/5340-1, Standards for Airport Markings (5) AC 150/ , Standards for Airport Sign Systems (6) AC 150/5370-2, Operational Safety on Airports During Construction (7) AC 150/ , Systems for Interactive Training of Airport Personnel (8) AC 150/ , Airport Winter Safety and Operations c. To view or download an electronic copy of this AC, visit the FAA website at 5. VEHICLE OPERATOR REQUIREMENTS. Vehicle operators on airports face conditions that are not normally encountered during highway driving. Therefore, those persons who have vehicular access to the movement area of the airport must have an appropriate level of knowledge of airport rules and regulations. Airport operators should require vehicle operators to maintain a current driver's license and should establish a means of identification that would permit the operation of a vehicle on the airside of an airport. Any person expected to operate on the movement area should demonstrate a functional knowledge of the English language. 6. TRAINING. Appendix A includes a sample training curriculum. This curriculum should include initial and/or remedial instruction of all personnel who have access to the airside of the airport. The curriculum should also include annual recurrent instruction for all personnel who have access to the movement area. The airport operator should retain records of this training as long as this person is authorized to operate on the airport. Escorted access does not normally require training. Airport operators may modify these documents to meet their individual needs. It may also be advantageous to develop customized programs for vehicles operators who only access ramp areas and those who operate on the movement area. Initial training is the training provided to a new employee or airport user that would enable that person to demonstrate the ability to operate a vehicle safely and in accordance with established procedures while functioning independently on the airside. Recurrent training is the training provided to an employee or airport user as often as necessary to enable that person to maintain a satisfactory level of proficiency. Appropriate schedules for recurrent training will vary widely from airport to airport and from one employee to another, however, under no circumstances should recurrent training intervals for personnel authorized to drive on the movement area extend beyond one year. Airport operators might consider requiring annual recurrent training when a vehicle operator renews an expired airport ID badge or when a tenant renews a lease agreement. A sample Ground Vehicle Operating Familiarization Program Training Record is included in Appendix B. Airports use a variety of methods for training ground vehicle operators. In some cases, airport operators delegate the requirement of employee training to airport tenants or a contractor. Some airport operators choose to include training manuals or vehicleoperating requirements as part of tenant lease or use agreements. An airport operator may choose to distribute training manual information via a Web page, videos, or booklets. Formal classroom instruction provided by the airport operator or tenant can include either personal instruction or a computerbased interactive training system. (See AC 150/ ) Airport operators should provide a means of testing trainees on the information presented. In addition to standard question and answer classroom testing methods, the airport operators should have potential ground vehicle operators demonstrate their proficiency in operating a vehicle on the airside before authorizing driving privileges. The FAA also recommends on-the-job training before personnel have unescorted access to the airside of the airport. 7. VEHICLES ON AIRPORTS. Airport operators should keep vehicular and pedestrian activity on the airside of the airport to a minimum. Vehicles on the airside of the airport should be limited to those vehicles necessary to support the operation of aircraft services, cargo and passenger services, emergency 2 C-50

53 3/31/2008 AC 150/ Change 1 services, and maintenance of the airport. Vehicles on the movement area should be limited to those necessary for the inspection and maintenance of the movement areas and emergency vehicles responding to an aircraft emergency on the movement area. Vehicles should use service roads or public roads in lieu of crossing movement areas whenever possible. Where vehicular traffic on airport operation areas cannot be avoided, it should be carefully controlled. When necessary, runway crossing should occur at the departure runway end rather than the midpoint. In the event of a runway incursion, an aircraft would have more time and runway length to react if the vehicle incursion is at the end of the runway. Some aspects of vehicle control and identification are discussed below; however, every airport presents different vehicle requirements and problems. Every airport will require individualized solutions to prevent vehicle or pedestrian traffic from endangering aircraft operations. It should be stressed that aircraft ALWAYS have the right-of-way over vehicles when maneuvering on non-movement areas. Aircraft also have the right-of-way on the movement areas, except when the Airport Traffic Control Tower (ATCT) has specifically instructed an aircraft to hold or give way to vehicle(s) on a runway or taxiway. Vehicles that routinely operate on the airside should be marked/flagged for high daytime visibility and, if appropriate, lighted for nighttime operations. Vehicles that are equipped with marking and lighting devices should escort vehicles that are not marked and lighted. (See AC 150/ ) Vehicles needing intermittent identification should be marked with magnetically attached markers, which are commercially available. 8. VEHICULAR ACCESS CONTROL. The control of vehicular activity on the airside of an airport is of the highest importance. The airport operator is responsible for developing procedures, procuring equipment, and providing training regarding vehicle operations to ensure aircraft and personnel safety. At airports with an operating ATCT, controllers and vehicle operators should use two-way radios to control vehicles when on the movement area. To accomplish this task, the airport operator and the ATCT should develop a letter of agreement outlining standard operating procedures. When there is construction on an airport, whether federally funded or not, the airport operator should follow the ground vehicle practices contained in AC 150/ At airports without an operating ATCT, two-way radio control between vehicles and fixed-based operators or other airport users should avoid frequencies used by aircraft. Even with the most sophisticated procedures and equipment, vehicle operators need training to achieve the proficiency to operate safely. The airport operator should give special consideration to training temporary operators, such as construction workers, even if escort service is being provided. Inadvertent entry by vehicles onto movement and non-movement areas of an airport poses a danger to both the vehicle operator and aircraft that are attempting to land or take off or that are maneuvering on the airport. Methods for controlling access to the airside will vary depending on the type and location of the airport. The Airport Layout Plan is a useful tool for accomplishing this. Airports may erect a fence or provide for other natural or physical barriers around the entire airport in addition to providing control measures at each access gate, such as guards, magnetic card activated locks, or remotely controlled locks. Gates may either be opened/closed electronically or secured by lock and chain. Physical barriers might include natural objects, such as earthen berms, large boulders, tree trunks, and manmade culverts that could help control remote vehicle access points. 9. VEHICLE REQUIREMENTS. Requirements for vehicles will vary depending on the airport, the type of vehicle, and where the vehicle will be operated on the airport. An airport operator should limit vehicle operations on the movement areas of the airport to only those vehicles necessary to support the operational activity of the airport. Airport operators might find it beneficial to have separate requirements for vehicles operated solely on a ramp area as opposed to those vehicles that operate on movement areas. Some airports have benefited from establishing their own vehicle inspection program to assure that all vehicles are maintained in a safe operating condition. In establishing vehicle requirements, some items to consider include a. Marking and identification of vehicles b. Minimum equipment requirements c. Inclusion in all vehicles of a placard diagram depicting the airport s movement area. The diagram should display prominent landmarks and/or perimeter roads. Vehicles intended to operate within the movement area should also include a placard C-51 3

54 AC 150/ Change 1 3/31/2008 showing the meaning of ATCT light gun signals and airfield sign and marking information. d. Vehicle condition requirements and inspection e. Insurance coverage 10. VEHICLE OPERATIONS. The rules and regulations pertaining to vehicle operations should provide adequate procedures for the safe and orderly operation of vehicles on the airside of the airport. In developing such procedures, airport operators should consider a. Requirements that vehicles operating on movement areas be radio equipped or escorted by a radio-equipped vehicle b. Specific procedural requirements for vehicle operations on airports without an operating ATCT c. Advance notice/approval for operating a non-airport owned vehicle on the movement area aircraft running d. Speed limits e. Prohibitions on (1) Passing other vehicles and taxing (2) Leaving a vehicle unattended and (3) Driving under an aircraft except when servicing the aircraft (4) Driving under passenger bridges f. Requirements stipulating when vehicle lights must be operated g. Requirements for the use of dedicated vehicle lanes and perimeter roads whenever possible h. Locations where vehicles may and may not park i. Rules of right-of-way (e.g. for aircraft, emergency vehicles, other vehicles) j. Areas where vehicles may be serviced k. Procedures for inoperative radios while on a movement area l. Requirements to report all accidents involving ground vehicles on the airside m. Requirements making the vehicle operator responsible for passengers in the vehicle 11. EMERGENCY OPERATIONS AND OTHER NON-ROUTINE OPERATIONS. Airport operators allow a number of non-routine operations to occur on the airside of the airport. Such non-routine activities include airfield construction, airshows, aircraft static displays, VIP arrivals/departures, commercial photo shoots, or a host of other activities. In addition to security requirements, airport operators should recognize and prepare for the unique challenges that arise during non-routine operations as they relate to vehicle operations. Airport operators should review non-routine operations that involve ground vehicles and develop vehicle operation procedures to accommodate these special operations. Planning meetings associated with such activities offer an opportunity to review driving rules and regulations, communications and procedures, and air traffic control procedures as well as other important operational issues. These meetings should pay special attention to the following activities: a. Airside Construction. The airport operator should develop procedures, procure equipment, and provide training on vehicle operations to ensure aircraft safety during construction as specified in AC 150/ b. Emergency Response/Mutual Aid. Many airports rely on local emergency services to provide aircraft rescue and firefighting or emergency medical services. Airport operators should ensure that such emergency service providers receive initial and recurrent training in the subject areas identified in paragraph 10, Vehicle Operations, and maintain records of such training. In addition, any mutual aid agreement between the local emergency service providers and the airport operator should specify vehicle operations training requirements. c. Snow and Ice Removal. Airport Operators who use contractors for snow and ice control operations should ensure agreements with such contractors include vehicle operations procedures, including training requirements, consequences of non-compliance, and vehicle communications requirements. The FAA recommends that, when possible, airport operators limit contractors to nonmovement areas. When an ATCT is not in operation, or there is no ATCT, procedures should be developed to advise air traffic on the Common Traffic Advisory Frequency (CTAF) of any intentions to remove snow and ice in the movement area. d. Low-Visibility Operations. Additional consideration should be given to vehicle operations 4 C-52

55 3/31/2008 AC 150/ Change 1 during low visibility. Poor weather conditions (snow, fog, rain, etc.) may obscure visual cues, roadway markings, and airport signs. Some airports have a Surface Movement Guidance and Control System (SMGCS), which provides guidance to, and control or regulation of, all aircraft and ground vehicles on the movement area of an airport. Guidance relates to facilities, information, and advice necessary to enable pilots of aircraft, or drivers of ground vehicles, to find their way on the airport and keep the aircraft or vehicles on the surfaces and areas intended for their use. Control or regulation means the measures necessary to prevent collisions and to ensure that the traffic flows safely. For additional information on the SMGCS and the SMGCS Plan, refer to AC SITUATIONAL AWARENESS. There are a number of factors that hamper vehicle operator situational awareness. Situational awareness declines as a driver s attention is drawn into the vehicle or is focused on any one thing to the exclusion of everything else. Other such factors include vague or incomplete communications or a vehicle operator s personal conflicts, which may involve fatigue and stress. Running behind schedule or being over-tasked also contributes to a reduction in situational awareness. Certainly, degraded operating conditions, such as equipment malfunctions, rain, fog, or snow, may also diminish a vehicle operator s situational awareness. There are ways to enhance situational awareness. As part of a ground vehicle operator s training program, airport operators may concentrate on having vehicle operators visually scan fixed and moving objects that may be converging into the vehicle's path. Airport operators should also promote the use of clear and concise communications by vehicle operators. Most important, airport operators should alert vehicle operators to distractions caused by social interactions while operating a vehicle on the airside. Airport operators may also be able to increase situational awareness for vehicle operators with enhancements on the airside. Such enhancements may include establishing dedicated marked routes for vehicles that avoid high activity, congested areas, or blind spots. The elimination or relocation of fixed objects that hinder a vehicle operator s line of sight or block radio transmissions may also enhance safety. 13. ENFORCEMENT AND CONTROL. Airport operators should establish procedures for enforcing the consequences of non-compliance, including penalties for violations. Tenant lease or use agreements may include these enforcement provisions. Listed below are control issues that airport operators should address as part of a ground vehicle control program: a. Implementation of a tiered identification badging system that permits easy recognition of a vehicle operator s permitted driving area privileges b. Prohibition against transfer of registration media to a vehicle other than the one for which originally issued c. Policies for surrendering permits to airport management when a vehicle is no longer authorized entry into a facility d. Periodic checks to ensure that only properly authorized persons operate vehicles on the airside. e. System to control the movement of commercial trucks and other goods conveyances onto and out of the airside of an airport f. Briefing or training for delivery drivers if they are permitted direct access to the airside g. Implementation of a progressive penalty policy Kelvin L. Solco Acting Director of Airport Safety and Standards C-53 5

56 U.S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: Engineered Materials Arresting Systems (EMAS) for Aircraft Overruns Date: 9/27/2012 Initiated by: AAS-100 AC No: 150/ B Change: 1. PURPOSE. This advisory circular (AC) contains standards for the planning, design, installation, and maintenance of Engineered Materials Arresting Systems (EMAS) in runway safety areas (RSA). Engineered Materials means high energy absorbing materials of selected strength, which will reliably and predictably deform under the weight of an aircraft. 2. CANCELLATION. This AC cancels AC 150/ A, Engineered Materials Arresting Systems (EMAS) for Aircraft Overruns, dated September 30, BACKGROUND. Aircraft can and do occasionally overrun the ends of runways, sometimes with devastating results. An overrun occurs when an aircraft passes beyond the end of a runway during an aborted takeoff or while landing. Data on aircraft overruns over a 12-year period (1975 to 1987) indicate that approximately 90% of all overruns occur at exit speeds of 70 knots or less and most come to rest between the extended runway edges within 1000 feet of the runway end (References 3 and 4, Appendix 4). To minimize the hazards of overruns, the Federal Aviation Administration (FAA) incorporated the concept of a safety area beyond the runway end into airport design standards. To meet the standards, the safety area must be capable, under dry conditions, of supporting the occasional passage of aircraft that overrun the runway without causing structural damage to the aircraft or injury to its occupants. The safety area also provides greater accessibility for emergency equipment after an overrun incident. There are many runways, particularly those constructed prior to the adoption of the safety area standards, where natural obstacles, local development, and/or environmental constraints, make the construction of a standard safety area impracticable. There have been accidents at some of these airports where the ability to stop an overrunning aircraft within the runway safety area would have prevented major damage to aircraft and/or injuries to passengers. Recognizing the difficulties associated with achieving a standard safety area at all airports, the FAA undertook research programs on the use of various materials for aircraft arresting systems. These research programs, as well as, evaluation of actual aircraft overruns into an EMAS have demonstrated its effectiveness in arresting aircraft overruns. 4. APPLICATION. RSA standards cannot be modified or waived. The standards remain in effect regardless of the presence of natural or man-made objects or surface conditions that might create a hazard to aircraft that overrun the end of a runway. A continuous evaluation of all practicable alternatives for improving each sub-standard RSA is required. FAA Order , Runway Safety Area Program, explains the evaluation process. FAA Order , Financial Feasibility and Equivalency of Runway Safety Area Improvements and Engineered Material Arresting Systems, is used in connection with FAA Order to determine the best practicable and financially feasible alternative for an RSA improvement. The FAA does not require an airport operator to reduce the length of a runway or declare its length to be less than the actual pavement length to meet runway safety area standards if there is an adverse operational impact to the airport. An example of an adverse operational impact would be an airport s inability to accommodate its current or planned aircraft fleet. Under these circumstances, installing an EMAS is another way of enhancing safety. A standard EMAS provides a level of safety that is equivalent to a full RSA built to the dimensional standards in Chapter 3, Runway Design, of the latest version of AC 150/ , Airport Design. It also C-54

57 AC 150/ B 9/27/2012 provides an acceptable level of safety for undershoots (by providing the minimum 600 feet of runway safety area), in addition to overruns. The FAA recommends the guidelines and standards in this AC for the design of EMAS. In general, this AC is not mandatory and does not constitute a regulation. It is issued for guidance purposes and to outline a method of compliance. However, use of these guidelines is mandatory for an airport operator installing an EMAS funded under Federal grant assistance programs or on an airport certificated under Title 14 Code of Federal Regulations (CFR) Part 139, Airport Certification. Mandatory terms such as "must" used herein apply only to those who seek to demonstrate compliance by use of the specific method described by this AC. If an airport operator elects to follow an alternate method, the alternate method must have been determined by the FAA to be an acceptable means of complying with this AC, the runway safety area standards in the latest version of AC 150/ , and 14 CFR Part PRINCIPAL CHANGES. a. Corrected references to appendices in BACKGROUND paragraph. b. Changed reference of airport sponsor to say airport operator. c. Clarified that the latest versions of all ACs listed in this AC are to be referenced. d. Provided further clarification that the planning charts are based on previously simulated information and that final design must be done by the EMAS manufacturer. e. Deleted the term poor braking throughout. Replace with 0.25 braking friction coefficient. f. Clarified the term passive system. g. Clarified service life requirement for newly constructed EMAS beds. h. Changed the word should to must in many sections. i. Clarified the requirements on the minimum width of an EMAS based on the standard runway width for the applicable airplane design group. j. Clarified the requirements for snow removal compatibility, a snow removal plan and to protect functionality of navigational aids from snow and ice. k. Clarified the terms of the 45 day repair requirement. l. Added guidance for requirements prior to and during construction or repair. m. Clarified the requirements to material characteristics as it pertains to wildlife and added anti-icing fluids, and herbicides. n. Modified the required design submittal date. o. Clarified inspection and maintenance requirements. 6. RELATED READING MATERIAL. Appendix 4, Related Reading Material, contains a list of documents with supplemental material relating to EMAS. These documents contain information on materials evaluated, as well as design, construction, and testing procedures utilized. Testing and data generated under these FAA studies may be used as input to an EMAS design without additional justification. 7. PLANNING CHARTS. The figures included in Appendix 2, Planning Charts, are for general planning purposes only. They are intended as a preliminary screening tool based on previously simulated information on EMAS beds and are not sufficient for final design. Final design must be done by the EMAS manufacturer and must be customized for each installation. The figures illustrate estimated EMAS stopping distance capabilities for various aircraft types. The design used in each chart is optimized specifically for the aircraft noted on the chart. Charts are based on standard design conditions, i.e. 75-foot set-back, no reverse thrust, and an 0.25 braking friction coefficient. a. Example 1. Assume a runway with a DC-9 (or similar) as the design aircraft. Figure A2-1 shows that an EMAS 400 feet in length (including a 75-foot set-back) is capable of stopping a DC-9 within the confines of the system at runway exit speeds of up to 75 knots. b. Example 2. Assume the same runway, but assume the design aircraft is a DC-10 (or similar). Figure A2-2 shows an EMAS of the same length, but designed for larger aircraft, can stop the DC-10 within the confines of the system at runway exit speeds of up to 62 knots. 2 C-55

58 9/27/2012 AC 150/ B 8. PRELIMINARY PLANNING. Follow the guidance in FAA Orders and to determine practicable, financially feasible alternatives for RSA improvements. Additional cost and performance information for EMAS options to consider in the analysis can be obtained from the EMAS manufacturer. 9. SYSTEM DESIGN REQUIREMENTS. For purposes of design, the EMAS can be considered to be fixed by its function and frangible since it is designed to fail at a specified impact load. EMAS is exempt from the requirements of 14 CFR Part 77, Safe, Efficient Use, and Preservation of the Navigable Airspace. When EMAS is the selected option to upgrade a runway safety area, it is considered to meet the safety area requirements of 14 CFR Part 139. The following system design requirements must prevail for all EMAS installations: a. Concept. An EMAS is designed to stop an overrunning aircraft by exerting predictable deceleration forces on its landing gear as the EMAS material deforms. It must be designed to minimize the potential for structural damage to aircraft, since such damage could result in injuries to passengers and/or affect the predictability of deceleration forces. An EMAS must be designed for a 20-year service life. b. Location. An EMAS is located beyond the end of the runway and centered on the extended runway centerline. It will usually begin at some setback distance from the end of the runway to avoid damage due to jet blast and undershoots (Figure A1-2, Appendix 1). This distance will vary depending on the available area and the EMAS materials. Where the area available is longer than required for installation of a standard EMAS designed to stop the design aircraft at an exit speed of 70 knots, the EMAS should be placed as far from the runway end as practicable. Such placement decreases the possibility of damage to the system from short overruns or undershoots and results in a more economical system by considering the deceleration capabilities of the existing runway safety area. An EMAS is not intended to meet the definition of a stopway as provided in the latest version of AC 150/ The runway safety area and runway object free area lengths begin at a runway end when a stopway is not provided. When a stopway is provided, these lengths begin at the stopway end. The airport operator, EMAS manufacturer, and the appropriate FAA Regional Airports Division/Airports District Office (ADO) must consult regarding the EMAS location to determine the appropriate position beyond the end of the runway for the EMAS installation for a specific runway. c. Design. An EMAS design must be supported by a validated design method that can predict the performance of the system. The design (or critical) aircraft is defined as that aircraft using the associated runway that imposes the greatest demand upon the EMAS. This is usually, but not always, the heaviest/largest aircraft that regularly uses the runway. EMAS performance is dependent not only on aircraft weight, but landing gear configuration and tire pressure. In general, use the maximum take-off weight (MTOW) for the design aircraft. However, there may be instances where less than the MTOW will require a longer EMAS. All configurations should be considered in optimizing the EMAS design. To the extent practicable, however, the EMAS design should consider both the aircraft that imposes the greatest demand upon the EMAS and the range of aircraft expected to operate on the runway. In some instances, a composite design aircraft may be preferable to optimizing the EMAS for a single design aircraft. Other factors unique to a particular airport, such as available RSA and air cargo operations, should also be considered in the final design. The airport operator, EMAS manufacturer, and the appropriate FAA Regional Airports Division/ADO must consult regarding the selection of the design aircraft that will optimize the EMAS for a specific airport. The design method must be derived from field or laboratory tests. Testing may be based either on passage of an actual aircraft or an equivalent single wheel load through a test bed. The design must consider multiple aircraft parameters, including but not limited to allowable aircraft gear loads, gear configuration, tire contact pressure, aircraft center of gravity, and aircraft speed. The model must calculate imposed aircraft gear loads, g-forces on aircraft occupants, deceleration rates, and stopping distances within the arresting system. Any rebound of the crushed material that may lessen its effectiveness must also be considered. d. Operation. The EMAS must be a passive system which requires no external means to initiate/trigger the operation of the EMAS to arrest an aircraft. e. Width. The minimum width of the EMAS must be the width of the runway (plus any sloped area as necessary see 9.h below). Also, the minimum width of the EMAS (not including the C-56 3

59 AC 150/ B 9/27/2012 sloped area) should be based on the standard runway width for the applicable airplane design group per AC 150/ f. Base. The EMAS must be constructed on a paved base (Figure A1-1) extending from the runway threshold which is capable of supporting the occasional passage of the critical design aircraft using the runway and fully loaded Aircraft Rescue and Fire Fighting (ARFF) vehicles without deformation of the base surface or structural damage to the aircraft or vehicles. It must be designed to perform satisfactorily under all local weather, temperature, and soil conditions. It must provide sufficient support to facilitate removal of the aircraft from the EMAS. Full strength runway pavement is not required. Pavement suitable for shoulders is suitable as an EMAS base. The latest version of AC 150/5320-6, Airport Pavement Design and Evaluation, provides recommendations on pavement for shoulders. State highway specifications may also be used. g. Entrance Speed. To the maximum extent possible, the EMAS must be designed to decelerate the design aircraft expected to use the runway at exit speeds of 70 knots without imposing loads that exceed the aircraft s design limits, causing major structural damage to the aircraft or imposing excessive forces on its occupants. The airport operator must coordinate through the responsible FAA Regional Airports Division/ADO to contact the FAA s Office of Airport Safety and Standards, Airport Engineering Division (AAS-100) at for guidance when EMAS design is proposed for aircraft that are not approach category C or D. When there is insufficient RSA available for a standard EMAS, the EMAS must be designed to achieve the maximum deceleration of the design aircraft within the available runway safety area. However, a 40-knot minimum exit speed must be used for the design of a non-standard EMAS. For design purposes, assume the aircraft has all of its landing gear in full contact with the runway and is traveling within the confines of the runway and parallel to the runway centerline upon overrunning the runway end. The airport operator, EMAS manufacturer, and the appropriate FAA Regional Airports Division/ADO must consult regarding the selection of the appropriate design entrance speed for the EMAS installation. Note that current EMAS models are not as accurate for aircraft with a maximum take-off weight of less than 25,000 pounds. h. Aircraft Evacuation. The EMAS must be designed to enable safe ingress and egress as well as movement of ARFF equipment (not necessarily without damage to the EMAS) operating during an emergency. If the EMAS is to be built above existing grade, sloped areas sufficient to allow the entrance of ARFF vehicles from the front and sides must be provided. Provision for access from the back of the EMAS may be provided if desirable. Maximum slopes must be based on the EMAS material and performance characteristics of the airport s ARFF equipment. i. Maintenance Access. The EMAS must be capable of supporting regular pedestrian traffic for the purposes of maintenance of the arresting material and co-located navigation aids without damage to the surface of the EMAS bed. An EMAS is not intended to support vehicular traffic for maintenance purposes. Reference Appendix 3, Inspection and Maintenance Program. j. Undershoots. The runway safety area should provide adequate protection for aircraft that touch down prior to the runway threshold (undershoot). Adequate protection is provided by either: (1) providing at least 600 feet (or the length of the standard runway safety area, whichever is less) between the runway threshold and the far end of the EMAS bed if the approach end of the runway has instrument or visual vertical guidance or (2) providing the full length standard runway safety area when no vertical guidance is provided. The EMAS must not cause control problems for aircraft undershoots which touch down in the EMAS bed. Fulfillment of this requirement may be based exclusively on flight simulator tests. The tests will establish the minimum material strength and density that does not cause aircraft control problems during an undershoot. Materials whose density and strength exceeds these minimums will be deemed acceptable. k. Navigational Aids. The EMAS must be constructed to accommodate approach lighting structures and other approved facilities within its boundaries. It, along with any snow or ice that may accumulate prior to its removal in accordance with the inspection and maintenance program, must not cause visual or electronic interference with any air navigational aids. All navigational aids within the EMAS must be frangible as required by the latest version of AC 150/ , Frangible Connections. 4 C-57

60 9/27/2012 AC 150/ B To meet the intent of this regulation, approach light standards must be designed to fail at two points. The first point of frangibility must be three inches or less above the top of the EMAS bed. The second point of frangibility must be three inches or less above the expected residual depth of the EMAS bed after passage of the design aircraft. As a part of the EMAS design, the EMAS manufacturer must provide the expected residual depth to allow the determination of this second frangibility point. l. Drainage. The EMAS must be designed to prevent water from accumulating on the surface of the EMAS bed, the runway or the runway safety area. The removal and disposal of water, which may hinder any activity necessary for the safe and efficient operation of the airport, must be in accordance with the latest version of AC 150/5320-5, Surface Drainage Design. The EMAS design must consider ice accumulation, and in areas that are subject to snow or ice removal requirements, must be designed to be mechanically or manually cleared of ice and snow. Requirements/limitations must be addressed in the approved inspection and maintenance program discussed in paragraph 15 and Appendix 3. m. Jet Blast. The EMAS must be designed and constructed with adequate set back so that it will not be damaged by expected jet blast. n. Repair. The EMAS must be designed for repair to a usable condition (in which the bed is completely repaired) within 45 days of an overrun by the design aircraft at the design entrance speed. An EMAS bed that is damaged due to an incident (overrun/undershoot, etc.) must be repaired within this 45 day repair period not including any days that present any conditions that delay repair of the bed (i.e. severe weather, operational constraints, etc.). The undamaged areas of the EMAS bed must be protected from further damage until the bed is repaired. Refer to the latest version of AC 150/5370-2, Operational Safety on Airports During Construction, for acceptable safety and phasing options when repairing an EMAS during operations. 10. MATERIAL QUALIFICATION. The material comprising the EMAS must have the following requirements and characteristics: a. Material Strength and Deformation Requirements. Materials must meet a force vs. deformation profile within limits having been shown to assure uniform characteristics, and therefore, predictable response to an aircraft entering the arresting system. b. Material Characteristics. The materials comprising the EMAS must: (1) Be water-resistant to the extent that the presence of water does not affect system performance. (2) Not attract, or be physically vulnerable to vermin, birds, wildlife or other creatures to the greatest extent possible. (3) Be non-sparking. (4) Be non-flammable. (5) Not promote combustion. (6) Not emit toxic or malodorous fumes in a fire environment after installation. (7) Not support unintended plant growth with proper application of herbicides. (8) Exhibit constant strength and density characteristics during all climatic conditions within a temperature range appropriate for the locale. (9) Be resistant to deterioration due to: (a) Salt. (b) Approved aircraft and runway deicing and anti-icing fluids and solids. (c) Aircraft fuels, hydraulic fluids, and lubricating oils. (d) UV resistant. (e) Water. (f) Freeze/thaw. (g) Blowing sand and snow. (h) Paint. (i) Herbicides. 11. Material Conformance Requirements. An EMAS manufacturer must establish a material sampling and testing program including testing frequency to verify that all materials are in C-58 5

61 AC 150/ B 9/27/2012 conformance with the initial approved material force versus deformation profile established under paragraph 10.a. Materials failing to meet these requirements must not be used. The initial sampling and testing program must be submitted to and approved by the FAA, Office of Airport Safety and Standards for each design method found by the FAA to be an acceptable means of complying with this AC. Once approved, the program may be used for subsequent projects. 12. DESIGN PROPOSAL SUBMITTAL. The EMAS design must be prepared by the design engineer and the EMAS manufacturer for the airport operator. The airport operator must submit the EMAS design through the responsible FAA Regional Airports Division/ADO, to the FAA, Office of Airport Safety and Standards, for review and approval. The EMAS design must be certified as meeting all the requirements of this AC and the submittal must include all design assumptions and data utilized in its development as well as proposed construction procedures and techniques. The EMAS design must be submitted at least 45 days prior to the bid advertisement date for the project, however interim progress report submissions made in advance are encouraged. 13. QUALITY ASSURANCE (QA) PROGRAM. A construction quality assurance program must be implemented for each EMAS project to ensure that installation/construction is in accordance with the approved EMAS design. The construction contractor and EMAS manufacturer prepare the construction QA program for the airport operator. The airport operator must submit the construction QA program to the responsible FAA Airports Region/District Office for approval 14 days prior to the project notice to proceed. 14. MARKING. An EMAS must be marked with yellow chevrons as an area unusable for landing, takeoff, and taxiing in accordance with AC 150/5340-1, Standards for Airport Markings (latest version). Paint application must be in accordance with AC 150/ , Standards for Specifying Construction of Airports, P-620, Runway and Taxiway Painting, and the EMAS manufacturers recommendations for the EMAS system. 15. INSPECTION AND MAINTENANCE. The EMAS manufacturer must prepare an inspection and maintenance program for the airport operator for each EMAS installation, prior to completion of the final design. The airport operator must submit the program to the responsible FAA Regional Airports Division/ADO for approval prior to final project acceptance. The airport operator must implement the approved inspection and maintenance program. The program must include any necessary procedures for inspection, preventive maintenance and unscheduled repairs, particularly to weatherproofing layers. It should also include testing and evaluation procedures and criteria for determining when an installed EMAS has reached the end of its service life. Procedures must be sufficiently detailed to allow maintenance/repair of the EMAS bed with the airport operator s staff. The airport operator may also elect to have the EMAS manufacturer maintain the EMAS bed. The program must include appropriate records to verify that all required inspections and maintenance have been performed by the airport operator and/or EMAS manufacturer. These records must be made available to the FAA upon request. Appendix 3, Inspection and Maintenance Program, outlines the basic requirements of an EMAS inspection and maintenance program. The airport operator or certificate holder must be notified that the EMAS is designed to fail under load and that precautions should be taken when activities require personnel to be on, or vehicles and personnel to be near, the EMAS. 16. AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF). a. ARFF Vehicle Access During an Emergency. As required by paragraph 9.h, an EMAS is designed to allow movement of typical ARFF equipment operating during an emergency. However, as the sides of the system are typically steeply sloped or stepped, and the system will be severely rutted after an aircraft arrestment, ARFF vehicles so equipped should be shifted into all-wheeldrive prior to entering and maneuvering upon an EMAS. b. Firefighting Tactics. Any fire present after the arrestment of an aircraft will be three-dimensional due to the rutting and breakup of the EMAS material. A dual-agent attack and/or other tactics appropriate to this type of fire should be employed. 17. NOTIFICATION. Upon installation of an EMAS, its length, width, and location must be included as a remark in the Airport/Facility Directory (AFD) and also depicted in the airport diagram. To assure timely publication, the airport operator must forward the required information to the FAA Aeronautical Information Management (AIM) as soon as possible, but not later than the cut-off dates listed in the AFD, for publication on the desired 6 C-59

62 9/27/2012 AC 150/ B effective date. (The AIM address and cut-off dates are listed on the inside front cover of the AFD.) The airport operator must also notify the appropriate FAA Regional Airports Division/ADO. When an EMAS is damaged due to an overrun or determined to be less than fully serviceable, a NOTAM must be issued to alert airport users of the reduced performance of the EMAS. The following is an example of a typical entry: Engineered Materials Arresting System, 400 L x 150 W, located at departure end of Runway 16. MICHAEL J. O DONNELL Director of Airport Safety and Standards C-60 7

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64 9/27/2012 AC 150/ B Appendix 1 Appendix 1. Standard EMAS and Typical Sections. RSA EMAS BASE RSA 500 FT 1,000 FT STANDARD (APPROACH CATEGORY C & D) 600 FT (MIN) 1 NOTES: EMAS BED 3 VARIES FT FEET MINIMUM REDUCTION APPLIES ONLY TO RUNWAY ENDS WITH VERTICAL GUIDANCE FOR APPROACHES. THE WIDTH OF THE EMAS BED IS THE WIDTH OF THE RUNWAY PLUS ANY SLOPED AREA ALONG THE SIDES REQUIRED FOR SAFE INGRESS/EGRESS AND MOVEMENT OF ARFF EQUIPMENT OPERATING DURING AN EMERGENCY. RSA 3. THE EMAS BED IS DESIGNED TO STOP AIRCRAFT THAT EXITS THE END OF THE RUNWAY TRAVELING AT 70 KNOTS. STANDARD EMAS Figure A1-1. Standard EMAS Installation Provides a Level Of Safety That is Equivalent to a Standard Runway Safety Area (RSA). C-62 9

65 AC 150/ B 9/27/2012 Appendix 1 RUNWAY RUNWAY END SET BACK (VARIES) LEAD-IN RAMP RUNWAY SAFETY AREA LENGTH EMAS BED BASE BASE EMAS BED SIDE SLOPES/STEPS FOR ARFF ACCESS AND PASSENGER EGRESS RUNWAY WIDTH Figure A1-2. EMAS Typical Section. 10 C-63

66 9/27/2012 AC 150/ B Appendix 2 Appendix 2. Planning Charts. Figure A2-1. C-64 11

67 AC 150/ B 9/27/2012 Appendix 2 Figure A C-65

68 9/27/2012 AC 150/ B Appendix 2 Figure A2-3. C-66 13

69 AC 150/ B 9/27/2012 Appendix 2 Figure A C-67

70 9/27/2012 AC 150/ B Appendix 2 Figure A2-5. C-68 15

71 AC 150/ B 9/27/2012 Appendix 2 Figure A C-69

72 9/27/2012 AC 150/ B Appendix 2 Figure A2-7. C-70 17

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74 9/27/2012 AC 150/ B Appendix 3 Appendix 3. Inspection and Maintenance Program. An inspection and maintenance program, prepared by the EMAS manufacturer, will be submitted to and approved by the FAA Regional/Airports District Office. The Airport operator must implement the approved inspection and maintenance program. On airports certificated under 14 CFR part 139, the inspection and maintenance program must be incorporated into the airport operator s FAA-approved Airport Certification Manual. Determining the party responsible for carrying out a basic EMAS inspection and maintenance program can be negotiated between the operator and the EMAS manufacturer. At a minimum, the maintenance plan must address the following areas: 1. General information on the EMAS bed including: A description of the EMAS bed Material description Contact information for the EMAS manufacturer 2. Inspection requirements including: Type and frequency of required inspections Training of personnel Checklist(s) and instructions on how to conduct each inspection List of typical problems and possible solutions Testing and evaluation procedures, and criteria for determining when an installed EMAS has reached the end of its useful service life Required documentation for inspections Inspection forms 3. Maintenance and repair procedures including: List of approved materials and tools Description of repair procedures for typical damage to an EMAS bed such as repairing depressions/holes, abrasion damage, replacing a damaged block, repairing coatings, caulking/joint repair, etc 4. Any unique requirements due to location (both geographically and within the airport), such as snow removal requirements and methods, in order to protect the operation of the airfield and its facilities. Identify compatible deicing agents. Specify snow removal equipment that is compatible with the EMAS bed and recommended clearing procedures and/or limitations. 5. Warranty information. C-72 19

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76 9/27/2012 AC 150/ B Appendix 4 Appendix 4. Related Reading Material. This appendix contains a listing of documents with supplemental material relating to the subject of EMAS. These documents contain certain information on materials evaluated as well as design, construction, and testing procedures utilized to date. Most publications may be obtained from the National Technical Information Service (NTIS): 1. DOT/FAA/PM-87/27, Soft Ground Arresting Systems, Final Report, Sept Aug. 1987, published Aug by R.F. Cook, Universal Energy Systems, Inc., Dayton, OH. 2. DOT/FAA/CT-93/4, Soft Ground Arresting Systems for Commercial Aircraft, Interim Report, Feb by Robert Cook. 3. DOT/FAA/CT-93/80, Soft Ground Arresting Systems for Airports, Final Report, Dec by Jim White, Satish K. Agrawal, and Robert Cook. 4. DOT/FAA/AOV 90-1, Location of Commercial Aircraft Accidents/Incidents Relative to Runways, July 1990, by R.E. David. 5. UDR-TR-88-07, Evaluation of a Foam Arrestor Bed for Aircraft Safety Overrun Areas, 1988 by Cook, R.F., University of Dayton Research Institute, Dayton, OH. ACs and Orders are available on the FAA Airports website at 1. AC 150/ , Airport Design. 2. Order , Runway Safety Area Program. 3. Order , Financial Feasibility and Equivalency of Runway Safety Area Improvements and Engineered Material Arresting Systems. C-74 21

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78 of Transportation Federal Aviation Administration AIRPORT DESIGN / / 150/ /29/89 Advisory Circular C-76

79 U.S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: AIRPORT DESIGN Date: 9/29/89 Initiated by: AAS-110 AC No: AC 150/ Change: 1. PURPOSE. This advisory circular (AC) contains the Federal Aviation Administration's (FAA) standards and recommendations for airport design. 2. CANCELLATION. This (AC) cancels the following publications: a. AC 150/5300-2D, Airport Design Standards--Site Requirements for Terminal Navigational Facilities, dated March 10, b. AC 150/5300-4B, Utility Airports--Air Access to National Transportation, dated June 24, c. AC 150/ , Airport Design Standards--Transport Airports, dated February 28, d. AC 150/5325-5C, Aircraft Data, dated June 29, e. AC 150/5335-2, Airport Aprons, dated January 27, APPLICATION. The Federal Aviation Administration (FAA) recommends the guidelines and standards in this Advisory Circular for use in the design of civil airports. In general, use of this AC is not mandatory. However, use of this AC is mandatory for all projects funded with federal grant monies through the Airport Improvement Program (AIP) and with revenue from the Passenger Facility Charges (PFC) Program. See Grant Assurance No. 34, "Policies, Standards, and Specifications," and PFC Assurance No. 9, "Standard and Specifications." C-77

80 AC 150/ CHG 17 Paragraph Page 1. GENERAL DEFINITIONS RELATED/REFERENCED READING MATERIAL AIRPORT REFERENCE CODE (ARC) AIRPORT LAYOUT PLAN MODIFICATION OF AIRPORT DESIGN STANDARDS TO MEET LOCAL CONDITIONS NOTICE TO THE FAA OF AIRPORT DEVELOPMENT NOTICE TO THE FAA OF PROPOSED CONSTRUCTION FAA STUDIES FEDERAL ASSISTANCE ENVIRONMENTAL ASSESSMENTS STATE ROLE LOCAL ROLE to 199. RESERVED INTRODUCTION PRINCIPLES OF APPLICATION RUNWAY LOCATION AND ORIENTATION ADDITIONAL RUNWAYS TAXIWAY SYSTEM AIRPORT APRONS SEPARATION STANDARDS PARALLEL RUNWAY SEPARATION--SIMULTANEOUS VFR OPERATIONS PARALLEL RUNWAY SEPARATION--SIMULTANEOUS IFR OPERATIONS RUNWAY TO PARALLEL TAXIWAY AND TAXILANE SEPARATION BUILDING RESTRICTION LINE (BRL) OBJECT CLEARING CRITERIA RUNWAY PROTECTION ZONE (RPZ) to 299. RESERVED INTRODUCTION RUNWAY LENGTH RUNWAY WIDTH RUNWAY SHOULDERS RUNWAY BLAST PAD RUNWAY SAFETY AREA (RSA) OBSTACLE FREE ZONE (OFZ) RUNWAY OBJECT FREE AREA CLEARWAY STANDARDS STOPWAY STANDARDS RESCUE AND FIREFIGHTING ACCESS to 399. RESERVED INTRODUCTION DIMENSIONAL STANDARDS TAXIWAY SHOULDERS TAXIWAY SAFETY AREA (TSA) TAXIWAY AND TAXILANE OBJECT FREE AREA (OFA) FULL-LENGTH PARALLEL TAXIWAY TAXIWAY INTERSECTIONS iii C-78

81 AC 150/ CHG 17 Chapter 3. RUNWAY DESIGN 300. INTRODUCTION. This chapter presents standards for runways and runway associated elements such as shoulders, blast pads, runway safety areas, obstacle free zones (OFZ), object free areas (OFA), clearways, and stopways. Tables 3-1, 3-2, and 3-3 present the standard widths and lengths for runway and runway-associated elements. Also included are design standards and recommendations for rescue and firefighting access roads. At new airports, the RSA and ROFA lengths and the RPZ location standards are tied to runway ends. At existing constrained airports, these criteria may, on a case-by-case basis, be applied with respect to declared distances ends. See appendix RUNWAY LENGTH. AC 150/ and airplane flight manuals provide guidance on runway lengths for airport design, including declared distance lengths RUNWAY WIDTH. Tables 3-1, 3-2, and 3-3 present runway width standards that consider operations conducted during reduced visibility RUNWAY SHOULDERS. Runway shoulders provide resistance to blast erosion and accommodate the passage of maintenance and emergency equipment and the occasional passage of an airplane veering from the runway. Tables 3-1, 3-2, and 3-3 present runway shoulder width standards. A natural surface, e.g., turf, normally reduces the possibility of soil erosion and engine ingestion of foreign objects. Soil with turf not suitable for this purpose requires a stabilized or low cost paved surface. Refer to chapter 8 for further discussion. Figure 3-1 depicts runway shoulders RUNWAY BLAST PAD. Runway blast pads provide blast erosion protection beyond runway ends. Tables 3-1, 3-2, and 3-3 contain the standard length and width for blast pads for takeoff operations requiring blast erosion control. Refer to chapter 8 for further discussion. Figure 3-1 depicts runway blast pads RUNWAY SAFETY AREA (RSA). The runway safety area is centered on the runway centerline. Tables 3-1, 3-2, and 3-3 present runway safety area dimensional standards. Figure 3-1 depicts the runway safety area. Appendix 8 discusses the runway safety area's evolution. be: a. Design Standards. The runway safety area shall (1) cleared and graded and have no potentially hazardous ruts, humps, depressions, or other surface variations; (2) drained by grading or storm sewers to prevent water accumulation; (3) capable, under dry conditions, of supporting snow removal equipment, aircraft rescue and firefighting equipment, and the occasional passage of aircraft without causing structural damage to the aircraft; and (4) free of objects, except for objects that need to be located in the runway safety area because of their function. Objects higher than 3 inches (7.6 cm) above grade should be constructed, to the extent practicable, on low impact resistant supports (frangible mounted structures) of the lowest practical height with the frangible point no higher than 3 inches (7.6 cm) above grade. Other objects, such as manholes, should be constructed at grade. In no case should their height exceed 3 inches (7.6 cm) above grade. b. Construction Standards. Compaction of runway safety areas shall be to FAA specification P-152 found in AC 150/ c. Sub-standard RSAs. RSA standards cannot be modified or waived like other airport design standards. The dimensional standards remain in effect regardless of the presence of natural or man-made objects or surface conditions that might create a hazard to aircraft that leave the runway surface. Facilities, including NAVAIDs, that would not normally be permitted in an RSA should not be installed inside the standard RSA dimensions even when the RSA does not meet standards in other respects. A continuous evaluation of all practicable alternatives for improving each sub-standard RSA is required until it meets all standards for grade, compaction, and object frangibility. FAA Order , Runway Safety Area Program, explains the process for conducting this evaluation. Each FAA regional Airports division manager has a written determination of the best practicable alternative(s) for improving each RSA. Therefore, runway and RSA improvement projects must comply with the determination of the FAA regional Airports division manager. Chap 3 21 C-79

82 AC 150/ CHG 8 9/30/04 d. Threshold Displacement. Incremental improvements that involve the displacement of a landing threshold need to be carefully planned so that they do not incur unnecessary costs or create situations that could compromise operational safety. (1) Runway thresholds that are displaced temporarily pending the planned relocation of objects (such as Localizer antennas) should consider the extra costs associated with re-arranging the runway lights, approach lights and navigational aids. (2) The displacement of a threshold that does not also include relocation of the lead-in taxiway can create an undesirable and confusing operating environment for the pilot. (See paragraph 204.) e. Allowance for Navigational Aids. The RSA is intended to enhance the margin of safety for landing or departing aircraft. Accordingly, the design of an RSA must account for navigational aids that might impact the effectiveness of the RSA: (1) RSA grades sometimes require approach lights to be mounted on massive towers that could create a hazard for aircraft. Therefore, consider any practicable RSA construction to a less demanding grade than the standard grade to avoid the need for massive structures. (2) Instrument landing system (ILS) facilities (glide slopes and localizers) are not usually required to be located inside the RSA. However, they do require a graded area around the antenna. (See chapter 6 for more information on the siting of ILS facilities.) RSA construction that ends abruptly in a precipitous drop-off can result in design proposals where the facility is located inside the RSA. Therefore, consider any practicable RSA construction beyond the standard dimensions that could accommodate ILS facilities if and when they are installed OBSTACLE FREE ZONE (OFZ). The OFZ clearing standard precludes taxiing and parked airplanes and object penetrations, except for frangible visual NAVAIDs that need to be located in the OFZ because of their function. The runway OFZ and, when applicable, the precision OFZ, the inner-approach OFZ, and the inner-transitional OFZ comprise the obstacle free zone (OFZ). Figures 3-2, 3-3, 3-4, 3-5,and 3-6 show the OFZ. a. Runway OFZ (ROFZ). The runway OFZ is a defined volume of airspace centered above the runway centerline. The runway OFZ is the airspace above a surface whose elevation at any point is the same as the elevation of the nearest point on the runway centerline. The runway OFZ extends 200 feet (60 m) beyond each end of the runway. Its width is as follows: exclusively: (1) For runways serving small airplanes (a) 300 feet (90 m) for runways with lower than 3/4-statute mile (1 200 m) approach visibility minimums. (b) 250 feet (75 m) for other runways serving small airplanes with approach speeds of 50 knots or more. (c) 120 feet (36 m) for other runways serving small airplanes with approach speeds of less than 50 knots. (2) For runways serving large airplanes, 400 feet (120 m). b. Inner-approach OFZ. The inner-approach OFZ is a defined volume of airspace centered on the approach area. It applies only to runways with an approach lighting system. The inner-approach OFZ begins 200 feet (60 m) from the runway threshold at the same elevation as the runway threshold and extends 200 feet (60 m) beyond the last light unit in the approach lighting system. Its width is the same as the runway OFZ and rises at a slope of 50 (horizontal) to 1 (vertical) from its beginning. c. Inner-transitional OFZ. The inner-transitional OFZ is a defined volume of airspace along the sides of the runway OFZ and inner-approach OFZ. It applies only to runways with lower than 3/4-statute mile (1 200 m) approach visibility minimums. (1) For runways serving small airplanes exclusively, the inner-transitional OFZ slopes 3 (horizontal) to 1 (vertical) out from the edges of the runway OFZ and innerapproach OFZ to a height of 150 feet (45 m) above the established airport elevation. (2) For runways serving large airplanes, separate inner-transitional OFZ criteria apply for Category (CAT) I and CAT II/III runways. (a) For CAT I runways, the innertransitional OFZ begins at the edges of the runway OFZ and inner-approach OFZ, then rises vertically for a height "H", and then slopes 6 (horizontal) to 1 (vertical) out to a height of 150 feet (45 m) above the established airport elevation. 1) In U.S. customary units, H feet = (S feet ) (E feet ). 2) In SI units, H meters = (S meters ) (E meters ). 3) S is equal to the most demanding wingspan of the airplanes using the runway and E is equal to the runway threshold elevation above sea level. (b) For CAT II/III runways, the innertransitional OFZ begins at the edges of the runway OFZ and inner-approach OFZ, then rises vertically for a height "H", then slopes 5 (horizontal) to 1 (vertical) out to a 22 C-80 Chap 3

83 1/3/08 AC 150/ CHG 12 Table 3-1. Runway design standards for aircraft approach category A & B visual runways and runways with not lower than 3/4-statute mile (1,200 m) approach visibility minimums (Refer also to Appendix 16 for the establishment of new approaches) ITEM DIM 1/ AIRPLANE DESIGN GROUP I2/ I II III IV Runway Length A - Refer to paragraph Runway Width B 60 ft 60 ft 75 ft 100 ft 150 ft 18 m 18 m 23 m 30 m 45 m Runway Shoulder Width 10 ft 10 ft 10 ft 20 ft 25 ft 3 m 3 m 3 m 6 m 7.5 m Runway Blast Pad Width 80 ft 80 ft 95 ft 140 ft 200 ft 24 m 24 m 29 m 42 m 60 m Runway Blast Pad Length 60 ft 100 ft 150 ft 200 ft 200 ft 18 m 30 m 45 m 60 m 60 m Runway Safety Area Width C 120 ft 120 ft 150 ft 300 ft 500 ft 36 m 36 m 45 m 90 m 150 m Runway Safety Area Length Prior to Landing Threshold 3/, 4/ 240 ft 72 m 240 ft 72 m 300 ft 90 m 600 ft 180 m 600 ft 180 m Runway Safety Area Length P 240 ft 240 ft 300 ft 600 ft 1,000 ft Beyond RW End 3/, 4/ 72 m 72 m 90 m 180 m 300 m Obstacle Free Zone Width and Length Runway Object Free Area Width Runway Object Free Area Length Beyond RW End 5/ - Refer to paragraph Q 250 ft 400 ft 500 ft 800 ft 800 ft 75 m 120 m 150 m 240 m 240 m R 240 ft 240 ft 300 ft 600 ft 1,000 ft 72 m 72 m 90 m 180 m 300 m 1/ Letters correspond to the dimensions on figures 2-1 and 2-3. Use this table only when both ends of the runway provide not lower than ¾-statute mile approach visibility minimums. 2/ These dimensional standards pertain to facilities for small airplanes exclusively. 3/ The runway safety area (RSA) length begins at each runway end when a stopway is not provided. When a stopway is provided, the length begins at the stopway end. 4/ The standard RSA length beyond the runway end may be reduced to the standard RSA length prior to landing threshold if a standard Engineered Materials Arresting System (EMAS) is provided. To qualify for this reduction, the EMAS installation must provide the ability to stop the critical aircraft exiting the end of the runway at 70 knots, and the runway must provide either instrument or visual vertical guidance for approaches in the opposite direction. See AC 150/ / The runway object free area length beyond the end of the runway never exceeds the standard RSA length beyond the runway end as provided by note 4 above. Chap 3 25 C-81

84 AC 150/ CHG 12 1/3/08 Table 3-2. Runway design standards for aircraft approach category A & B runways with lower than 3/4-statute mile (1,200 m) approach visibility minimums (Refer also to Appendix 16 for the establishment of new approaches) ITEM DIM 1/ AIRPLANE DESIGN GROUP I2/ I II III IV Runway Length A - Refer to paragraph Runway Width B 75 ft 100 ft 100 ft 100 ft 150 ft 23 m 30 m 30 m 30 m 45 m Runway Shoulder Width 10 ft 10 ft 10 ft 20 ft 25 ft 3 m 3 m 3 m 6 m 7.5 m Runway Blast Pad Width 95 ft 120 ft 120 ft 140 ft 200 ft 29 m 36 m 36 m 42 m 60 m Runway Blast Pad Length 60 ft 100 ft 150 ft 200 ft 200 ft 18 m 30 m 45 m 60 m 60 m Runway Safety Area Width C 300 ft 300 ft 300 ft 400 ft 500 ft 90 m 90 m 90 m 120 m 150 m Runway Safety Area Length Prior to Landing Threshold 3/, 4/ 600 ft 180 m 600 ft 180 m 600 ft 180 m 600 ft 180 m 600 ft 180 m Runway Safety Area Length P 600 ft 600 ft 600 ft 800 ft 1,000 ft Beyond RW End 3/ 180 m 180 m 180 m 240 m 300 m Obstacle Free Zone Width and Length Runway Object Free Area Width Runway Object Free Area Length Beyond RW End 5/ - Refer to paragraph Q 800 ft 800 ft 800 ft 800 ft 800 ft 240 m 240 m 240 m 240 m 240 m R 600 ft 600 ft 600 ft 800 ft 1,000 ft 180 m 180 m 180 m 240 m 300 m 1/ Letters correspond to the dimensions on figures 2-1 and 2-3. Use this table for both ends of the runway even when one end does not have lower than ¾-statute mile visibility minimums. 2/ These dimensional standards pertain to facilities for small airplanes exclusively. 3/ The runway safety area (RSA) length begins at each runway end when a stopway is not provided. When a stopway is provided, the length begins at the stopway end. 4/ The standard RSA length beyond the runway end may be reduced to the standard RSA length prior to landing threshold if a standard Engineered Materials Arresting System (EMAS) is provided. To qualify for this reduction, the EMAS installation must provide the ability to stop the critical aircraft exiting the end of the runway at 70 knots, and the runway must provide either instrument or visual vertical guidance for approaches in the opposite direction. See AC 150/ / The runway object free area length beyond the end of the runway never exceeds the standard RSA length beyond the runway end as provided by note 4 above. 26 C-82 Chap 3

85 1/3/08 AC 150/ CHG 12 Table 3-3. Runway design standards for aircraft approach categories C & D (Refer also to Appendix 16 for the establishment of new approaches) DIM AIRPLANE DESIGN GROUP ITEM 1/ I II III IV V VI Runway Length A - Refer to paragraph Runway Width B 100 ft 100 ft 100 ft 2/ 150 ft 150 ft 200 ft 30 m 30 m 30 m 2/ 45 m 45 m 60 m Runway Shoulder Width 3/ 10 ft 10 ft 20 ft 2/ 25 ft 35 ft 40 ft 3 m 3 m 6 m 2/ 7.5 m 10.5 m 12 m Runway Blast Pad Width 120 ft 120 ft 140 ft 2/ 200 ft 220 ft 280 ft 36 m 36 m 42 m 2/ 60 m 66 m 84 m Runway Blast Pad Length 100 ft 150 ft 200 ft 200 ft 400 ft 400 ft 30 m 45 m 60 m 60 m 120 m 120 m Runway Safety Area Width 4/ C 500 ft 500 ft 500 ft 500 ft 500 ft 500 ft 150 m 150 m 150 m 150 m 150 m 150 m Runway Safety Area Length Prior to Landing Threshold 5/, 6/ 600 ft 600 ft 600 ft 600 ft 600 ft 600 ft 180 m 180 m 180 m 180 m 180 m 180 m Runway Safety Area Length Beyond RW End 5/, 6/ P 1,000 ft 1,000 ft 1,000 ft 1,000 ft 1,000 ft 1,000 ft 300 m 300 m 300 m 300 m 300 m 300 m Obstacle Free Zone Width and Length - Refer to paragraph Runway Object Free Area Width Q 800 ft 800 ft 800 ft 800 ft 800 ft 800 ft 240 m 240 m 240 m 240 m 240 m 240 m Runway Object Free Area Length Beyond RW End 7/ R 1,000 ft 1,000 ft 1,000 ft 1,000 ft 1,000 ft 1,000 ft 300 m 300 m 300 m 300 m 300 m 300 m 1/ Letters correspond to the dimensions on figures 2-1 and / For Airplane Design Group III serving airplanes with maximum certificated takeoff weight greater than 150,000 pounds (68,100 kg), the standard runway width is 150 feet (45 m), the shoulder width is 25 feet (7.5 m), and the runway blast pad width is 200 feet (60 m). 3/ Design Groups V and VI normally require stabilized or paved shoulder surfaces. 4/ For Airport Reference Code C-I and C-II, a runway safety area width of 400 feet (120 m) is permissible. 5/ The runway safety area (RSA) length begins at each runway end when a stopway is not provided. When a stopway is provided, the length begins at the stopway end. 6/ The standard RSA length beyond the runway end may be reduced to the standard RSA length prior to landing threshold if a standard Engineered Materials Arresting System (EMAS) is provided. To qualify for this reduction, the EMAS installation must provide the ability to stop the critical aircraft exiting the end of the runway at 70 knots, and the runway must provide either instrument or visual vertical guidance for approaches in the opposite direction. See AC 150/ / The runway object free area length beyond the end of the runway never exceeds the standard RSA length beyond the runway end as provided by note 6 above. Chap C-83

86 AC 150/ CHG 10 9/29/06. Rescue and firefighting access roads are normally needed to provide unimpeded two-way access for rescue and firefighting equipment to potential accident areas. Connecting these access roads, to the extent practical, with the operational surfaces and other roads will facilitate aircraft rescue and firefighting operations. a. Recommendation. It is recommended that the entire runway safety area (RSA) and runway protection zone (RPZ) be accessible to rescue and firefighting vehicles so that no part of the RSA or RPZ is more than 330 feet (100 m) from either an all weather road or a paved operational surface. Where an airport is adjacent to a body of water, it is recommended that boat launch ramps with appropriate access roads be provided. b. All Weather Capability. Rescue and firefighting access roads are all weather roads designed to support rescue and firefighting equipment traveling at normal response speeds. Establish the widths of the access roads on a case-by-case basis considering the type(s) of rescue and firefighting equipment available and planned at the airport. The first 300 feet (90 m) adjacent to a paved operational surface should be paved. Where an access road crosses a safety area, the safety area standards for smoothness and grading control. For other design and construction features, use local highway specifications. c. Road Usage. Rescue and firefighting access roads are special purpose roads that supplement but do not duplicate or replace sections of a multi-purpose road system. Restricting their use to rescue and firefighting access equipment precludes their being a hazard to air navigation. 24 C-84 Chap 3

87 Portions of this AC are under review for update. Please contact the National Planning and Environmental Division for assistance. U.S. Department of Transportation Federal Aviation Subject: PLANNING AND DESIGN GUIDELINES FOR AIRPORT TERMINAL FACILITIES Date: AC No: Initiated 100 change: 1. PURPOSE. This advisory circular (AC) provides guidelines for the planning and design of airport terminal buildings and related access facilities. 2. CANCELLATION. The following advisory circulars are canceled: a. AC Airport Terminal Building Development with Federal Participation, dated October 5, b. AC Planning and Design Considerations for Airport Terminal Building Development, dated October 5, RELATED READING MATERIAL. Appendix 1 contains a listing of documents with supplemental material relating to the planning and design of airport terminal facilities and how they may be obtained. Leonard E. Mudd Director, of Airport Standards C-85

88 AC CHG Reserved I Planning Studies Circulations System Configurations Terminal Curb Areas Public Parking Facilities Employee and Tenant Parking Public Transportation and Rental Car Areas Access System Signs Transit System Links and Automated People Mover (APM) Systems Reserved Financial Assistance Special Requirements Proration of Terminal Building Development Costs Bond Retirement Application of Federal Guidance Reserved Appendix 1. Appendix 2. Appendix 3. Bibliography (2 pages) Project Planning and Design (16 pages) Federal Inspection Services Approval Offices (1 page) Figure l-l Terminal Siting/Runway Configuration Relationships Figure l-2 Functional View of an Airport... I Figure 2-l Hypothetical Aircraft Schedule and Arriving Passenger/Visitor Population Plot... 8 Figure 2-2 Percent of Daily Operations in Peak Hour vs Annual Passengers Figure 2-3 Percent of Daily Passengers in Peak Hour vs Annual Passengers Figure 2-4 Estimated Peak Hour Operations vs Annual Passengers Figure 3-l Functional Adjacency Diagram Figure 3-2 Functional Adjacency Matrix Figure Figure Figure 3-5 The Satellite Concept Figure 3-6 The Transporter Concept Figure 3-7 Concept Combinations and Variations C-86

89 AC b. Segmented Layout. Division of the terminal building into originating and terminating passenger sides or grouping of airlines on either side of building achieves flow separation on a horizontal basis. Originating passengers use one set of terminal roads.and terminating passengers the other; or ic airlines may group themselves on either side of the terminal unit. Orlando International, Jacksonville, and Greater Cincinnati airports use this type of ground access system layout called the segmented ground access concept. (See Figure 9-3.) This permits expansion through terminal unit extension with retention of the same ground access system concept. c. Decentralized Layout. When the terminal complex consists of unit terminal buildings, vehicle flow separation on terminal access and frontage roads is possible. Airport access and terminal. access roads funnel traffic to and from separate terminal facilities. Parking and car rental facilities are grouped on a terminal unit basis. Examples of this type of system use, the decentralized ground access concept, include Kennedy International and Kansas City International airports. (See Figure 9-4.) Expansion of the system is by addition of terminal units around the terminal access road with separate terminal frontage roads. d. Unitized Layout. In some cases, the terminal system may consist of a series of terminal building located in linear fashion. Access is from a centrally located roadway. Dallas-Fort Worth International and Houston Intercontinental airports use this type of system, the unitized ground access system concept. (See. Figure 9-5.) System expansion is usually accomplished by adding terminal units between terminal area access roads AIRPORT ROADS. The four types of airport roads are primary airport access roads, terminal area access roads, terminal frontage roads, and service roads. a. Primary airport access roads provide access to the airport from the neighboring community road system. A capacity lane of 700 to 800 vehicles per- hour should be provided for at-grade interrupted flow conditions. This value approximates the flow relationship for urban arterial highways with signalized intersections; average speed range of 20 to 25 miles per hour (30 to 35 km/h); and, a demand volume to capacity ratio of approximately For limited access highways with grade separations under uninterrupted flow conditions, the recommended design is one lane for each 1,200 to 1,600 vehicles per hour. This value approximates the flow relationship for urban freeways; average speeds from 40 to 50 miles per hour (60 to 80 km/h); and a demand volume to capacity ratio approximating A lane width of 12 feet (3.6 m), with a minimum of two lanes in each direction, is recommended. b. Terminal area access roads service airport passengers, visitors, and employees and connect primary airport access roads with terminal buildings facilities. These roads should be sufficiently long to permit smooth channeling of traffic into appropriate lanes for safe access to terminal curbs, parking lots, and other public facilities. To avoid driver confusion, ample separation should be provided at locations where drivers must make directional choices. Not more than two choices should be required of a driver at any location. Traffic circulation in front of the terminal should, normally, be one-way and counter-clockwise for convenience of right-side loading and unloading of vehicles. Recirculation of vehicles to the passenger terminal should be permitted by providing sections to link the ingress and egress lanes of the access road. When several buildings exist, it may be advisable to provide more than one terminal road. 114 C-87

90 AC streams should be separgted at an early stage with appropriate signing to avoid congestion and assure lower traffic volumes on each of the terminal frontage roads. Terminal area access roads should be planned to accommodate 900 to 1,000 vehicles per lane per hour. A minimum of two 12 foot (3.6 m) lanes should be provided. For recirculation roads, each lane should serve 600 vehicles per hour. If only one recirculation lane is provided, its width should be 20 feet (6 m) to accommodate stalled vehicles. For multiple recirculation lanes, the standard lane width is 12 feet (3.6 m). c. Terminal frontage roads distribute vehicles directly to terminal buildings. considerable merging from through lanes to and from the occurs these roadways, at least lanes should be provided adjacent to the curb. The inside lane, sized at 8 feet (2.4 m), provides terminal curbfrontage and the 12 foot (3.6 m) outside lane serves through traffic and maneuvering to the terminal curbfrontage. While planned capacity for the outside lane should be 300 vehicles per hour, the inside lane is considered to have no throughput capacity. Additional 12 foot (3.6 m) through lanes should be provided at a rate of 600 vehicles per lane per hour. The terminal frontage is a critical element in the performance of the airport ground access system. Accordingly, to avoid the dongestion caused by the inevitable double parking, a minimum of four lanes adjacent to the terminal curb is recommended. Four lanes are also recommended when terminal arrivals and departures are on the same level. (See Figures 9-6 and 9-7.) d. Service roads are divided into two user categories general and restricted. (1) General-use service roads are used for the delivery of goods, services, air cargo, flight kitchen. supplies, and the like. At very large airports, to relieve congestion on airport terminal access roads, it is desirable to provide service road entrances and interchanges either before or shortly after entering the airport site. At low activity airports, the service and primary access roads may be coincidental. Restricted-use service roads and traffic lanes are limited to such traffic as maintenance, tire and rescue, fuel, baggage, freight, and aircraft service vehicles. Those roads or sections of roads providing access to aircraft operating and parking areas require control points for adequate area security. The recommended hourly lane capacity is 600 to 1,200 vehicles. Since a major portion of road traffic is from trucks, the lower value should be used in preliminary design. The typical vehicle speed is 15 to 20 miles (25 to 33 km) per hour and frequent curb cuts are required for access to airport service facilities. Usually, these roads are two-way in nature with 12 foot (3.6 m) lane widths., 118 C-88

91 U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION SUBJ: Airport Improvement Program Handbook ORDER C Effective Date: June 28, PURPOSE. This Order provides guidance and sets forth policy and procedures to be used in the administration of the Airport Improvement Program. Several FAA Orders and Advisory Circulars are referred to in this directive. The references appear as the basic publication number without any suffix. However, the latest issuance of the publication should be used as the reference. 2. DISTRIBUTION. This Order is distributed electronically to all addresses of the ZRP-510 special distribution list and to all Airports District Offices. 3. CANCELLATION AND EXPLANATION OF CHANGES. Order B, Airport Improvement Program Handbook, dated May 31, 2002, and Change 1, dated January 8, 2004, are cancelled. In addition, Order B, Change 2 dated May 16, 2005 replaced in its entirety. Except for an updated cover, Order C is identical to the Change 2, which both include new policy changes within Vision 100 Century of Flight Authorization Act of 2003, Public Law FORMS AND REPORTS. Virtually all forms and reports are generated by the Airport Improvement Program grants management system. Eventually, all forms will be automated as we move to e-commerce. Most of the forms depicted in the Appendices are in digital format and can be completed in a word processing program. Hard copies of many of the forms will continue to be available as long as needed. When we transition to electronic processing of the grant program, all forms will be available on the web and will be available for sponsors to complete and submit online. Dennis E. Roberts Director, Airport Planning and Programming Distribution: Electronically to ZRP-510: A-FAS-1 (MAX) Initiated By: APP C-89

92 RECORD OF CHANGES DIRECTIVE NO C REC NO CHANGE TO BASIC SUPPLEMENTS OPTIONAL CHANGE TO BASIC SUPPLEMENTS OPTIONAL C-90

93 June 28, 2005 Order C FOREWORD 1. PURPOSE. This Order provides guidance and sets forth policy and procedures to be used in the administration of the Airport Improvement Program. Several FAA Orders and Advisory Circulars are referred to in this directive. The references appear as the basic publication number without any suffix. However, the latest issuance of the publication should be used as the reference. 2. DISTRIBUTION. This Order is distributed electronically to all addressees of the ZRP-510 special distribution list and to all Airports District Offices. 3. CANCELLATION AND EXPLANATION OF CHANGES. Order B, Airport Improvement Program Handbook, dated May 31, 2002, and Change 1, dated January 8, 2004, are cancelled. In addition, Order B, Change 2 dated May 16, 2005 is replaced in its entirety. Except for an updated cover, Order C is identical to the Change 2, which both include new policy changes within Vision Century of Flight Authorization Act of 2003, Public Law FORMS AND REPORTS. Virtually all forms and reports are generated by the Airport Improvement Program grants management system. Eventually, all forms will be automated as we move to e-commerce. Most of the forms depicted in the Appendices are in digital format and can be completed in a word processing program. Hard copies of many of the forms will continue to be available as long as needed. When we transition to electronic processing of the grant program, all forms will be available on the web and will be available for sponsors to complete and submit online. Dennis E. Roberts Director, Airport Planning and Programming Page i C-91

94 June 28, 2005 Order C Chapter 3. Project Eligibility, Allowable Costs, Priority, and Donations 27 Section 1. Project Eligibility General Project Eligibility Requirements Prohibitions Environmental Requirements Off Airport Work Works of Art Relocation or Modification of FAA Facilities Pavement Evaluations Equipment Procurement under Planning Grants Reserved Section 2. Allowable/Nonallowable Costs Allowable Project Costs Nonallowable Project Costs Reserved Section 3. Priority System National Priority System Reserved Section 4. Donations, Contributions, and Loans General Land Donated to Sponsors Labor, Material, Equipment, and Services Donated to Sponsors Treatment of Donation Credits in the Grant Agreement Reserved Chapter 4. Planning Projects 41 Section 1. Planning Project Scope and Eligibility The Planning Process Eligible Planning Projects The Airport Capital Improvement Plan (ACIP) Planning Work Scope Requirements Eligible Study Elements and Activities System Planning Elements Master Planning Elements Reserved Section 2. Planning Project Application General Pre-Planning Conference Preparation of Application Review and Approval of Application Reserved Section 3. Planning Project Accomplishment Consultant Contracts FAA Role in Consultant Selection Contract Review and Approval Procurement Deficiencies Purchase of Equipment Project Monitoring, Coordination, and Reports Suspension and Termination Final Planning Reports FAA Approval Actions FAA Acceptance of Projects Page iv C-92

95 June 28, 2005 Order C 430. Audits Reserved Chapter 5. Airfield Construction and Equipment Projects 61 Section 1. General Eligibility and Project Requirements Project Eligibility Reconstruction Versus Maintenance National Airspace System Requirements Transition to Satellite Navigation Innovative Technology and Finance Airfield Project Justification Project Standards and Design Commissioning and Decommissioning Airfield Facility Life-Cycle Airport Costs Reserved Section 2. Site Preparation General Existing Facility Improvements New Airport, Major Runway Projects, and Military Airport Conversions Safety Areas Site Preparation for F&E Installations Utilities and Fuel Farms Proration of Site Preparation Work Reserved Section 3. Management of Airfield Paving Projects General Runways Helicopter and Tilt-Rotor Facilities Ultralight Facilities Seaplane Bases Taxiways Apron Areas and Related Facilities Airfield Service Roads Reserved Section 4. Airfield Lighting and Surface Movement General Airfield Marking and Remarking Airfield Signage Installation and Alteration of Airfield Lighting Runway, Heliport, and Vertiport Lighting Taxiway and Apron Lighting Surface Movement Guidance and Control System Other Airfield Lighting and Marking Electrical Power Reserved Section 5. Safety, Security, and Related Projects Federal Aviation Regulation Part 139 and Title 49 CFR, Part Safety Equipment Security Projects Snow and Ice Control Equipment Aircraft Ground Deicing and Anti-Icing Equipment Friction Measuring Devices Training Systems C-93 Page v

96 June 28, 2005 Order C The preparation of this document may have been supported, in part, through the Airport Improvement Program financial assistance from the Federal Aviation Administration (Project Number ) as provided under Title 49 U.S.C., Section The contents do not necessarily reflect the official views or policy of the FAA. Acceptance of this report by the FAA does not in any way constitute a commitment on the part of the United States to participate in any development depicted therein nor does it indicate that the proposed development is environmentally acceptable or would have justification in accordance with appropriate public laws SUSPENSION AND TERMINATION. See Chapter 11, Section 6, for suspension and termination of grants FINAL PLANNING REPORTS. The sponsor s final planning reports or other products shall be reviewed and coordinated within FAA as necessary to ensure previous comments have been addressed adequately. a. Completion of Project Elements. On completion of a planning project, phase, or element, the sponsor will submit copies of the final reports and graphics to the FAA. Sponsors should be held accountable for each final product identified in the scope of work. b. FAA Distribution of Plans. Each completed product shall be distributed within FAA for use as appropriate. In addition, a copy of final summary documents for system plan projects and final master planning reports with the ALP for hub airports that have 0.25 percent of enplanements (medium and large hubs) shall be transmitted to APP-400. c. Incomplete Planning. Sponsors should be notified of incomplete planning in the project at the time of FAA approval actions described in Paragraph FAA APPROVAL ACTIONS. FAA approval of project elements is an opportunity to properly establish the national implications of State, MPO, and local airport decisions. The FAA should limit its formal approvals to elements of a study that may require FAA action. FAA review and approval of sponsor submissions should consider whether the report content and format are adequate. Sponsor and FAA approvals may be required by the field office at key decision points during the planning process to facilitate plan implementation. a. Aviation Forecasting. Sponsor-approved aviation forecasts establish the justification for approval of the airport layout plan and development projects. FAA should review sponsor forecasts to ensure they are appropriate and provide an adequate justification for the airport planning and development. The study should include data supporting the forecasts, including information that can be used as a basis to update the Terminal Area Forecast (TAF). When the forecast is different from the TAF (5-year differences of 10 percent and more, or 10-year differences of 15 percent and more, or any difference that affects timing and/or cost of development in the NPIAS/ALP), differences must be resolved. If the variance does not result in such change, then the FAA may accept the forecast without further coordination. (1) Required Documentation. Legitimate policy differences exist between local, MPO, State, and national or private organizations that will result in different aviation forecasts. To resolve a significant difference, planning forecasts may be forwarded to APP-400 for review. Resolution of the differences may result in changes in the TAF, the planning study, or both. (a) Letters of support should be requested from airport users whenever a proposal is beyond that justified by a lease or commitment to use the project. Users should be asked to describe their plans or anticipated activity by the most demanding airplane, or critical aircraft. More than one critical aircraft may control the design of any specific airport s different facility features, such as runway length, strength Page 56 C-94

97 June 28, 2005 Order C of paved areas or lateral separations in airfield layout. A critical design aircraft is that airplane using (or is highly likely to use) the airport on a regular basis. A regular basis is at least 500 annual itinerant operations. See critical aircraft approach speed, wingspan, and weight in Chapter 1, AC 150/ (b) In the absence of appropriate documentation, sponsors should be notified about the forecast differences and information required to receive FAA endorsement for a project. (2) Endorsement of Forecasts. Forecasts adopted by a sponsor should receive some form of FAA concurrence (or non-concurrence) before subsequent elements of the study are initiated to facilitate the follow-on planning work (See Paragraph 403b). The degree of FAA endorsement of project justification will determine NPIAS entry, changes in airport role, approving development on the ALP, and work included in the current year ACIP. The activity levels used for accepting the NPIAS roles apply to forecast endorsement, and Order describes procedures for field formulation of the NPIAS. If appropriate coordination of forecasts is not completed, the inaction may cause problems with later airport development projects. The lack of FAA acceptance of forecasts may delay any further planning or capital improvements depending on them. b. Site Selection. Planning projects that include site selection as an element in a full master plan study normally require a tentative approval of the site before proceeding with subsequent elements. (1) Site Approval Process. Site approval should be made by the sponsor and FAA after considering the airspace determination, field inspection, site utility, preliminary environmental findings, public testimony, and other pertinent factors (See Paragraph 403b). Completion of the tentative FAA site approval process is necessary before permitting the sponsor to proceed with subsequent master planning. It may also be appropriate to use multi-grant procedures, such as focusing on aeronautical aspects initially and completing detailed environmental assessment when alternatives have been narrowed. Once a tentative or final site approval is made, the sponsor should be notified in writing. If approval is conditional for environmental or other reasons, this fact should be clearly stated. (2) Prior Federal Involvement. Many airport sites are identified within the NPIAS and other FAA documents as new locations because the approval has not been made. However, site approval may be determined to be unnecessary for sites with substantial federally approved development or prior involvement. For instance, a former military airport would need a base conversion study rather than the sponsor s site approval process. c. Environmental Assessment. An environmental assessment (EA) is normally prepared for proposed airport development when it appears likely that a project requiring the EA will occur within five years. When such a report is submitted as part of a planning project, it should be completed and processed in accordance with Orders and on policies as well as procedures for considering environmental impacts. FAA may elect to delay the processing of an EA. In such a case, the sponsor should be informed of reasons for the delay. Reevaluation of the EA is necessary in accordance with the time limitations prescribed in Order d. Airport Layout Plan. A current ALP that has sponsor and FAA approval from the standpoint of the safety, utility, and efficiency of the airport is required by Title 49 U.S.C., Section 47107(a)(16). ALPs are the key documents for coordinating between off-airport parties, private users, the financial community, airports, local or State agencies, and Federal program offices. The ALP is needed by many Federal offices including Flight Standards, Flight Procedures, Airway Facilities, NAS Implementation, Air Traffic, Runway Safety, Logistics, Civil Aviation Security, and the Transportation Security Administration (TSA). The Airports Division is responsible for inter-division coordination of airport layout planning. Adequate review and coordination of airport plans prior to FAA approval establishes the basis for use of the ALP. (1) ALP Preparation. The sponsor s ALP should incorporate an airport airspace plan (See Advisory Circular 150/ ), runway protection zone plan, and a property inventory map (See Order C-95 Page 57

98 June 28, 2005 Order C on airport compliance requirements). ALPs are normally current for a five-year period unless major changes at the airport have been made or are planned. ALPs may be determined to be current beyond that period without revisions if no changes have occurred or are planned and if the ALP meets current design standards. (2) Review and Coordination. FAA review and coordination of the ALP will cover Federal interests and must consider any required coordination that was not completed at the local or state level. FAA may request additional information from sponsors, preferably at one time within the review period, to add detail needed for ALP approval. Airport sponsors should be alerted to the delay or disapproval of agency action when requested information is not provided. (3) Timing of Approval. Due to the length of time involved for Federal ALP approval actions, several forms of letters or notices to the sponsor approving airport development on layout plans may be used (See Paragraph 403b). (a) Conceptual Approval. Conceptual approval may be made, if necessary, to avoid unreasonably delaying the sponsor in the absence of detailed planning. (b) First-Time Approval. First-time approval actions may be taken for those airports where an ALP has not been previously approved. First-time approval is normally the culmination of a major study process, including interagency review and discussion between the interested parties. (c) Informal Revisions. The informal revisions of a minor nature should be noted on the ALP by pen and ink based on supporting documentation referenced on the drawing rather than frequently re-approving as-built conditions. The supporting documentation should identify sponsor and FAA documents that approve the revision, and any safety implications of the change must be described. Regions may require revisions of drawings at any time to provide working tools that would not be approved. For instance, an ALP drawing with a small building that is not identified within the approved plan could be sent before or after the FAA s conduct of airspace studies and determination for it. Likewise, a similar sheet could be provided with minor new airport engineering or geodetic surveying data that needs to be noted on the approved ALP by pen and ink as well as reflected within the FAA s airport master record. (d) Formal Revisions. Formal revisions shall be approved periodically for major changes to the airport and the existing ALP. Several years may lapse between each formal revision since it normally involves the substantial degree of study, review, and discussion as first-time ALP approval. (4) Approval Conditions. Conditions of ALP approval will be explained in writing to the sponsor and clearly indicated on the plan. Approval of an ALP must be in accordance with environmental criteria in Order (the airport environmental handbook) and current regulations and design standards unless modified as prescribed in Order (approval level for modification of agency airport design and construction standards). The approval letter must include the disclaimer statement regarding Federal financial participation in Paragraph 425b. Statements should be added concerning sponsor action required on land use planning for the airport vicinity and the need for airport layout planning to be compatible with Federal facilities (See standard grant assurances). A statement should also identify proposed development that is not sufficiently justified. (5) Use of ALP. ALPs are the graphic representation of policies on current and future airport development as formally adopted by the sponsor and approved by FAA. Planning, budgeting, and implementation for FAA activities on airports will be based on the sponsor s ALP. Before the Federal action on new development depicted on the ALP, appropriate conditions of ALP approval must be satisfied. FAA plans and programming must be changed to reflect each newly approved ALP as appropriate. Page 58 C-96

99 June 28, 2005 Order C made adequate provisions for financing airfield projects that are currently required before revenueproducing work. Alteration and repair of existing facilities depends upon potential environmental issues and whether such facilities have an adequate remaining useful life. If the proposal is for acquisition, alteration or repair of existing hangars, contact APP-520. (2) Certain other revenue-producing aeronautical support facilities at nonprimary airports may be allowable using entitlements. Contact APP-520 about such proposals other than the new fuel farms described in paragraph 515 and new hangars. (3) Non-revenue-producing automobile parking lots associated with a passenger terminal building or hangar at nonprimary airports may be allowable under 49 USC 47119(b)(5). The airport must certify any needed airport development project affecting safety, security or capacity will not be deferred due to the project. See paragraph 604 for additional eligibility criteria for nonprimary and other airports AIRFIELD SERVICE ROADS. Internal service roads located within the airfield area may be eligible if the road meets design standards and has resulted from a formal inter-division coordination. Also, see Chapter 6 about terminal area access roads and surface vehicle parking facilities. a. Service Roads. Service roads in airfield locations identified on the airport layout plan are eligible to separate airplanes and ground vehicles where desirable due to traffic volume, occasional mixing of surface vehicle with aircraft activity, or other safety considerations. Service roads may also be necessary for: (1) Aircraft rescue and fire fighting as determined by the airport certification safety inspection or an airport emergency response study; (2) Security in accordance with an FAA approved Title 49 CFR, Part 1542 plan; (3) Operation and maintenance of the airport; (4) Access to AIP-funded safety, security, and related facilities, including navigation aids approved under the AIP; and (5) Temporary access to the airfield for construction equipment; and (6) Necessary to improve runway safety and reduce the possibility of runway incursions. b. Roads Ineligible for Funding. Airfield roads along the airport fence, perimeter area, or not required for the functions described in Paragraph 527a, are ineligible unless the ineligible access is incidental to an approved AIP project. Other examples of ineligible roads include: (1) Access to F&E-funded facilities or equipment exclusively for operating and maintaining FAA projects; and (2) Roads exclusively serving non-aeronautical properties, areas, or facilities RESERVED. Section 4. A IRFIELD L IGHTING AND S URFACE M OVEMENT 530. GENERAL. Eligibility of airfield lighting equipment and other surface movement projects is dependent upon the visibility conditions under which the airport operates. Sponsors may choose to install retro-reflective Page 72 C-97

100 ORDER B National Policy Effective Date: September 30, 2009 SUBJ: FAA Airport Compliance Manual The Airport Compliance Program ensures airport sponsors' compliance with their federal obligations in the form of grant assurances, surplus and nonsurplus obligations, or other applicable federal law. The Airport Compliance Program is administered by the FAA headquarters Airport Compliance Division (ACO-100) based in Washington, DC. This handbook provides guidance to FAA personnel on interpreting and administering the various continuing commitments airport sponsors make to the U.S. Government when they accept grants of federal funds or federal property for airport purposes. The handbook (i) analyzes the various federal obligations set forth in legislatively mandated airport sponsor assurances, (ii) addresses the nature of the assurances and the application of the assurances in the operation of public use airports, and (iii) facilitates interpretation of the assurances by FAA personnel. This manual was designed to provide guidance to FAA personnel pertaining to the Federal Aviation Administration (FAA) Airport Compliance Program. Randall S. Fiertz Director Airport Compliance and Field Operations Division (ACO-1) Distribution: A-W(RP)-1 Initiated By: ACO-1 C-98

101 09/30/ B Chapter 6 - Rights and Powers and Good Title Part IV: Airports and Aeronautical Users 6.1. Introduction Airport Governance Structures Controlling Grant Assurances Interrelationship of Issues Assignment of Federal Obligations Rights and Powers Transfer to Another Eligible Recipient Transfer to the United States Government Delegation of Federal Obligations Subordination of Title New Sponsor Document Review Title and Property Interest Airport Management Agreements Airport Privatization Pilot Program Privatization Outside of the Airport Privatization Pilot Program through 6.20 reserved Chapter 7 - Airport Operations 7.1. Introduction Scope of Airport Maintenance Federal Obligations Grant Assurance 19, Operation and Maintenance Maintenance Procedures Criteria for Satisfactory Compliance with Grant Assurance 19, Operation and Maintenance Airport Pavement Maintenance Requirement Major Pavement Repairs Requirement to Operate the Airport Local Rules and Procedures Operations in Inclement Weather Availability of Federally Acquired Airport Equipment Part-time Operation of Airport Lighting Hazards and Mitigation Use of Airports by Federal Government Aircraft Negotiation Regarding Charges Land for Federal Facilities Federal Government Use during a National Emergency or War Airport Layout Plan (ALP) Exhibit "A" and Airport Property Map Access by Intercity Buses Temporary Closing of an Airport Transportation Security Administration (TSA) Security Requirements Page v C-99

102 09/30/ B Appendix O - Sample Minimum Standards for Commercial Aeronautical Activities Appendix P - Sample Airport Rules and Regulations Appendix Q - Reserved Appendix R - Airport Layout Plan (ALP) Appendix S - FAA Weight-Based Restrictions at Airports Appendix T - Sample FAA Letter on Replacement Airport Appendix U - Sample Joint-Use Agreement Appendix V - Sample Deed of Conveyance Appendix W - Reserved Appendix X - 14 CFR Part Appendix Y - Reserved Appendix Z - Definitions and Acronyms References Index Page xiv C-100

103 09/30/ B Chapter 7. Airport Operations 7.1. Introduction. This chapter contains guidance on sponsor responsibilities for operation and maintenance of their airports. It is the responsibility of the FAA airports district offices (ADOs) and regional airports divisions to ensure that the sponsors under their jurisdiction operate and maintain their airports in accordance with federal grant assurances and federal transfer agreement obligations, including those that implicate aircraft operations and airport safety. This chapter does not cover the additional requirements that Title 14 Code of Federal Regulations (CFR) Part 139, Certification of Airports, imposes on airports serving certificated scheduled air carriers. (Contact the FAA Airport Safety and Operations Division, AAS-300, in Washington DC, for additional information on Part 139 compliance matters.) In addition, this chapter does not cover grant agreement special conditions, such as specific project closeout actions Scope of Airport Maintenance Federal Obligations. a. Agreements Involved. Most airport agreements with the federal government impose on the sponsor a continuing federal obligation to preserve and maintain airport facilities in a safe and serviceable condition. An exception, however, may exist in transfer documents conveying federal lands under the authority of section 16 of the Federal Airport Act of 1946 (1946 Airport Act), section 23 of the Airport and Airway Development Act of 1970 (1970 Airport Act), and section 516 of the Airport and Airway Improvement Act of 1982 (AAIA). This current provision is codified at 49 U.S.C ). However, these transfers are normally followed with development grants that impose federal maintenance obligations. Where section 16, 23, or 516 conveyances are made under circumstances that do not involve a follow-on development agreement, the maintenance and operation assurances should be incorporated into the transfer document as a special condition. b. Airport Facilities to be Maintained. This section applies to all airport facilities shown on the Airport Layout Plan (ALP) as initially dedicated to aviation use by an instrument of transfer or federal grant agreement. Essentially this From a compliance standpoint, airport operations also encompass safety issues. For example, airport sponsors are required to inspect runways, taxiways, and other common-use paved areas at regular intervals to ensure compliance with operational and maintenance standards. Sponsors must make routine repairs, such as filling, sealing cracks, and repainting markings (as shown here) to prevent progressive pavement deterioration. (Photo: FAA) Page 7-1 C-101

104 09/30/ B means that the sponsor cannot discontinue maintenance of a runway or taxiway or any other part of the airport used by aircraft until the FAA formally relieves the sponsor of the federal maintenance obligation. The federal obligations of the sponsor remain in force throughout the useful life of the facility, but no longer than 20 years except for land that specifically obligates the airport in perpetuity. However, in all cases, the actual obligating documents should be reviewed to ensure the exact terms of the applicable applications. When a facility is no longer needed for the purpose for which it was developed, the ADO or regional airports division may determine that the facility s useful life has expired in less than 20 years; the FAA may then authorize abandoning the facility or converting it to another compatible purpose. For private airports, there is a minimum federal obligation of 10 years. If land was acquired with federal assistance, the federal obligation to maintain and operate the airport runs in perpetuity. Grants issued under programs preceding the Airport Improvement Program (AIP) may not always contain a perpetual obligation for land purchase, however, and the actual grant document should be reviewed. Most airport agreements impose on the sponsor a continuing federal obligation to preserve and maintain airport facilities in a safe and serviceable condition Grant Assurance 19, Operation and Maintenance. Grant Assurance 19, Operation and Maintenance, is the most encompassing federal grant assurance related to airport maintenance. It requires the sponsor to operate and maintain the airport s aeronautical facilities including pavement in a safe and serviceable condition in accordance with the standards set by applicable federal, state, and local agencies. FAA pavement guidance applies Maintenance Procedures. Generally, airport agreements require the sponsor to carry out a continuing program of preventive and remedial maintenance. The maintenance program is intended to ensure that the airport facilities are at all times in good and serviceable condition to use in the way they were designed. Advisory Circular (AC) 150/5380-7A, Airport Pavement Management Program, discusses the Airport Pavement Management System (APMS) concept, its essential components, and how it can be used to make cost-effective decisions about pavement maintenance and rehabilitation. The airport agreement may express or imply such maintenance requirements and include specific federal obligations such as: a. Frequently check all structures for deterioration and repair. b. Inspect runways, taxiways, and other common-use paved areas at regular intervals to ensure compliance with operational and maintenance standards, to prevent progressive pavement deterioration, and to make routine repairs such as filling and sealing cracks. Page 7-2 C-102

105 09/30/ B a. Field Lighting. If field lighting is installed, the sponsor must ensure that the field lighting and associated airport beacon and lighted wind and landing direction indicators are operated every night of the year or when needed. (See paragraph 7.12, Part-time Operation of Airport Lighting, in this chapter.) Properly maintaining marking, lighting, and signs can reduce the potential for pilot confusion and prevent a pilot deviation or runway incursion. b. Warnings. If any part of the airport is closed or if the use of any part of the airport is hazardous, the sponsor must provide warnings to users, such as adequate marking and issuing a Notice to Airmen (NOTAM). c. Safe Operations. The sponsor should adopt and enforce adequate rules, regulations, or ordinances as necessary to ensure safety and efficiency of aircraft operations and to protect the public using the airport. When a proposed action directly impacts the flight of an aircraft, that action should be coordinated with FAA Flight Standards and/or Air Traffic Control Local Rules and Procedures. One of the most important functions of local regulations is to control the use of the airport in a manner that will eliminate hazards to aircraft and people and structures on the ground. For example, if aircraft are allowed to park too close to an active runway, aircraft themselves become a hazard to other aircraft. Rules and procedures that implement FAA airport design standards will ensure adequate separation of aircraft during ground operations. To keep motorists, cyclists, pedestrians, and animals from inadvertently wandering onto the airfield or areas designated for aircraft maneuvering, the sponsor should install adequate controls such as fencing and signage. As in the operation of any public service facility, there should be adequate rules covering vehicular traffic, sanitation, security, crowd control, access to certain areas, and fire protection. The sponsor is also expected to control services such as fueling aircraft, storing hazardous materials, and spray painting at a public airport to protect the public. Sometimes, measures are needed to reduce the likelihood of a runway incursion. For example, if a runway safety problem is identified at an airport, FAA compliance personnel should coordinate corrective action not only with the airport, but also with other FAA lines of businesses, including Flight Standards and/or Air Traffic. When possible, action should also be coordinated with the local Runway Safety Action Team (RSAT). Often, local air traffic patterns are needed to establish uniform and orderly approaches and departures from the airport. Controlling aircraft operation is an area preempted under federal law and is the exclusive responsibility of the FAA. When working on local air traffic procedures, the sponsor must coordinate with FAA Flight Standards or/and Air Traffic to ensure safe operations. Page 7-7 C-103

106 09/30/ B Controlling aircraft operation is an area preempted under federal law and is the exclusive responsibility of the FAA. The FAA has a number of initiatives underway to prevent runway incursions. Several FAA documents address the airport operator's opportunity to help reduce the potential for runway incursions. These discuss runway incursion prevention measures airport operators should consider implementing Operations in Inclement Weather. The federal obligation to maintain the airport does not impose any specific responsibility to remove snow or slush or to sand icy pavements. The sponsor is responsible, however, for providing a safe, usable facility. A safe and usable facility includes protection of runway safety areas and other areas that may be compromised if snow berms are left adjacent to the pavement edge. (See AC 150/ C, Airport Winter Safety and Operations.) Where climatic conditions render the airport unsafe, the sponsor must promptly issue a NOTAM and, if necessary, close all or parts of the airport until unsafe conditions are remedied. The sponsor should correct unsafe conditions within a reasonable amount of time Availability of Federally Acquired Airport Equipment. The sponsor must use its AIPfunded equipment for the purpose specified in the grant agreement. It must maintain the equipment in accordance with appropriate advisory circulars. Refer to the actual grant agreements to confirm that the equipment under scrutiny is the same as listed in the sponsor s grant agreements Part-time Operation of Airport Lighting. A sponsor s obligation to maintain the airport does not impose any specific responsibility to remove snow or slush or to sand icy pavements. To the extent possible, snow removal should be accomplished in those areas where public access is more likely. The sponsor, however, is responsible for providing a safe, usable facility. Where climatic conditions render the airport unsafe, the airport sponsor must promptly issue a Notice to Airmen (NOTAM). (Photo: FAA) a. Field Lighting When Needed. The airport must operate field lights whenever needed. This means that the lights must be on during the hours of darkness (dusk to dawn) every night or be Page 7-8 C-104

107 09/30/ B b. Airports Subject to Grant Agreements. Grant agreements do not contain any provision authorizing military agencies to take control of the airport during a national emergency. c. Negotiation Regarding Charges. Negotiations under war or national emergency clauses will be between the agency requiring the airport and the sponsor. The only compliance responsibility the FAA has with regard to such clauses is releasing the property from its federal obligations Airport Layout Plan (ALP). Grant Assurance 29, Airport Layout Plan, requires the sponsor to depict the airport s boundaries, including all facilities, and to identify plans for future development on its ALP. An FAA-approved ALP (signed and dated) is a prerequisite to the grant of AIP funds for airport development or for the Appendix J-1 of this Order provides AIR NATIONAL GUARD PAMPHLET , 8 APRIL 2003, entitled Airport Joint Use Agreements for Military Use of Civilian Airfields. This pamphlet implements AFPD 10-10, Civil Aircraft Use of United States Air Force Airfields, and AFPD 32-10, Installations and Facilities, and applies to Air National Guard (ANG) flying units that operate on public airports. (Photo: ANG) modification of the terms and conditions of a surplus property instrument transfer. (See Appendix R of this Order, Airport Layout Plan, for additional information.) FAA approval of the ALP represents the concurrence of the FAA in the conformity of the plan to all applicable design standards and criteria. It also reflects the agreement between the FAA and the sponsor regarding the proposed allocation of airport areas to specific operational and support functions. It does not, however, represent FAA release of any federal obligations attached to the land or properties in question. In addition, it does not constitute FAA approval to use land for nonaeronautical purposes. This requires a separate approval from the regional airports division. In any event, the approved ALP becomes an important instrument for controlling the subsequent development of airport facilities. Any construction, modification, or improvement that is inconsistent with the plan requires additional FAA approval. a. Compliance Requirements. Federal grant agreements require sponsors to conform airport use and development to the ALP. The erection of any structure or any alteration in conflict with the plan as approved by the FAA may constitute a violation of this federal obligation under Grant Assurance 29, Airport Layout Plan. The Airport and Airway Safety and Capacity Expansion Act of 1987 (1987 Airport Act) further strengthened the Airport Layout Plan assurance language. If the sponsor makes a change in the airport or its facilities that is not reflected in the ALP, and the FAA determines the change will adversely affect the safety, utility, or efficiency of any federally owned or leased or funded property on or off the airport, the FAA may require the airport to eliminate the adverse effect or bear the cost of rectifying the situation. Page 7-17 C-105

108 09/30/ B Federal grant agreements require sponsors to conform their actions to the Airport Layout Plan. The erection of any structure or any alteration in conflict with the plan as approved by the FAA may constitute a violation of Grant Assurance 29, Airport Layout Plan. b. Abandonment. The sponsor may not abandon or suspend maintenance on any operational facility currently reflected on an approved ALP as being available for operational use. The conversion of any In some cases, it is acceptable to close an airport temporarily for an aeronautical activity, such as an air show. Such closing should be well publicized in advance including issuing notices to airmen (NOTAMs) to minimize any inconvenience to the flying public. (Photo: U.S. Navy) area of airport land to a substantially different use from that shown in an approved ALP could adversely affect the safety, utility, or efficiency of the airport and constitute a violation of the federal obligation assumed. For example, the construction of a corporate hangar on a site identified on the ALP for future apron and taxiway use would be a departure from the controlling ALP. This could impair the utility of the airport and violate sponsor federal obligations. When making a periodic compliance review of an ALP, the inspector should consider whether grant acquired land is still needed for airport purposes, particularly when it is separated from the airport property by a highway or railway Exhibit A and Airport Property Map. Grant Assurance 29, Airport Layout Plan, requires the sponsor to submit an ALP. Airports also must have an airport property map, commonly referred to as Exhibit A. The airport property map indicates how various tracts of airport property were acquired, including the funding source. The primary purpose of the airport property map is to provide information on the use of land acquired with federal funds and/or the use of surplus property. The airport property map is important for determining land needed for airport purposes and the proper use of land sale proceeds. In many instances, but not all, the Exhibit A to the ALP will include the land inventory requirements. The Exhibit A map delineates all airport property owned, or to be acquired, by the sponsor regardless of whether the federal government participated in the cost of acquiring any or all such land. The FAA relies on this map when considering any subsequent grant of funds. In fact, The FAA AIP Handbook, Order , requires a review of the ALP during project formulation. Any land identified on the Exhibit A map may not be disposed of or used for any different purpose without FAA consent. Page 7-18 C-106

109 09/30/ B Appendix R Appendix R Airport Layout Plan (ALP) Table of Contents I. FAA Leadership in Airport Planning... II. What is an ALP?... III. Whose ALP is it anyway?... IV. When should an ALP be updated?... V. Why does the FAA approve ALPs?... VI. What does FAA approval of an ALP mean?... VII. What does FAA approval of an ALP not mean?... VIII. ALP Review... IX. Coordination of ALPs within the FAA... X. Coordination of ALPs outside the FAA... XI. How long should the FAA s ALP review take?... XII. ALP Approval... Appendix. List of References... I. FAA Leadership in Airport Planning A. Airports Division s challenge in the 21 st Century is to provide leadership in airport planning. FAA leadership at the planning stage of a project can reduce the level of effort needed in the later phases of project development and implementation by identifying and resolving potential problems before they occur. The ALP review and approval process is a primary means for ADO Program Managers to provide leadership in airport planning. B. Role of the ADO Program Manager (PM) in the Airport Planning Process: 1. Identify airports of federal interest needing planning studies to address capacity, safety, security, or other issues, and encourage airport owners to initiate these studies. Ensure these projects are in the ACIP. 2. Provide guidance to the airport owner in tailoring the scope of the planning project to fit the needs of the airport. Generally, the PM should encourage ALP updates, not full master plans, at airports with less than 50 based aircraft. When master plans are appropriate, they should be tailored to include only those elements necessary. For example, consider using a state system plan forecast for small airports. Also, a detailed airport capacity analysis is generally not necessary for small airports. 3. Educate airport owners on the importance of the ALP in the FAA s and airport owner s decision making processes regarding the operation and development of the airport. (ex. ACIP formulation, airspace reviews, etc.) Page 223 C-107

110 09/30/ B Appendix R II. What is an ALP? 4. Share with airport owners innovative solutions to problems that have been used elsewhere. (We have knowledge of, and experience with similar problems/solutions at other airports.) 5. Take every opportunity to meet with airport owners and engage in brainstorming sessions regarding their planning. 6. Organize and conduct airport planning meetings prior to and during the master plan/alp update process for large and medium hub airports. The purpose of these meetings is to identify issues that need to be addressed during the master plan/alp update. Include the airport owner, their consultant, and all appropriate FAA personnel in the meeting. A. Definition: An Airport Layout Plan (ALP) is a scaled drawing of existing and proposed land and facilities necessary for the operation and development of the airport. (Ref. 2, par. 5) B. Airport Layout Plan Components. The ALP is actually a set of drawings composed of the following (Ref. 2, Appendix 7): 1. Narrative Report Aviation activity forecast, design aircraft (Airport Reference Code), and supporting documentation for modifications of standards, runway safety area determinations, proposed development, etc. 2. Cover Sheet - Not mentioned in the AC, but may be present on large airports. 3. Airport Layout Drawing - What we normally think of as the ALP. See definition above. 4. Airport Airspace Drawing - Part 77 surfaces; note that these should be based on ultimate runway lengths and approaches in order to protect for ultimate development; used to identify obstructions, particularly in the approaches. 5. Inner Portion of the Approach Surface Drawing - Formerly Runway Protection Zone Drawing; larger scale drawing of the inner portion of the approaches; used to identify in more detail close-in obstructions and other noncompatible objects. 6. Terminal Area Drawing - Usually only needed at large airports where detail on the Airport Layout Drawing is too small; generally used to show dimensions and elevations of structures, and to show access roads. 7. Land Use Drawing - Depicts recommended use of land within the airport boundary and in the vicinity of the airport; primary purposes are to provide Page 224 C-108

111 09/30/ B Appendix R airport owner with a plan for leasing revenue-producing areas and to provide guidance for establishing appropriate zoning. 8. Airport Property Map - Not necessarily the Exhibit A; indicates how various tracts of airport property were acquired, i.e., funding source; primary purpose is to provide information on the use of land acquired with federal funds and/or the use of surplus property; important for determining land needed for airport purposes and the proper use of land sale proceeds. Note: Not all ALP sets require all of these drawings. It depends on the size and level of complexity of the airport. Smaller airports may get by with only the Airport Layout Drawing, while large hubs may need all of the drawings. Also, some drawings may be combined, such as the land use drawing and property map. C. Significance of the ALP. The ALP is a key communication and agreement document between the airport owner and the FAA. It represents an understanding between the airport owner and the FAA regarding the current and future development and operation of the airport. 1. FAA Uses of the ALP: a) Aeronautical studies of proposals for the development of nearby airports and objects that may affect the navigable airspace, and proposals for on-airport development. (obstruction evaluation/airport airspace analysis (OE/AAA) and NRA cases) b) Siting of new and relocated FAA facilities and equipment (ATCTs, ASRs, NAVAIDs, etc.). c) Analysis of operational changes (ex. the occasional use of the airport by aircraft larger than the design aircraft.). d) Development of new standard instrument approach procedures. e) Determination of land needed for aeronautical purposes, and the proper use of land sale proceeds. 2. Because the ALP will be relied upon for these uses, it is imperative that each FAA Division devote sufficient time and resources in reviewing the draft ALP to assure that their interests are addressed and any issues with planned airport development are identified and resolved. 3. Because the approved Airport Layout Plan (ALP) represents an agreement between the airport owner and the FAA regarding how the airport will develop, it is also imperative that the airport owner develop the airport in accordance with the ALP. Federal Grant Assurance 29, Airport Layout Plan, states in part that: Page 225 C-109

112 09/30/ B Appendix R The sponsor [airport owner] will not make or permit any changes or alterations in the airport or in any of its facilities which are not in conformity with the Airport Layout Plan as approved by the Secretary (ref. 7, Appendix 1) III. Whose Airport Layout Plan (ALP) is it anyway? A. The ALP is the airport owner s plan for development of their airport. Although we have a significant interest in it, the FAA does not own the airport and the ADO Program Manager should not attempt to dictate what development is shown on the ALP. B. However, because of our interest, the ADO Program Manager should provide leadership and guidance to the airport owner through the ALP review and approval process in order to ensure that the FAA s interests are taken into account in the development of the airport. C. Also, ADO Program Managers should encourage airport owners and their consultants to be realistic in their planning. The FAA cannot prohibit the depiction of any future development on the ALP; however, if the airport owner persists in showing particularly ambitious items of development, the ALP approval letter should point out that the development must be fully justified to be eligible for AIP or PFC funding. IV. When should an ALP be updated? A. As stated previously, the ALP is a key document representing an understanding between the airport owner and the FAA regarding the current and future development of the airport, and will be used by the FAA, the airport owner, and other parties for planning and decision making activities. Therefore, it should be kept current, reflecting changes in the physical features on the airport and critical land use changes in the vicinity of the airport that may affect the navigable airspace or the airport s expansion capability. (ref. 1, par.9-2 ) B. For obligated airports, Federal Grant Assurance 29, Airport Layout Plan, states in part that the airport owner will: keep up to date at all times an Airport Layout Plan of the airport (ref. 7, Appendix 1) C. ADO Program Managers should show leadership in this area and provide guidance to airport owners. ALP s should be reviewed and validated at least every two to seven years, depending on the size of the airport. If the review indicates an ALP should be updated, the ADO Program Manager should write the airport owner, asking them to update the ALP. (12) Page 226 C-110

113 09/30/ B Appendix R D. Use judgment in determining when an ALP needs updating. Things to Consider in determining whether an ALP needs updating (12): 1. Does the existing ALP still accommodate the forecast aeronautical need? 2. Do the existing facilities and proposed development still meet FAA design standards? (i.e., has the design aircraft changed?) 3. Have FAA design standards significantly changed? AC 150/ states in part that: When FAA upgrades a standard, airport owners should, to the extent practicable, include the upgrade in the ALP before starting future development. (ref. 2, par. 5a) 4. Have there been many physical changes to the airport (new construction, etc.) since the existing ALP was approved? 5. Have there been numerous interim pen-and-ink changes to the existing ALP? a) Notices of Proposed Construction or Alteration on airport property (Form ). If the construction is minor in scope (ex. a new T- hangar), after coordination and approval of the , the ADO may make a pen-and-ink change to the approved ALP, showing the new construction and noting the NRA case number and date approved. b) As-built ALPs: 1) If the As-built ALP is only for the purpose of changing proposed development to existing development (as constructed), it may be treated as a pen-and-ink change to the ALP. In this case, the As-built ALP should be attached to the top of the current approved ALP drawing set. Any previous As-built ALPs attached to the ALP drawing set may be discarded. 2) If in addition to changing proposed development to existing development (as constructed), the As-built ALP shows new proposed development or changes to the proposed development, and it should be treated as an ALP update. In this case, the As-built ALP should be reviewed, coordinated, and approved, and will become the new current approved ALP. The previous approved ALP drawing set may be discarded. 6. When preparing the current year ACIP for an airport, the Program Manager should review the ALP to determine whether it is up-to-date and contains the Page 227 C-111

114 09/30/ B Appendix R projects proposed in the ACIP. If the ALP needs updating, the airport owner should be advised to accomplish the update immediately. The projects must be shown on the approved ALP before a grant may be issued. The cost of the update can be reimbursed as a project formulation cost. (ref. 7, par. 300.c) V. Why does the FAA approve ALPs? A. ALPs for obligated airports: 1. AIP Handbook, paragraph 300.c. states in part that: A current Airport Layout Plan (ALP) which has FAA approval from the standpoint of safety, utility, and efficiency of the airport shall be required before a development project is approved. [emphasis added] (7) So, we approve ALPs because FAA approval is required for AIP (and PFC) funding. The reason FAA approved ALPs are required is to ensure that federally funded airport development will be safe, useful, and efficient. 2. Safety Airport development must be safe: a) Section 103 of the Federal Aviation Act of 1958 (FAA Act) states in part that: the Secretary of Transportation shall consider the following, among other things, as being in the public interest: The regulation of air commerce in such manner as to best promote its development and safety. [emphasis added] b) Order A, Policy Statement of the FAA, paragraph 20 states in part that: It is the statutory responsibility, and primary mission, of the Federal Aviation Administration to promote safety and to provide for the safe use of airspace. [emphasis added] c) Therefore, safety is our primary mission. It is in the public interest for the FAA to ensure that airport development meets federal design standards and provides for the safe operation of aircraft. For Airports Division, ALP review and approval is a principal way we fulfill our primary mission. 3. Utility (usefulness) Airport development should be as useful as possible for airport purposes, such as: a) Make the best use of available land (runway layout, etc.). Page 228 C-112

115 09/30/ B Appendix R b) Minimize impact of off-airport structures and land uses (ex. tall towers and residential areas) on airport operations. c) Adequately provide for future users. 4. Efficiency Airport development should provide for maximum airport efficiency, such as: a) Adequate capacity to meet forecast demand (with minimum delays) b) Efficient flow of traffic on the airfield (shortest possible taxi distances, no bottlenecks, etc.) c) Adequate runway spacing to provide needed capacity (ex. allow for simultaneous, independent Instrument Flight Rules (IFR) approaches). B. ALPs for nonobligated airports 1. ALPs are not required for nonobligated airports, but can be very useful. AC 150/ says in part that: Any airport will benefit from a carefully developed plan that reflects current FAA design standards and planning criteria. (ref. 2, par. 5) 2. ALPs for nonobligated airports support the FAA s mission and policy of promoting aviation safety. Order A, Policy Statement of the FAA, paragraph 20.b states in part that: The FAA recognizes the existence of a strong federal interest in promoting aviation safety Therefore, it will actively seek to encourage the use of aviation/airport standards that will both maintain and improve the current level of aviation safety. (4) 3. So, ADO Program Managers should encourage the preparation of ALPs at nonobligated airports. If submitted, review and coordinate the ALP, and provide comments to the airport owner regarding the safety, efficiency, and utility of the airport. 4. But, an ALP for a nonobligated airport should not be FAA approved. Per FAA Order A, Airport Environmental Handbook, FAA approval is a federal action triggering the NEPA review process for any development shown on the ALP. 60 VI. What does FAA approval of an ALP mean? A. Our standard ALP approval letter states in part that: 60 Now refer to FAA Order B National Environmental Policy Act (NEPA) Implementing Instructions for Airport Projects Page 229 C-113

116 09/30/ B Appendix R FAA approval of your ALP means that all existing and proposed airport development shown on the plan meets current FAA Airport Design Standards or a current FAA approved Modification of Airport Design Standards. It also means that we find the proposed airport development shown on the plan useful and efficient. [emphasis added] 1. Therefore, the FAA s approval means we have found the airport layout safe (meets design standards or modified design standards and provides for the safe operation of aircraft), useful (for airport purposes), and efficient (planned capacity is sufficient for forecast demand, taxiway layout prevents congestion, etc.). (Refer back to why we approve the ALP.) 2. IMPORTANT!!! FAA approval should mean that we found the existing and proposed airport development safe for use by the design aircraft. The flying public should be able to count on the FAA s seal of approval meaning that the airport is safe for their use as long as they are in the design aircraft or a smaller aircraft. Therefore, we must review both the existing and proposed development and ensure that it meets our airport design standards, or that modifications of design standards are approved that provide an acceptable level of safety. We should not approve an ALP that does not meet these conditions. B. Unconditional vs. Conditional ALP Approvals (5) 1. Unconditional Approval means all items of proposed development requiring environmental processing have received environmental approval. 2. Conditional Approval means environmental processing has not been completed for all of the items of proposed development requiring it. These are explained more fully in Section XII. VII. What does FAA approval of an ALP not mean? A. Our standard ALP approval letter states in part that: Our approval does not represent a commitment to provide federal financial assistance to implement any development or air navigation facilities shown on the plan. Nor does it mean that we find funding of the proposed airport development justified. [emphasis added] Therefore, our approval does not imply that the proposed airport development is eligible or justified for AIP or PFC funding, or that FAA agrees with all of the development shown on the plan. Justification for federal funding must be based on aeronautical need. B. A 1996 legislative revision to Section of Title 49 U.S.C. says in part that project costs are reimbursable with entitlement funds if the cost is incurred in accordance with an Airport Layout Plan approved by the Secretary (ref. 15, par (b)(2)(C)(iii)) Page 230 C-114

117 09/30/ B Appendix R VIII. ALP Review: 1. This does not mean that as long as a project is shown on the ALP it is eligible for reimbursement with entitlements. The legislation goes on to say that costs incurred must be in accordance with: all statutory and administrative requirements that would have been applicable to the project if the project had been carried out after the grant agreement had been executed. (ref. 15, par (b)(2)(C)(iii)) 2. Therefore, development must still be eligible and justified based on aeronautical need. 3. The intent of the legislation was that for project costs to be reimbursed, development must be shown on an approved ALP, not that just because development is shown on the ALP, its costs may be reimbursed. A. General: focus on items relating to safety, utility, and efficiency. 1. ADO Program Managers are encouraged to use Southern Region s ALP Checklist (available in the Airports Reference System and on ASO-600 s public web site) to review the ALP. It is also desirable to give the airport s consultant a copy of the checklist prior to their beginning preparation of the ALP. B. Narrative Report 1. A Narrative Report should be submitted along with the draft ALP if the ALP is not being prepared as part of a Master Plan project and there are changes to the design aircraft or proposed runway length, any proposed development or modifications of standards are being shown for the first time on the ALP, and/or runway safety area determinations are needed. 2. The Narrative Report provides the basis for proposed development shown on the ALP. It includes: a) Airport activity forecast that supports the need for the proposed development. b) Airport reference code ( design aircraft) on which the proposed development is based. c) Rationale for the proposed development (ex. runway length). d) Rationale for any modifications of standards (including an alternatives analysis). Page 231 C-115

118 09/30/ B Appendix R f) If the NRA study indicates that operational restrictions are not feasible and the airport cannot accommodate the critical aircraft with an acceptable level of safety, the airport owner should be advised that the airport cannot accommodate the critical aircraft with an acceptable level of safety and they should not allow it to operate on the airport. E. Runway Safety Area Determinations (10) 1. Modifications to airport design standards are not allowed for runway safety areas (RSAs). 2. RSAs must meet airport design standards to the extent practicable. 3. ALPs shall not be approved unless a Runway Safety Area Determination has been made on all runway safety areas. 4. Existing RSAs: a) Each RSA at federally obligated airports must be subject to a determination as to whether it meets current standards, or if not, whether it is practicable to meet current standards. (10) b) If this determination has not been made previously, it should be made during review of the draft ALP. c) Even if the RSA determination has been made previously, the ALP should be reviewed to determine whether conditions have changed or new information is available that would indicate the need to revise the previous determination. d) The format and documentation requirements for RSA determinations is contained in FAA Order (10) e) If the RSA determination reveals that it is practicable to improve the RSA to meet standards, or at least to enhance safety, the ALP should show the required improvements. f) ADO Program Managers should not approve an ALP unless a RSA determination has been completed for all existing RSAs. 5. Future RSAs: a) The ALP should show future RSAs meeting current standards. b) While a RSA determination as defined by Order is not required for future RSAs, if it appears that meeting current standards Page 236 C-116

119 09/30/ B Appendix R for the future RSA is not practicable, a similar alternatives analysis should be performed during preparation of the ALP to support whatever RSA is shown on the ALP. c) The ADO Program Manager should review the airport owner s alternatives analysis during review of the ALP and determine whether it seems reasonable, and whether the proposed RSAs meet current standards to the extent practicable. d) ADO Program Managers should not approve an ALP unless the proposed future RSAs meet current standards or the airport owner has reasonably shown that the proposed future RSAs will meet current standards to the extent practicable. The ALP should show the actual existing and proposed RSA dimensions on the drawing or in the runway data table, not just the standard dimensions. (Change 5 to AC 150/ added requirements on this as well as OFAs, OFZs, RPZs, etc.) F. Declared Distances 1. Refer to Appendix 14 of AC 150/ (Ref. 2) 2. What are Declared Distances? (a) Runway operational distances that pilots use to calculate their maximum allowable airplane operating weights; (b) Declared distances may shorten runway lengths available for landings and/or takeoffs, thus may reduce the allowable operating weights of aircraft, and as a result, may negatively impact capacity. 3. Purpose of Declared Distances: a) To increase takeoff runway length at constrained airport sites while still meeting design standards. (ex. increase runway takeoff length in one direction while maintaining standard RSAs, ROFAs and RPZs.) b) To enhance safety (improve RSAs, ROFAs, and RPZs) at constrained airport sites. (ex. existing runway safety area does not meet standards, but declared distances are used to effectively lengthen the runway safety area beyond the stop end of the runway.) 4. Guidelines for use: a) AC 150/ , Appendix 14 says in part that: The use of declared distances for airport design shall be limited to cases of existing constrained airports where it is impracticable to provide the RSA, ROFA, or RPZ in accordance with the design standards (emphasis added) (2) Page 237 C-117

120 09/30/ B Appendix R b) Therefore declared distances shall not be used for new airports. The intent is that new airports be designed to meet standards. c) Except for runway safety areas (RSAs), declared distances may be used in combination with modifications of standards to achieve an acceptable level of safety and minimize negative capacity impact. (ex. if the use of declared distances to achieve a standard runway object free area (ROFA) would severely limit allowable takeoff weights, a less than standard ROFA might be approved.) d) For runway safety areas, declared distances may be used to obtain a standard RSA if the RSA Determination finds this to be practical. However, declared distance criteria should only be used after a thorough analysis determines that it is not practical to use more traditional methods to meet RSA standards. (ex. extend the opposite end and shift the entire runway.) e) Application of declared distance criteria may not be appropriate at some GA airports, depending on the design aircraft (ARC). Pilots of small GA aircraft do not have a requirement to use declared distances to calculate allowable operating weights; therefore, use of declared distances would not be appropriate at airports serving these aircraft only. However, pilots of larger corporate or cargo aircraft do have a requirement to use declared distances to calculate allowable operating weights; therefore, declared distances would be appropriate at airports serving these aircraft. 5. Remember!!! Declared distance information is for pilots. The information must get to NFDC for publication in the Airport Facility Directory for it to be useful. While showing the information on the ALP is required, it is not enough. Pilots generally do not see the ALP. G. Runway Protection Zones (RPZs) 1. Definition: an imaginary trapezoidal ground area beyond the end of the runway and centered about the extended runway centerline. The RPZ is not related to the Part 77 approach surface. 2. Purpose: to enhance the protection of people and property on the ground. 3. RPZ Dimensional Standards: a) The RPZ begins 200 feet beyond the end of the runway length useable for takeoff or landing. Page 238 C-118

121 ORDER U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION SUBJ: RUNWAY SAFETY AREA PROGRAM 1. PURPOSE. This order establishes a. 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, BACKGROUND. The RSA is an integral part of the runway environment. RSA dimensions are established in AC 150/ , Airport 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 significantly reducing the extent of personal injury and aircraft damage during overruns, undershoots and veer-offs. 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 regulations (CFR) part 139 shall conform to the standards contained in AC 150/ Airport Design, to the extent practicable. 6. RESPONSIBILITY AND DELEGATION OF AUTHORITY. a. 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-0 (STD) Initiated by AAS-310 C-119

122 /01/99 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 each RSA 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/ (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 C-120

123 10/01/ 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 following 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, 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 C-121

124 10/01/ 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 C-122

125 /01/99 Appendix 1 Runway Form Locid: Airport: Region: City/State: ADO: Runway: Runway Ends: Length: Actual RSA Length: Width: Actual RSA Width: Part 139: RSA Grade (+/- 5%): Dimensional Uniformity: CRITICAL AIRCRAFT: RSA Determination Approach Category: Currently Meets Standards Design Group: Practicable to Meet Standards Can be Improved But Will Not Meet Standards Visibility Minimums: Not Practicable to Improve PUBLISHED RUNWAY SAFETY AREA STANDARDS: Length: Width: Date of Determination (month/year): Planned Improvements RSA to Design Standards Obtainable: Runway Realignment or Relocation: Shift Runway From Present Alignment: Use Declared Distances: Use EMAS: Other: Uniformity Comments: Scheduled Completion (year): Remaining Costs: Improvement Comments: Page 2 C-123

126 10/01/ Appendix 1 Object Form Page 3 C-124

127 10/01/ 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 practicable to 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 following alternatives 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 C-125

128 /01/99 Appendix 2 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 a traditional 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 4a 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 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 C-126

129 10/01/ 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, VASIs), 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 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 6,400 5, 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/ , 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 C-127

130 /01/99 Appendix 2 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 additional irregularlyshaped piece that will extend the RSA on one side 500 at this point. Page 4 C-128

131 U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION SUBJ: Airport Certification Program Handbook ORDER C Effective Date: September 8, Purpose. This Order provides FAA personnel with the policies, standards, and procedures by which to conduct the Airport Certification Program. This Order helps ensure standardization and uniformity in the application of the program and in enforcing Title 14 Code of Federal Regulations (CFR), Part 139, Certification of Airports (Part 139). 2. Distribution. This Order is distributed to the division level of the Office of Airport Safety and Standards and the Office of Airport Planning and Programming; to the branch level of Regional Airports Divisions; to all Airport District Offices; and to the division level of Regional Flight Standards, Air Traffic, Airway Facilities, and Aviation Security offices. 3. Cancellations. This Order cancels Order B, Airport Certification Program Handbook, dated October 7, David L. Bennett Director, Office of Airport Safety and Standards Distribution: A-W(PP/AS)-2; A-X(AS)-3; A-X(AS/AT/AF/FS)-2; A-FAS-1(STD) Initiated By: AAS-300 C-129

132 Order C 9/8/2006 CHAPTER 3. AIRPORT CERTIFICATION MANUAL Purpose Section , General Requirements Section , Contents of the Airport Certification Manual Application of Requirements Section , Amendment of the Airport Certification Manual Reserved CHAPTER 4. INSPECTION PROCESS Purpose Types of Inspections Schedule of Inspections Preparation for Initial and Periodic Inspections Inspection Protocol General Phases of the Inspection Inspection Protocol Specific Guidance Section , Records Section , Personnel Section , Paved Areas Section , Unpaved Areas Section , Safety Areas Section , Marking, Signs, and Lighting Section , Snow and Ice Control Section , Aircraft Rescue and Firefighting: Index Determination Section , ARFF: Equipment and Agents Section , ARFF: Operational Requirements Section , Handling and Storage of Hazardous Substances and Materials Section , Traffic and Wind Indicators Section , Airport Emergency Plan Section , Self-inspection Program Section , Pedestrians and Ground Vehicles Section , Obstructions Section , Protections of NAVAIDs Section , Public Protection iv C-130

133 Order C 9/8/2006 (3). A provision for inspections during unusual conditions (such as construction, rapidly changing weather conditions, and after an accident or incident). (4). Adequate procedures and qualified personnel to ensure the selfinspection program is effective. The requirements for training are found in Section (b) (3) (i) through (v). Records for all training given after June 9, 2004, to airport personnel in compliance with this section must contain a description of the training received and the date it was received. The records must be retained for 24 consecutive calendar months after completion of training. (5). At Class IV airports, an inspection on the day of and prior to an air carrier operation. This includes weekend and nighttime inspections if an air carrier operation is conducted at these times. (6). At inactive status airports, an inspection must be conducted at least once per week and discussed in the ACM. (7). Procedures, facilities, and equipment adequate for the rapid dissemination of information between airport personnel and the air carriers. The selfinspection program must be tied into the condition reporting system to notify air carriers of discrepancies that might affect the safety of air carrier operations and require the issuance of a NOTAM. (8). A reporting system by which repairs and corrections to unsafe conditions are made promptly. (9). A system for maintaining records, showing conditions found on the airport during the inspection and the corrective actions taken. The records must be retained for 12 months; corrective actions may be recorded on work order records. b. ACSI s Responsibilities. The ACSI is responsible for ascertaining whether the self-inspection program is effective in maintaining airport safety. Indications of problems with the self-inspection program might include (1). Reports/records with no discrepancies ( pencil-whipping ). (2). Falsification of reports/records or incomplete inspection records. (3). Numerous problems found during the self-inspection. This might indicate maintenance problems or more serious equipment problems on the airport. The ACSI might have to conduct a more detailed review of airport staff qualifications to determine the underlying and more critical causes of the deficiencies cited on the records Section , Pedestrians and Ground Vehicles. a. Certificate Holder s Responsibilities. The certificate holder is responsible for (1). Limiting access to movement areas and safety areas to only those pedestrians and ground vehicles necessary for airport operations. Unless required to support a specific operational requirement on the airport, vehicles and equipment 4-38 C-131

134 9/8/2006 Order C should use perimeter roads whenever possible. This includes fuel trucks, commissary equipment, and other equipment that support aeronautical activity but are not directly involved in the operation of the airport. (2). Establishing and implementing procedures for the safe and orderly access to, and operation in, the movement and safety areas by pedestrians and ground vehicles. (3). Establishing provisions for noncompliance with the procedures by an employee, tenant, or contractor. (4). Ensuring that when a pedestrian or ground vehicle is in a movement or safety area, control is provided by (a). Two-way radio communication between each pedestrian and/or ground vehicle and ATCT, or (b). An escort with two-way radio communications for a pedestrian or ground vehicle without a radio, or (c). Measures authorized by the Administrator for controlling pedestrians and vehicles, such as signs, signals, or guards, when it is not operationally practical to have two-way radio communications between the pedestrian or vehicle and ATCT. (5). Providing, when the ATCT is not operational or there is no ATCT, adequate measures to control pedestrians and ground vehicles in movement areas and safety areas through two-way radio communication or prearranged signs or signals. (6). Controlling through an LOA with the ATCT, as applicable, the activities of uncontrolled vehicles on certain movement areas. (This is generally applicable to airports with part-time ATCT only.) The LOA will cite specifically who is allowed on these movement areas, how the individuals are qualified, the procedures that will be used, and the type of training required. The LOA must be included in the ACM. (7). Ensuring each employee, tenant, or contractor is trained on procedures required under Section (b) and the consequences of noncompliance prior to walking or operating a ground vehicle in a movement or safety area. (8). Maintaining records for this training, which include a description of the training and the date completed, for 24 consecutive calendar months after the termination of an individual's access to movement and/or safety areas. (9). Maintaining a record of any accident or incident that occurred in a movement area or safety area involving air carrier aircraft and a ground vehicle or pedestrian for 12 consecutive calendar months from the date of the accident or incident. C

135 Order C 9/8/2006 b. ACSI s Responsibilities. (1). The ACSI is responsible for (a). Ascertaining the certificate holder has properly limited those persons and vehicles having access to the movement areas. During the course of the inspection, the ACSI should be mindful of pedestrians and vehicles walking or operating near movement areas and in safety areas. include (b). Observing ground vehicles necessary for airport operations (i). Those directly in support of airport operations, such as rescue, maintenance, and inspection activities. (ii). ARFF equipment, snow removal equipment, and mowers. These should be observed for being properly operated in or near movement and safety areas. (iii). Fuel trucks, which might be necessary for airport operations because there is no other way to transport fuel from one side of the airport property to the other. However, the ACSI should work with the airport certificate holder to correct this situation, keeping in mind that AIP funding might be available and warranted for the construction of a service or perimeter road. The ACSI should verify that procedures have been established for fuel vehicles to cross movement areas, including two-way communications with the ATCT or with an escort, if no alternative routes are available. These procedures should be clearly addressed in the ACM, including training for these procedures. (iv). Ambulances, police vehicles, FAA (Technical Operations) vehicles, and construction vehicles, as necessary for specific activities on the airport. The ACSI should observe the operation of these vehicles for compliance with the procedures in the ACM. (c). Observing procedures at airports either without an ATCT or during the period when an ATCT is not operational. These might include notification over the Common Traffic Advisory Frequency (CTAF) of intent to enter a movement area or notification to an FSS on the airfield of position and intentions. (d). Examining and evaluating a driver training program for comprehensiveness and effectiveness. This might include a permit system and testing and should include a schedule for violations of the rules and regulations for pedestrians or ground vehicle operators (tenants, employees, and contractors) established by the certificate holder. (e). Examining records of accidents or incidents involving air carrier aircraft and/or ground vehicles or pedestrians. (2). The ACSI is also responsible for certain aspects of the Runway Safety Program. Unauthorized entry by pedestrians or ground vehicles onto the movement area constitutes a runway incursion. However, the Runway Safety 4-40 C-133

136 9/8/2006 Order C Program office has adopted the Air Traffic Organization s definition of the parameters of unauthorized entry, which is runway environment. Therefore, personnel and equipment in the RSA, when not authorized by the ATCT, are reported as incursions or surface incidents, depending on the circumstances. It is important for the ACSI to recognize that not every incursion by a ground vehicle or pedestrian warrants a civil penalty action and that the Targeted Enforcement Program, as discussed in Chapter 5, must be followed. When an alleged incursion occurs, a Letter of Investigation (LOI) must be issued, and an investigation to gather facts must ensue. The investigation may be concluded with the certificate holder's statement, or the information presented to the ACSI may warrant action on the part of the ACSI, such as interviewing the person involved in the alleged incursion, taking statements from witnesses, and visually examining the location where the incursion occurred. (3). The ACSI must also determine if (a). The certificate holder failed in some demonstrable way either to adopt measures or procedures to protect the movement area or enforce them, (b). The certificate holder has an effective training program, or (c). Some circumstance normally beyond the certificate holder's control now needs to be addressed prior to concluding whether the incursion is a violation of Part 139 and warrants enforcement action. (4). The ACSI must also be aware that FAA employees operating vehicles on an airport have, on occasion, entered an airport movement area without obtaining a proper clearance from the ATCT. When the ACSI becomes aware of this situation, the ACSI should notify the appropriate regional office of the employee involved. The office should be asked to discuss the incursion with the employee to determine the reason for the incursion and to ascertain whether additional airport driver training is required. If the ACSI determines there are deficiencies in the airport's procedures or the airport was involved in the event, the ACSI should issue the LOI and state in concept the following: FAA is aware that one of its employees might have caused an incursion into the airport movement area on (date, time, pertinent details). FAA is pursuing this directly with the appropriate office. However, please provide us with any information you have about this event to aid in the investigation by (date). FAA employees are considered tenants on the airport and are required to observe the airport's regulations for ground vehicle and pedestrian operations. If the ACSI determines the airport s ground vehicle procedures are clearly inadequate, he/she should ask the certificate holder to correct the situation. In this case, administrative enforcement action is appropriate. The ACSI should consult with AAS-300 for any unusual situations. C

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139 Federal Aviation Administration National Part 139 CertAlert **Advisory**Cautionary**Non-Directive**Advisory**Cautionary**Non-Directive**Advisory**Cautionary**Non-Directive** Date: September 4, 2012 No To: Subject: Part 139 Airport Operators and FAA Airport Certification Safety Inspectors Ground Vehicle Operations on Airports Increase in the Numbers of Vehicle/Pedestrian Deviations (V/PDs) and Runway Incursions (RIs) in the Last Two Quarters of FY 2012 Point of Contact: Brian Rushforth, Manager, AAS-300, The FAA Office of Safety and Operations and the FAA Runway Safety Office have noted a slow but steady increase in the numbers of Vehicle/Pedestrian Deviations and Runway Incursions during the second and third quarters of fiscal year These increasing numbers have resulted in serious Runway Incursions that in some instances narrowly averted catastrophic consequences. Whether the increase is a result of increased reporting, a longer construction season, or airport congestion, this trend needs to be addressed by all the stakeholders in the airport environment. The Office of Airport Safety and Operations is making the following suggestions. Airport operators should evaluate any Runway Incursion trends, and consider using these suggestions as appropriate. AIRPORT OPERATORS: A. Conduct a comprehensive review of the Airport Drivers Training Program and Vehicle Access Procedures. Continue to emphasize that only those vehicles and vehicle operators necessary to conduct airport/air carrier operations are authorized on the ramp and movement areas. B. Review each Letter of Agreement or Memorandum of Understanding involving vehicles and vehicle operators with other federal agencies, airport tenants, and airport contractors. Ensure only essential vehicles have access to the movement areas or Runway Safety Areas (RSAs). C. If practical, reduce the numbers of non-essential or infrequent vehicle operators to lessen the airport s exposure and risk for V/PDs and RIs. For example, an airport may wish to review and limit a tenant s operational area to further reduce accidental access to the movement area. Pay special attention to vehicle operators that infrequently use the airport. Implementation of escort procedures may reduce the risk of these individuals being involved in a V/PD or RI. D. Review current and proposed Construction Safety Phasing Plans to ensure adequate airport oversight for construction site(s), construction vehicles, and construction personnel, especially during air carrier operations near runways and taxiways. The FAA recommends a Continuous C-137

140 Inspection program when the airport has adequate staffing. V/PDs involving construction and contractor vehicles on airports are up over 120 percent compared to last year. E. Implement periodic vehicle spot checks by airport operations staff or associated airport law enforcement officer to raise awareness of safe vehicle operations on the ramp areas, movement areas, and RSAs. F. Ensure all vehicles operating in movement areas and RSAs are equipped in accordance with the airport s policies, including an airport diagram, the FAA s Sign and Marking placard, and any airport specific vehicle operating procedures. G. Ensure the airport operator and the local Airport Traffic Control Tower (ATCT) have a formalized agreement addressing the part 139 prohibition of vehicles, men, and equipment in the RSA during air carrier operations. H. Ensure vehicle operators are using the appropriate aviation terminology when communicating with the local ATCT. Incorporate the term off the runway or off the taxiway in the Airport Drivers Training Program, rather than the air traffic control (ATC) term clear to avoid any confusion when ATC is communicating with an aircraft operator. I. Ensure vehicle drivers have a way to communicate with the tower. Almost one-quarter of V/PDs involve vehicles with no communication. J. Streamline radio communication procedures to prevent the requirement to monitor more than one frequency while operating in the movement area. When vehicle operators monitor more than one radio frequency, more than one radio, and/or use a cellular telephone, it is easy to lose situational awareness. To the extent practical, limit these situations to avoid overwhelming vehicle operators. For example, the airport might prohibit other cell phone use in the movement area. K. Airports should consider a graduated penalty program for violations of its policy, including retraining, fines, and other deterrents. L. Additional information, current news, important messages, and training aids can also be found at the following website: M. Best Practices for Vehicle Drivers 1. Review and understand airfield signage and markings. 2. Review the airport diagram before moving the vehicle. Have the airport diagram out and available for immediate reference while driving in the operational area. 3. Review current airfield information for any taxiway closures, runway closures, construction activity, or other surface risks. 4. Ensure appropriate vehicle lights (high beams, flashers, beacons, and strobes) are operational before driving in the operational area. Flashers and beacons help ATC, aircrew, and other vehicle operators see vehicles in the operational area, especially during periods of reduced visibility and at night. 5. Use service roads whenever possible to minimize time spent on taxiways and runways. 6. During radio transmissions, use correct terminology and proper voice cadence. C-138

141 7. Copy your clearance and review the assigned route. Read back all clearances. 8. Eliminate distractions while driving in the operational area. Do not use cell phones while driving in the operational area. 9. Focus attention and have your "eyes out" of the vehicle. 10. Maintain appropriate speed. Brian Rushforth, Manager Airport Safety and Operations Division, AAS-300 September 4, 2012 DATE DISTRIBUTION CERTALERT DISTRIBUTION LIST C-139

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143 State Page 1 of 2 State [ 2010 California Fire Code Title 24 Part 9 (First Printing) Includes Errata/Supplement through July ] Cover Preface - Introduction California Code of Regulations? Title 24 - California Agency Information Contact List How to Distinguish Between Model Code Language and California Amendments California Matrix Adoption Tables Ordinance Chapter 1 - Scope and Administration Chapter 2 - Definitions Chapter 3 - General Precautions Against Fire Chapter 4 - Emergency Planning and Preparedness Chapter 5 - Fire Service Features Chapter 6 - Building Services and Systems Chapter 7 - Fire-Resistance-Rated Construction Chapter 8 - Interior Finish Decorative Materials and Furnishings Chapter 9 - Fire Protection Systems Chapter 10 - Means of Egress Chapter 11 - Aviation Facilities Chapter 12 - Dry Cleaning Chapter 13 - Combustible Dust-Producing Operations Chapter 14 - Fire Safety During Construction and Demolition Chapter 15 - Flammable Finishes Chapter 16 - Fruit and Crop Ripening Chapter 17 - Fumigation and Thermal Insecticidal Fogging Chapter 18 - Semiconductor Fabrication Facilities Chapter 19 - Lumber Yards and Woodworking Facilities Chapter 20 - Manufacture of Organic Coatings Chapter 21 - Industrial Ovens Chapter 22 - Motor Fuel-Dispensing Facilities and Repair Garages Chapter 23 - High-Piled Combustible Storage Chapter 24 - Tents and Other Membrane Structures Chapter 25 - Tire Rebuilding and Tire Storage Chapter 26 - Welding and Other Hot Work Chapter 27 - Hazardous Materials - General Provisions Chapter 28 - Aerosols Chapter 29 - Combustible Fibers Chapter 30 - Compressed Gases Chapter 31 - Corrosive Materials Chapter 32 - Cryogenic Fluids Chapter 33 - Explosives and Fireworks Chapter 34 - Flammable and Combustible Liquids Chapter 35 - Flammable Gases and Flammable Cryogenic Fluids Chapter 36 - Flammable Solids Chapter 37 - Highly Toxic and Toxic Materials C /21/2012

144 State Page 2 of 2 Chapter 38 - Liquefied Petroleum Gases Chapter 39 - Organic Peroxides Chapter 40 - Oxidizers Oxidizing Gases and Oxidizing Cryogenic Fluids Chapter 41 - Pyrophoric Materials Chapter 42 - Pyroxylin (Cellulose Nitrate) Plastics Chapter 43 - Unstable (Reactive) Materials Chapter 44 - Water-Reactive Solids and Liquids Chapter 45 - Marinas Chapter 46 - Construction Requirements for Existing Buildings Chapter 47 - Referenced Standards Chapter 48 - Motion Picture and Television Production Studio Sound Stages Approved Production Facilities and Production Locations Chapter 49 - Requirements for Wildland-Urban Interface Fire Areas Appendix Chapter 4 - Special Detailed Requirements Based on Use and Occupancy Appendix A - Board of Appeals Appendix B - Fire-Flow Requirements for Buildings Appendix BB - Fire-Flow Requirements for Buildings Appendix C - Fire Hydrant Locations and Distribution Appendix CC - Fire Hydrant Locations and Distribution Appendix D - Fire Apparatus Access Roads Appendix E - Hazard Categories Appendix F - Hazard Ranking Appendix G - Cryogenic Fluids-Weight and Volume Equivalents Appendix H - Hazardous Materials Management Plans and Hazardous Materials Inventory Statements Appendix I - Fire Protection Systems - Noncompliant Conditions Appendix J - Emergency Responder Radio Coverage History Note Appendix Top Previous Section Next Section To view the next subsection please select the Next Section option. Top Previous Section Next Section To view the next subsection please select the Next Section option. COPYRIGHT 2007 by INTERNATIONAL CODE COUNCIL C /21/2012

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