Ord. 20640 - Laserfiche WebLink

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FACILITY REQUIREMENTS »Taxiway A5 provides direct access to the apron via Taxiway E, which is not recommended per Section 401(b)(5)(g). Additionally, the connection to the runway is joined with Taxiway A6, creating a wide expanse of pavement which is not recommended per Section 407(c) of the AC. »Taxiway A6 is an acute angle taxiway with a configuration that supports exiting aircraft on Runway 16R. Section 409(a) of the AC suggests that this taxiway be perpendicular to the runway to support exiting aircraft landing either direction on the runway. The taxiway provides direct access to the apron via Taxiway F, which is not recommended per Section 401(b)(5)(g). Additionally, the connection to the runway is joined with Taxiway A5, creating a wide expanse of pavement which is not recommended per Section 407(c) of the AC. »Taxiway A7 is an acute angle taxiway with a configuration designed for traffic landing on Runway 34L. However, due to the taxiway’s location on the touchdown point of the runway, almost no aircraft have the ability to exit Runway 34L on A7. Thus, the only exiting aircraft on this taxiway are those landing on Runway 16R. This is in conflict with Section 409(a) of the AC recommends to “avoid designs that encourage pilots to turn more than 90 degrees to exit the runway, as this abrupt angle requires the pilot to slow down considerably on the runway to negotiate the turn.” Finally, the taxiway provides direct access from the aircraft apron to the runway via Taxiway G, which is not recommended per Section 401(b)(5)(g). »Taxiway A8 is a bypass taxiway that is not designed as a bypass taxiway per Section 410 in the AC. The taxiway also intersects the runway threshold, though it is not designed as a right angle taxiway which is recommend per Section 408(a). The taxiway also creates a wide expanse of pavement where it connects to the runway and Taxiway A9, which is not recommended per Section 407(c) of the AC. At the time of this writing, Taxiway A8 was slated for removal. »The area of Taxiway A8, A9 and Taxiway A also are listed currently as an FAA Hot Spot. The area is designated as such because “aircraft taxiing to Runway 34L often miss the right turn at Taxiway A8 or Taxiway A9.” Due to the configuration of the taxiways, and the need to designate a hold bar for the Runway 34L approach, signage in this area is confusing. A holistic solution is needed in the near-term to correct the A8 deficiencies and eliminate the hot spot issues. »Taxiway D, E, F, and G all provide direct access to the runway from the apron via inline runway connector taxiways. Additionally, Taxiway D, E, and F all connect into Taxiway G in one large wide expanse of pavement that is part of the commercial apron. A wide expanse of pavement also exists between Taxiway E and F on Taxiway A. These configurations with wide expanses of pavement are not recommended per Section 407(c) of the AC. Additionally, the movement area boundary line is the only item separating Taxiway G from the commercial apron. These factors lead to a confusing operating environment for pilots and unfamiliar ground crews, and should be reconfigured in the near term. EUGENE AIRPORT MASTER PLAN 3-21