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FACILITY REQUIREMENTS »The intersection of Taxiway K, P, and C creates a wide expanse of pavement which is not recommended per Section 407(c) of the AC. »Taxiway R provides direct access from the apron to the runway via Taxiway B3, which is not recommended per Section 401(b)(5)(g). Taxiway R or Taxiway B3 should be offset so pilots must make a series of turns before entering the runway from the apron. »Taxiway C currently ties directly into Runway 16L-34R via Taxiway B2. Though this configuration conforms to FAA standards, the length of the taxiway combined with direct access to the runway can lead to runway incursions. This is plausible as a pilot may reduce their situational awareness while under taxi and not realize that they are approaching a taxiway. It is recommended that this intersection be monitored closely for runway incursions. If needed, additional tools may be implemented to increase pilot situational awareness. These can include additional markings and lighting at Taxiway B2, or offsetting Taxiway B2 so pilots cannot taxi onto Runway 16R-34L from Taxiway C without making a series of turns. »Taxiway A is a Surface Movement Guidance and Control System (SMGCS) taxi route for commercial aircraft during very low visibility conditions. FAA standards require in-pavement centerline lighting on these taxi routes. Currently, Taxiway A has only reflectors. Future taxiway projects should include installation of the required in-pavement lighting. »All existing taxiway fillets are not designed to current FAA design standards. These are not safety critical design items, and should be addressed during future pavement rehabilitation projects. »Some areas of Taxiway A and adjacent taxiway connectors are slightly higher in elevation than the Runway 16R-34L centerline. Section 418 (b)(6) indicates that the crown of a taxiway should not be higher than the crown of a runway. Future taxiway projects must consider this factor and work to reduce the profile of the taxiway below that of the runway centerline. In summary, the existing airfield taxiway configuration is the result of pavement remnants that previously existed before the north-south parallel runway configuration was constructed. Consequently, the Airport has many more taxiways than are required for safe and efficient airport operations and the taxiways are not located in optimum locations. A primary focus of this master plan is to develop a plan that will simplify the taxiway system, eliminate direct access from the apron to the runway, and remove unneeded taxiways that only add complexity without true operational benefits. The following chapter, Alternatives, will simplify the taxiway configuration to achieve this goal. All deficiencies can be seen in graphical form in 8 Figure 3-6. 8 It should be noted that, at the time of this writing, the “Alpha South Rehab” project is in the design phase. This project is anticipated to commence construction in the summer of 2017 and it will rehabilitate a southern portion of Taxiway A and remove Taxiway A7 and A8. EUGENE AIRPORT MASTER PLAN 3-22