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FACILITY REQUIREMENTS The Runway 16R holding bay provides room for up to two ADG III aircraft (such as the Airbus A319/A320) to deice, while allowing a third ADG III aircraft room to taxi by on Taxiway A. Airport operations staff noted that due to the increase in commercial passenger traffic, greater ability to accommodate deicing aircraft at the threshold has been needed. Taxiway A2 provides the needed capacity by allowing passage of aircraft to the runway while a third aircraft deices on A1. Taxiway A2 also provides bypass options when commercial aircraft are held for departure for flow control into their destination airport. This scenario is also an issue during summer months, and it is not uncommon that an aircraft will be held at A1 waiting for departure clearance. In these situations, A2 is helpful for ATCT personnel to maintain takeoff operations while keeping the holding bay available for piston aircraft run-ups. Both Taxiway A2 and the Runway 16R holding bay were found to be necessary through the planning period to ensure safety and efficiency for the Airport’s widely varying aircraft fleet mix. Runway 34L does not have a holding bay and the A8 non-standard bypass taxiway will have been removed by the time of this documents publication. Prior to its removal, A8 was the preferred area for aircraft that required deicing prior to using Runway 34L. Due to the prevailing winds, the 34L runway end is not used as often as the 16R runway end, and thus bottlenecks are less likely to occur. However, due to the mixed fleet of aircraft that use the primary runway, it is recommended that a holding bay be constructed adjacent to the runway threshold within the planning period. Furthermore, a design similar to the existing holding bays is suggested as it is more functional and less costly than the design now shown in AC 150/5300-13A Change 1, Airport Design. The new holding bay size is recommended to accommodate ADG III aircraft deicing operations as well as piston engine run-ups. 3.5.4.3Exit Taxiway Connector Analysis Runway 16R-34L was analyzed to measure taxiway exit utilization and calculate the current runway occupancy time (ROT). The analysis included a one day, on-site evaluation of each landing aircraft ROT and empirical study of pilot behavioral attributes. Observations during this on-site visit revealed the tendency of general aviation pilots to intentionally land on Runway 16R beyond the touchdown zone and exit the runway at either Taxiway A4 or A6. Furthermore, when general aviation pilots landed on Runway 34L they tended to either fly a lower approach or apply braking action more aggressively in order to attempt an exit at Taxiway A5/A6 and avoid having to remain on the runway to exit at Taxiway A4. The reason for these pilot behavioral tendencies is attributed to the location of facilities on the airfield. No non-standard behavioral tendencies were observed during commercial service aircraft operations. This may be attributed to airline policies, standard approach procedures, and less ability/desire to alter braking performance in order to exit the runway at a preferred location. By inputting data collected during the on-site evaluation, Runway Exit Design Interactive Model (REDIM) computer evaluation was performed to analyze the current runway configuration, taxiway utilization, and ROT. The REDIM program has a set of parameters which help determine the correct taxiway exit utilization and ROT. The first of these parameters is the airport fleet mix. Combining data on the aircraft recorded during on-site evaluation with the known commercial fleet, the fleet mix from Chapter 2, Aviation Demand Forecasts was refined for input into the model. For the purposes of the REDIM analysis, the aircraft within the fleet mix were categorized by their approach speed. A summary of the fleet by approach speed is shown in Figure 3-8. EUGENE AIRPORT MASTER PLAN 3-25