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FACILITY REQUIREMENTS North Ramp – The configuration of the North Ramp is such that much of its 18,500 square yards of usable pavement surface is dedicated to aircraft circulation. A significant portion of the apron near the ARFF building, which is in poor condition, is used only for ARFF training activities, and is unusable for aircraft parking. The rest of the ramp that is available for aircraft parking, roughly 10,200 square yards has tie-down inlets in the pavement. However, most of these tie-downs are no longer used. Today, the ramp sees minimal use and provides an excess of space. Additionally, the ramp has light poles down the middle of the pavement surface. These light poles are a significant safety hazard and drastically reduce the flexibility and functionality of the ramp. It is recommended that the light poles be removed and lighting be provided at the edge of the apron. The ramp should be reconfigured to reduce the amount of unneeded pavement and provide a more flexible configuration with what remains. East General Aviation Ramp – The EGAR is the Airport’s newest ramp space and serves the needs of local general aviation aircraft using Runway 16L-34R. The ramp provides 8,000 square yards of usable temporary parking and circulation for those aircraft based at the EGAR, and for aircraft using the self- serve 100LL fuel station. The apron size has been determined to be adequate through the planning period. South Ramp – The South Ramp provides 15,900 square yards of usable aircraft parking space for itinerant aircraft. Atlantic Aviation services these aircraft and manages all aircraft parking operations on this apron. The south apron also includes a heavy pad that can accommodate dual tandem gear aircraft up 400,000 pounds. The heavy pad is used for much lighter aircraft, such as the Gulfstream G550, as the other portions of the apron may divot if that size aircraft is sitting on hot days. Analysis shows that the South Ramp is sufficiently sized for demand through the planning period. Though the ramp’s pavement condition is currently sufficient, the ramp has numerous issues that should be remedied in the future. These include elevation differences created for water drainage to in-pavement trench drains, and a heavy pad that is not optimally located. The trench drain system and the location of the heavy pad prevent flexibility in how the apron is used. Additionally, the dips in the pavement by the trench drains are large enough that they have the potential to cause a prop strike if a pilot inadvertently taxis across them too quickly. When warranted, a new ramp should be constructed that preferably does not use trench drains (or at least minimizes their use) and has a higher weight capacity to eliminate the need for a heavy pad for large business aircraft, such as the Gulfstream G550. Finally, it was found that the VSR road on the apron is not in an optimal location. The roadway can interfere with Atlantic Aviation’s operations and places vehicle traffic very close to the pedestrian doors on the Atlantic Aviation building. A new location for the VSR is advisable on the west side of the apron where it can tie into the VSR west of Lane Aviation. 3.8.1.1Heavy Aircraft Apron Along with the heavy pad on the South Ramp, two heavy pads exist on the North Ramp, just north of the commercial apron. These two positions are used by large charter aircraft and commercial passenger aircraft which remain overnight. The pads are not well configured and are constrained by a light pole to the north, buildings to the east, and a taxiway to the west. Parking large aircraft on the pads is difficult and most pilots refuse to park under power due to the so many nearby obstructions. The pads are also EUGENE AIRPORT MASTER PLAN 3-55