Res 2001-006 - Laserfiche WebLink

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recent aircraft accidents. Under Order 5200.8, effective October 1, 1999, the FAA established a Runway Safety Area Program. The Order states, "The goal of the Runway Safety Area Program is that all RSAs at federally obligated airports and all RSAs at airports certificated under 14 CFR part 139 shall conform to the standards contained in Advisory Circular 150/5300-13 Airport Design, to the extent practical". Under the Order, each regional airports division of the FAA is obligated to collect and maintain data on the RSA for each runway at federally 0 bliga ted airports. The FAA is in the process of visually inspecting the RSAs at each federally obligated airport. In Texas, TxDOT has been given the responsibility to administer and inspect the RSAs at the state's general aviation airports. As mentioned in Chapter Three, all runway ends currently conform to FAA's design criteria for RSA. The RSA for a C/D-II runway extends 250 feet each side of the runway centerline and 1,000 feet beyond each runway end. The OFA extends 400 feet each side of the runway centerline and 1,000 feet beyond each runway end. FAA standards require these areas to be under the control of the airport to ensure that these areas are kept clear of objects which could be hazardous to aircraft operations. The RSA for a B-II runway is 150 feet wide and extends 300 feet beyond the ends of the runway. The OFA for a B-II runway is 500 feet wide extending 300 feet beyond the runway ends. RUNWAY PROTECTION ZONES/ INSTRUMENT APPROACHES Another consideration is the FAA requirement for cleared approaches. The runway protection zone (RPZ) is a trapezoidal area centered on the runway typically beginning 200 feet beyond the runway end. The RPZ is a two-dimensional area and has no associated approach surface. FAA design standards limit the types of development within the RPZ to development which is compatible to aircraft operations. FAA design standards limit residential and other types of development which can cause the congregation of people on the ground. Typically, compatible development includes agricultural land uses, golf courses (although consideration is being given to limiting golf course development due to bird strike considerations) or surface parking lots and roadways. The RPZ has been established by the FAA to provide an area clear of obstructions and incompatible land uses in order to enhance the protection of approaching aircraft as well as people and property on the ground. The dimensions of the RPZ vary according to the visibility minimums serving the runway and, in some instances, the type of aircraft operating on the runway. The FAA and TxDOT does not necessarily require the fee simple acquisition of the RPZ area, but recommends that airports maintain positive control over development 4-8