Yuma Airport RSAT Report
On February 23 and 24, 2010, the FAA Runway Safety Field Operations Group, Western-Pacific Region (AJS-4WP), visited Yuma MCAS/Yuma International Airport (NYL) in Arizona. During the visit, the team met with airport management, Marine Corps Airfield Operations, air traffic management, and airport users for the purpose of developing the first Runway Safety Action Plan (RSAP) for the airport. The results of that visit give the airport an action plan to improve the safety of our Airport. We will be working on this plan for the next several years. As we complete various actions the red dots will turn green. To see our overall airport strategic plan click here.

RSAT NumberRunway Safety Action Team Findings
NYL-2010-001Brown ball IconObservation: It was noted that most surface painted markings on the airfield are non-standard, incorrectly placed, or in poor condition. In many locations, old markings have been over-painted or have become faded beyond recognition. Additionally, multiple sets of surface painted markings were noted in several locations. Airfield marking discrepancies contribute to pilot confusion, and increase the risk exposure for a runway incursion to occur.

Action: Recommend the airport develop a comprehensive airfield marking plan, as required by Airport Certification Manual (ACM) and Airport Certification under FAA Part 139. Although civilian portions of the airfield do not include the bulk of the Airport Operating Area (AOA), the RSAT team recommends coordinating with MCAS Yuma in an effort to mark all those areas of the airfield that may be used by commercial civilian aircraft. Additionally, surface markings associated with signs (see photo following) should be re-evaluated throughout the AOA to determine the correct location for the markings, and signage should be moved as needed to coordinate with those markings. Please refer to FAA Advisory Circular (AC) 150-5340-1J entitled “Standards for Airport Markings” for details, dimensions, and specifications on each type of airfield marking. Additionally, requirements of an AOA ACM may be found in Title 14, Code of Federal Regulations (CFR), Part 139, and “Certification of Airports.” Runway Safety also recommends a thorough understanding of airport design as outlined in FAA AC 150-5300-13, “Airport Design.”

Remarks: The ECD above is the date by which a plan for completion should be determined by the airport. For the purpose of this document the Aircraft Operating Area (AOA) denotes the areas consisting of all restricted ground areas of the airport including taxiways, unways, loading ramps, and parking areas (in other words, everything inside the perimeter fences). The airport operating area is usually divided into two distinct areas: the movement area and the non-movement area.

Updates: 10/24/2011 8:54:36 AM -- Gladys Wiggins --In May/June 2011 multiple hold short lines were removed on Twy A, A2, K, L, as well as lead in lines were added for pilot guidance on Twy K and L onto Twy A2. Enhanced lead in lines were added onto Rwy 17/35 at the midfield (from/onto Twy Z3).
8/20/2010 4:38:05 AM -- Craig Williams -- A joint inspection today by Gladys with the MCAS engineer identified 14 separate hold short lines on Taxiway A, all of them wrong. The four required hold short lines that should be in place are not there.
8/2/2010 8:30:40 AM -- Craig Williams -- Status update from Greg McShane: Open/Continuous, Estimated Completion Date (ECD): June, 2011/TBD Remarks: All deficiencies associated with taxiways; A, A1, A2, B, K, L will be corrected with a project currently underway and planned to be completed by June 2011.

NYL-2010-002Brown ball IconObservation: It was noted that many airport signs, both aboveground and surface painted ones,are non-standard, incorrectly placed, or in poor condition. Airfield signage discrepancies contribute to pilot confusion, and increase the risk exposure for a runway incursion to occur.

Action: Recommend the airport develop a complete airfield sign plan, as required by the ACM and Airport Certification under FAA Part 139. Although civilian portions of the airfield do not include the bulk of the AOA, the RSAT team recommends NYL airport management to coordinate with MCAS Yuma in an effort to provide signs in all those areas of the airfield that may be utilized by civilian aircraft. A comprehensive sign plan may include retro-reflective (reflector) systems where the expense or utilization of fully electrified signs is not justified or required. A significant additional benefit of maintaining standard signage will be development of military pilots’ familiarity with conventional International Civil Aviation Organization (ICAO) and FAA airport signage systems. It was noted that in many locations, an acceptable correct sign type, size, and format was provided, but these were not co-located with the proper surface painted markings. Electricity was available in most of the areas noted as requiring additional signage. The RSAT team strongly recommends a detailed study be performed prior to relocating any existing sign. Please refer to FAA Advisory Circular (AC) 150-5340-18E entitled “Standards for Airport Sign Systems” for details, dimensions, and specifications on each type of airfield sign. Additionally, requirements of AOA sign systems for the ACM and the airport may be found in Title 14, CFR, Part 139 and “Certification of Airports.” Details on FAA signage may be found in “Specifications for Taxiway and Runway Signs,” FAA AC 150-5345-44H. The RSAT also recommends a thorough understanding of airport design as outlined in FAA AC 150-5300-13, “Airport Design.”

Remarks: The ECD above is the date by which a plan for completion should be determined by the airport.

Updates: 10/24/2011 9:14:42 AM -- Gladys Wiggins -- In May 2011 the Airport installed retro reflective unlighted direction and location signs on the Airport ramps and taxiways. Although it appeared in several areas that there may be adequate electrical power the existing electrical power cannot be located and currently out of service for the taxiways that lead onto the general aviation ramps such as Taxiway Z2, Z3, and partial of Zulu 2. In addition to the retro reflective signs, enhanced lead in lines were painted at the intersection of Txy Z3 onto Rwy 17/35 with enhanced markings. On Taxiway K and L, lead in lines were painted onto Twy A2 as requested by commercial pilots in May 2011. Per the request of the general aviators, lead in lines were repainted at Approach end of Rwy 8 in June 2011. At this time the Airport has not defined or discussed the sign plan with MCAS Yuma but intends to within the next 6-8 months (July 2012).
8/2/2010 8:38:39 AM -- Craig Williams -- Status: Open/Continuous, Estimated Completion Date (ECD): June, 2011/TBD Remarks: All deficiencies associated with taxiways; A, A1, A2, B, K, L will be corrected with a project currently underway and planned to be completed by June 2011.


NYL-2010-003Brown ball IconObservation: It was noted that taxiway, runway, and airport visual aids lighting systems on the airfield are in some cases non-standard, substandard, incorrectly placed, or incorrectly colored.

Action: Recommend the airport develop a complete airfield lighting plan. A comprehensive lighting plan may include retro-reflective (reflector) perimeter edge marking and sign systems where the expense or utilization of actual lights is not justified or required. The RSAT team is aware that civilian portions of the airfield do not include the bulk of the AOA physical space; it therefore recommends coordinating any lighting changes or upgrades with MCAS Yuma in an effort to light all those areas of the airfield that may be utilized by civilian aircraft. It was noted that in many locations, the correct light and light fixture were provided, but these were not properly positioned or colored. Runway approach lights, runway end identifier lights, supplemental lighting of wind cones, traffic pattern indicators, beacon(s), precision/visual approach path indicators, and obstruction lighting may also be a part of a comprehensive airport lighting plan. Please refer to FAA Advisory Circular (AC) 150-5340-30D entitled “Design and Installation Details for Airport Visual Aids” for details, dimensions, and specifications on each type of visual aid. Also recommended is a thorough understanding of airport design as outlined in FAA AC 150-5300-13, “Airport Design.”

Remarks: The ECD above is the date by which a plan for completion should be determined by the airport.

Updates: 10/24/2011 4:33:34 PM -- Gladys Wiggins --In April 2011 MCAS Yuma rewired and replaced all taxiway lighting for Taxiways A, A1, A2, K, and L. New lighted signs were installed at this time. At this time the Airport has not defined or discussed the airfield lighting plan with MCAS Yuma but intends to within the next 6-8 months (July 2012) to get a complete layout of the lighting systems.
8/2/2010 8:39:16 AM -- Craig Williams -- Status: Open/Continuous, Estimated Completion Date (ECD): June, 2011/TBD. Remarks: All deficiencies associated with taxiways; A, A1, A2, B, K, L will be corrected with a project currently underway and planned to be completed by June 2011.


NYL-2010-004Brown ball IconObservation: The RSAT team identified some confusion over airport boundaries, areas of control, areas of responsibility/maintenance, and especially those areas of the airport eligible for FAA Grants under the Airport Improvement Program (AIP). This can and has led to difficulty in maintaining proper airfield signage, marking, and lighting, which in turn contributes to pilot confusion and an increase in the risk potential for runway incursions.

Action: Recommend the airport discuss with FAA Airports Program Manager, Compliance Officer, and Certification Safety inspector those business structures and/or business models relevant to identifying the areas of AOA eligible for airport grants under AIP or other U.S. military funding structures.
Separately or in a combined public partnership effort, military and civilian entities may be able to construct a long-term business plan and/or financial structure acceptable to all parties, agencies, and funding sources. The RSAT team recommends that definitive areas of control, maintenance, improvement, and development be established for all future airport projects.
Typical projects eligible for FAA AIP on civilian airports include:
1) Runway, Taxiway, Apron construction and rehabilitation
2) Airfield Lighting, Signage, and Drainage
3) Land Acquisition
4) Weather observation stations (AWOS)
5) NavAids such as REIL(s) and PAPI(s)
6) Planning studies (Master Plan/Terminal Plan)
7) Environmental studies
8) Safety area improvements
9) Airport layout plans (ALPs)
10) Access roads only located on airport property
11) Removing, lowering, moving, marking, and lighting hazards

Complementing the strengths of a civilian joint-use partner, MCAS Yuma may be able to fill in any Navy/MCAS funding gaps, labor divisions, or maintenance gaps through U.S. Federal Government sources outside of AIP. The RSAT team noted that the airport has developed a Terminal Area Master Plan, and has recently prepared and submitted an ALP to the FAA Airports District Office. Primary focus should be on minimum areas of the airport utilized and required to provide FAR Part 121/135 Commercial Air Carrier Air Service, and those land areas of the airport needed to support the same activity. The goal of the action item is to produce a written plan that dovetails each partner’s strengths and provides for the safe maintenance, development, and improvement of the airport to meet each user’s needs. Please refer to AIP Handbook FAA Order 5100.38C “Airport Improvement Program Handbook.” Additionally, the “Arizona Best Practices Guide” may help provide uniformity in coordinating any potential state as well as FAA airport projects.

Updates: 10/24/2011 4:33:55 PM -- Gladys Wiggins -- Both Yuma International and MCAS Yuma are ensuring that both entities understand the property boundaries and coordinate construction plans to work on areas that are associated with the operations whether GA or Military. Currently looking at widening Taxiway Z which is a RSAT action item. Although it is primary used for civilian operation, the military does utilize the taxiway as well. The airport has identified the this project to the FAA for AIP Eligibility since a portion of the taxiway if owned by MCAS, it was determined that this project will be re-bid in January 2012 and begin construction in March 2012 using the carried over AIP funds from FY 2011 combined with FY 2012 so the project can be completed in its entirety.
8/20/2010 5:01:31 AM -- Craig Williams -- The airport has identified the project to widen Taxiway Z as a test case for AIP eligibility as it is owned half by the YCAA and half by MCAS.

NYL-2010-005Brown ball IconObservation: The RSAT team noted multiple Hold Position Line Markings on Taxiways A1 and A2, as well as throughout the AOA, that have been over-painted in black or abandoned and which emerge through over-painted paved areas. Additionally, non-standard markings as well as old and no longer used markings were noted on the airfield. Improperly placed Hold Position Line Markings can result in aircraft unintentionally penetrating the runway safety area and posing a greater collision hazard to aircraft that may have an excursion from the runway.

Action: Recommend the airport physically remove all non-standard and no longer used markings in accordance with FAA AC 150/5340-1J, Standards for Airport Markings. Special emphasis to remove incorrectly placed or abandoned Hold Position Line Markings using the newer enhanced markings is strongly recommended.

Updates: 10/24/2011 4:34:26 PM -- Gladys Wiggins -- Currently MCAS Yuma is working on removing the excess hold short lines. Excess hold shorts on Twy K, L and a couple on Twy A2 were removed. (Feb 2012)
8/2/2010 8:39:50 AM -- Craig Williams -- Status: Open/Continuous, Estimated Completion Date (ECD): June, 2011. Remarks: All deficiencies associated with taxiways; A, A1, A2, B, K, L will be corrected with a project currently underway and planned to be completed by June 2011.


NYL-2010-006Brown ball IconObservation: It was noted that the non-movement area boundary marking has not been implemented completely at the airport. Although this is not a required marking, it is very beneficial in that it removes any confusion a pilot may have as to when he/she is entering the movement area. Removing this confusion also decreases the risk potential for a surface incident to occur.

Action: Recommend the airport implement non-movement area boundary markings to delineate the boundary between the movement and non-movement areas. The placement of the non-movement area boundary marking should be in accordance with the current movement area letter of agreement (Reference AC 150/5340-1J, Standards for Airport Markings). Please note that a Letter of Agreement (LOA) is normally developed to clarify understanding between the tower and airport sponsors regarding the actual physical location of the movement area.

Updates: 10/24/2011 4:34:43 PM -- Gladys Wiggins -- In September 2011, Yuma International Airport implemented a new airfield driving boundary for our tenants. No vehicles are allowed to drive onto the ramps. Owners that are located in our box hangars and T-Shades are able to drive and park in their hangar space. These tenants are required to stay in their designated hangar driveways as shown in the exhibit attached to this document. New access controlled gates were installed and more turnstile walk thru gates for those who do not have driving privileges. Non-movement boundaries markings are not necessary to delineate between it and the movement area, as no unauthorized vehicles roam freely in the movement areas.
8/2/2010 8:40:13 AM -- Craig Williams -- Status: Open, Estimated Completion Date (ECD): September, 2010. Remarks: A draft LOA and change to the current Joint Use Agreement is currently being drafted and is planned to be completed by September, 2011.


NYL-2010-007Brown ball IconObservation: It was noted that the runways utilized by general aviation aircraft do not have dedicated, delineated run-up areas near their respective runway departure points. The RSAT team noted that Runways 8, 17, and 35 threshold areas appear to have sufficient pavement available for marked, dedicated run-up areas. However, additional pavement may be required to provide for run-up space and to allow an aircraft bypass north of the Runway 26 threshold. The lack of run-up areas was a topic of conversation with the tower and some airport users. The tenants, both pilots and mechanics, expressed a desire to have such areas made available. Concerns were expressed at the pilot meeting regarding potential problems to aircraft maneuvering to get around aircraft waiting for run-ups as well as those operating for other purposes. Transient aircraft may create additional challenges for controllers (see illustration below.)

Action: Recommend NYL consider constructing (where needed) and marking areas where aircraft can safely conduct run-ups without conflicting with other aircraft operating on the taxiways and attempting to access the runway thresholds. It is further suggested that those runup areas be delineated with a single dashed yellow line (intermediate taxiway holding position marking) to better define the run-up area/holding bay and provide wingtip clearance for holding aircraft. If the airport cannot guarantee wingtip clearance, then it may opt to utilize the double dashed yellow taxiway edge marking in these areas, which does not guarantee wingtip clearance.

Updates: 10/24/2011 4:37:34 PM -- Gladys Wiggins -- It is anticipated that this will be corrected in the widening of Taxiway Z. Estimated date of re-bid is Jan 2012 and estimated construction to begin mid/late March 2012.
8/20/2010 4:46:11 AM -- Craig Williams -- We will try to incorporate some of this into our project to widen Taxiway Z, if funded by the FAA

NYL-2010-008Brown ball IconObservation: Some discrepancies between NACO and Jeppesen available airport diagrams were noted. Pilot awareness and safety during taxi operations is greatly increased through the use of accurate airport diagrams.

Action: Recommend the airport provide AJS-4WP Office of Runway Safety, in electronic form, a current and up-to-date copy of the airport diagram, preferably in PDF or AutoCad format. AJS-4WP will assist in providing accurate data to the National Flight Data Center (NFDC).

Updates: 10/24/2011 4:38:10 PM -- Gladys Wiggins -- Yuma International is working on getting the AutoCAD file to MCAS Yuma Engineering department to update the airport diagram to show the Airport on the west side of the diagram. April 2012
8/20/2010 4:44:21 AM -- Craig Williams -- The Airport is coordinating with MCAS to provide them dwg files from our last ALP. With that they can provide updated airport diagram to FLIP.

NYL-2010-009Brown ball IconObservation: It was noted that the airport has not installed the new Enhanced Taxiway Centerlines, Extended Runway Holding Position Markings, and Mandatory Surface Painted Location Signs at most taxiway intersections leading to the airport runways. These markings are required at Part 139 airports and have been proved to enhance runway safety.

Action: Recommend NYL mark all taxiway/runway intersections on the airport that support Category 5 and 6 operations, using the same combination of Extended Holding Position Markings and Enhanced Taxiway Centerline Markings. Extended Holding Position Markings should overlap onto the taxiway shoulders extending to within 5 feet of the pavement edge or 25 feet from the edge of the taxiway (whichever is less). Separately, Enhanced Taxiway Centerline Markings and Mandatory Surface Painted Location Signs are required at all taxiway/ runway intersections on Part 139 airports by the end of this year. Reference AC 150/5340-1J, “Standards for Airport Markings” (see examples attached)

Updates: 10/24/2011 4:38:32 PM -- Gladys Wiggins -- MCAS Yuma is currently reviewing all new regulations that have been placed in their regulatory guidelines and standards for airfields. To incorporate new standards it must be placed as a MILCON project. Once identified the timeframe is 5-6 years from conceptual to the beginning of construction. Yuma International Airport has placed enhanced marking and centerline from Twy Z3 to Rwy 17/35. It is anticipated that MCAS Yuma will begin this project in July 2017.

NYL-2010-010Brown ball IconObservation: The RSAT team observed, and ATC reiterated, that frequent back-taxiing on Runways 17/35 and Runway 3L/21R is required by civilian aircraft. Additionally, due to the airport taxiway design, frequent crossing of the parallel runways is required for GA access to Runway 35. This increases the risk exposure for a runway incursion to occur.

Action: Recommend the airport evaluate and consider projects to reduce or eliminate runway back-taxiing and runway crossings. Alternatives outlined on the Airport Layout Plan include connection of Taxiway L to the Runway 21R threshold, and the completion of an extension to Taxiway Y to the Runway 3L threshold. Runway Safety supports projects that reduce or eliminate runway crossings and back-taxi operations on the runway. Reference FAA Engineering Brief No. 75, “Incorporation of Runway Incursion Prevention into Taxiway and Apron Design”

Updates: 10/24/2011 4:38:49 PM -- Gladys Wiggins -- After numerous attempts to get this project considered. The Airport is going to apply for the MAP within the FAA to assist with getting funding for this extension and also Taxiway Y due to the future traffic that will be coming from the DCC area. This will assist in reducing back-taxiing. This project is not eligible for AIP funding because the majority sits on Military land but may be eligible for the MAP Funding. Projected timeframe for Taxiway Y and extension of L is March 2016 (dependent on MAP).

8/20/2010 4:49:03 AM -- Craig Williams -- Our intention is to incorporate the extension to Taxiway L with the Taxiway Y project. Currently that project is on hold by the FAA as they believe AIP projects on Navy land is not eligible for AIP funding. We have requested reconsideration.

NYL-2010-011Brown ball IconObservation: The Runway Safety Team discussed the quality and age of the existing sun shades in the tower. The present shades are inadequate and hinder the controllers’ view of operations. This increases the risk exposure for a runway incursion to occur. Double sun shades were suggested as a solution used in other towers to control sun glare and maximize controller efficiency.

Action: Recommend air traffic pursue acquisition of double sun shades in the tower to eliminate intense glare and assist in heat control, along with neutral light transmission.

Updates: 10/24/2011 4:39:08 PM -- Gladys Wiggins -- In late September 2011 and Early October 2011, MCAS Yuma replaced the sun shades in the Tower. The shades installed met the standards for the operators.
8/2/2010 8:40:41 AM -- Craig Williams -- Status: Open, Estimated Completion Date (ECD): September, 2011. Remarks: The replacement of the tower sunshades has been submitted to MCAS Yuma's I&L as a work request. It was entered as a medium priority item and the replacement has been cycled into the FY 11 schedule.


NYL-2010-012Brown ball IconObservation: The RSAT team noted that the FAR Part 77 Approach Surface and Runway Safety Area (RSA) beyond the north end of Runway 21L are penetrated by Taxiway A1 and Taxiway A2, with the taxiways crossing over the runway blast pad (see picture below). Aircraft are instructed and regularly accept clearances to cross an area covered by yellow chevrons in order to depart on Runway 21L. Pavement areas marked with yellow chevrons are considered to be off limits or closed to aircraft movement, and may present unknown hazards to any aircraft which operate in those areas.
Taxiway A1 and A2 pass through the Runway Safety Area for Runway 21L (See red lines above)

Action: Recommend NYL study a reconfiguration of the Runway 21L threshold area encompassing Taxiways A1, A2, and B, so as to prevent taxi operations in an area marked as unusable with yellow chevrons. The RSAT team suggests the airport consider reconfiguration of this area focusing on the following alternatives (see illustrations below for examples):
1) FAA Minimum Design Safety Standards and FAA AC 150-5300-13 suggest typical runway end configurations that provide for a displaced threshold leading up to the existing runway threshold in this instance. A displaced threshold would provide additional runway for takeoff in a southeast direction only. Declared distances or additional Runway Safety Area (RSA) beyond the runway end are typically employed in these configurations to effectively utilize this area of pavement. This alteration option may prove to be the most cost-effective solution.
2) A second alternative runway adjustment option would be to extend Runway 21L to the northern edge of Taxiway A1 and A2 (see illustration below). Changes to the RSA, lighting, instrument procedures, construction, and environmental considerations may cause this alternative to be expensive and therefore impracticable.

Proposed Runway 21L Threshold
Reconfiguration at the Intersection of Taxiways A1 and A2
Example: Lighting configuration change for Runway 21L
The preceding illustrations are from the ALP and FAA AC 150-5300-13. Also reference FAA AC 150/5340-30D, “Design and Installation Details for Airport Visual Aids”

Updates: 10/24/2011 4:41:49 PM -- Gladys Wiggins --It is anticipated that in FY 2021 while in the design process that this problem will be addressed and revisited when Runway 21L/3R is extended to the southwest.

NYL-2010-013Brown ball IconObservation: The RSAT team noted that insufficient space is currently available for holding large aircraft on Taxiway B north of Runway 8/26 without penetrating both Runway 21L/3R and Runway 8/26 Object Free Zones (OFZ), Runway Object Free Areas (ROFA)s, and RSA(s). Reconfiguration and improved marking in this area could help reduce the risk exposure for a runway incursion to occur.

Action: The RSAT team recommends the airport evaluate and consider reconfiguration of the area in and around Taxiway B, Runway 8/26, and Runway 21L/3R. The following are options for consideration:
1) Mark Taxiway B with black highlighted centerline and double solid yellow edge lines north and south of the runway.
2) In the paved area north of Runway 8/26, study options for providing adequate fillet space for turning the largest aircraft that utilize the airport onto the end of Runway 21L.
3) Due to the wrong runway takeoff risk associated with the need to hold Runway 21L departing aircraft on Taxiway B south of Runway 8/26, the airport should consider marking options that would most clearly define this area. This may include the use of chevrons on unusable areas, side striping, or green sides, as needed, in order to help channel aircraft to the correct runway threshold.


Updates: 10/24/2011 4:42:30 PM -- Gladys Wiggins -- Discussion with MCAS Yuma Airfield Operations, it is not standard practice that any aircraft hold on Twy Bravo to the North of Runway 8/26. Aircraft will only hold short of Runway 8/26 on the south. See attached diagram

NYL-2010-014Brown ball IconObservation: NYL air traffic noted that due to taxiway limitations, it is often necessary to hold aircraft on taxiways exiting the GA ramp and transient parking areas of the airport. However, no surface markings are present to indicate where an aircraft should hold. If an aircraft stops at a point beyond air traffic’s expectations, a collision hazard may result with other taxiing aircraft.

Action: Recommend the airport and air traffic review taxiway locations where holding of aircraft is routinely necessary, and install surface painted markings that would indicate to a pilot where he/she is to hold short. The standard option would utilize the Intermediate Taxiway Hold Position marking. Use of the Non-Movement Boundary Area marking on stub taxiways and taxilanes leading to Taxiway Z and H1 could be utilized in conjunction with or instead of the Intermediate Taxiway Hold Position marking. For long-term planning, however, the RSAT team strongly supports the airport’s plans for development of additional taxiways to help alleviate congestion and head-on traffic conflict possibilities associated with the current layout. Please refer to FAA AC 150/5340-1J and Table 5 (below) for positioning information related to Intermediate Taxiway Hold Position Lines.
Example: Intermediate Taxiway Hold Position Line Markings

Updates: 10/24/2011 4:42:51 PM -- Gladys Wiggins -- Surfaces markings will be provided at the time of the widening of Taxiway Z in mid/late March 2012 (AIP Funding dependent)
8/20/2010 4:55:07 AM -- Craig Williams -- We will try to incorporate this fix into our project to widen Taxiway Z if funded by the FAA

NYL-2010-015Brown ball IconObservation: The RSAT team noted that some time has elapsed since regular safety meetings have been conducted at the airport. User meetings are highly recommended as a valuable component in the process of sharing and discussing changes to the airport, whether proposed or upcoming. This sharing of information between the airport, air traffic, and users of the airfield increases awareness and decreases the risk potential for runway incursions to occur.

Action: Recommend the airport renew its efforts to facilitate regularly scheduled pilot/safety meetings for users, tenants, and operators on the field. The AWP Runway Safety Office and the Arizona FAASTeam are prepared to assist in conducting airport safety seminars (WINGS events).

Updates: 10/24/2011 4:43:32 PM -- Gladys Wiggins --Yuma International Airport is renovating an existing building to provide a facilities on the airfield where pilots can hold their monthly safety meetings. Projected to be complete by May-June 2012.
8/20/2010 4:56:24 AM -- Craig Williams -- In the Fall of 2010 we will try to initiate monthly pilot flight safety meetings with the GA community.

NYL-2010-016Brown ball IconObservation: The RSAT team noted that the Runway Hold Position Line marking south of the Runway 8 threshold extends east almost 3 taxiway widths beyond the marked edge line of the taxiway (see photo below). For pilots, this may imply that it would be acceptable to hold beyond the edge of the marked taxiway. Aircraft that may inadvertently taxi beyond the edge of the taxiway are no longer guaranteed obstacle clearances and risk exposure to unknown hazards.
Double Yellow Lines Mark the Taxiway Edge -
A long Hold Position Line implies different Taxiway Edge

Action: Recommend the airport remove the portion of the Hold Position Line marking at the threshold of Runway 8 that extends beyond the solid double yellow marked taxiway edge lines, per AC 150/5340-1J. Additionally, the airport may opt to provide further clarity regarding this area with the use of a green island, as is demonstrated in the picture below.
Example: Green Surface Insert used to define the
Taxiway and Hold Position Line Marking

Updates: 10/24/2011 4:43:56 PM -- Gladys Wiggins -- Correction to the markings will be addressed and corrected in the widening of Taxiway Z project. Mach/April 2012
8/20/2010 4:58:06 AM -- Craig Williams -- We plan to address this during our AIP project to widen Taxiway Z if that is funded by the FAA

NYL-2010-017Brown ball IconObservation: The RSAT team noted that lighting fixtures, lenses, and configurations near the thresholds of Runways 8, 26, and 21L appear to be non-standard. Non-standard lighting configurations contribute to pilot confusion and increase the risk exposure for a runway incursion to occur.

Action: Recommend the airport review runway end lighting configurations of Runways 8, 26, and 21L, verifying that each fixture is the proper color and aligned in accordance with standards, and correcting where necessary. Please reference FAA AC 150/5340-30D, “Design and Installation Details for Airport Visual Aids” (see excerpt below).

Updates: 10/24/2011 4:44:52 PM -- Gladys Wiggins -- Working with MCAS Yuma on any airfield lighting discrepancies that are noted during surface checks. Some lights have been replaced in April 2011.
8/20/2010 4:59:28 AM -- Craig Williams -- We hope to address several of these issues with our project to widen Taxiway Z if funded by the FAA

NYL-2010-018Brown ball IconObservation: Air traffic and the airport noted that the width of Taxiway Z is 35 feet, which has proven to be insufficient to meet minimum design safety standards for many of the aircraft that need to transit the west sections of the airport. This poses many hazards to larger aircraft utilizing this taxiway, such as wingtip clearance issues. Additionally, C-130’s and Boeing 737’s that routinely use this taxiway have noted difficulty in making turns due to the narrow width.

Action: Recommend the airport evaluate and consider a project to upgrade Taxiway Z to meet standards and accommodate larger aircraft that are utilizing this area of the airport. Please refer to FAA AC 150/5300-13, Table 4-1 for taxiway dimensional standards specifications.

Updates: 10/24/2011 4:45:31 PM -- Gladys Wiggins -- In January 2012 Yuma International will re-bid the Widening of Taxiway Z and hope to award the project in mid/late March 2012. This will correct the insufficient taxiway width and properly design it to a Group III aircraft type.
8/20/2010 12:18:33 AM -- Craig Williams -- Requested FAA eligibility determination