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Local Outreach: The Runway Safety Office also plans an increased emphasis on meeting with state and local officials and airport managers to heighten awareness and provide educational materials in FY 2008 to beyond FY 2011.
RSA Program Goals FY 2009: Complete 26 runway safety areas FY 2010: Complete 37 runway safety areas FY 2011: Complete 19 runway safety areas
CRSI-ICSA Program Goals
FY 2008
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Signed cooperative agreement: August 15, 2008

FY 2009

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Equipment installation/upgrade: April 15, 2009

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Initiation of operational safety data collection: May 15, 2009

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Initial results from data analysis: September 2009

FY 2010

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Midterm results from data analysis: April 2010

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Completion of operational safety data collection: September 30, 2010

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Final results from data analysis: December 2010

 

6.5 Airport Infrastructure
Runway Safety Areas (RSAs): Another facet of runway safety is preventing runway excursions. RSAs are established to enhance safety in the event of an aircraft undershoot, overrun, or excursion from the side of the runway. The standard RSA extends from 240 feet to 1,000 feet beyond each runway end and is between 120 feet and 500 feet wide, depending on the type of instrument approach procedures and size and type of aircraft served by the runway.
The FAA has accelerated the improvement of runway safety areas that do not meet agency design standards. Since 2000, 72 percent of the RSAs identified as high priorities have been improved. The FAA expects to have 86 percent of the safety areas improved by the end of 2010 and all practicable improvements made by 2015.
Engineered Materials Arresting System (EMAS): EMAS is a specific technology that can be used as a safety enhancement on runway ends that lack the level and clear terrain of a standard RSA.
EMAS has been installed at more than 30 runway ends at 21 airports. So far, there have been four safe captures in EMAS beds from overrunning aircraft. In each of these cases, there were no injuries to the crew, damage was limited to only the tires and the aircraft returned to service within days of the incident.
There are plans for 14 additional EMAS installations at eight additional airports in the United States.

6.6 Technology Development
The Runway Safety Office is supporting the development of a wide variety of technologies that are expected to aid in the reduction of runway incursions and surface incidents.
Capstone Runway Safety Initiative – Improved Crew Situational Awareness (CRSI-ICSA) Implementation Effort: The Electronic Flight Bag (EFB) is an electronic display system that gives pilots access to a variety of aviation data such as charts and manuals. They range from laptop-like devices totally independent of the aircraft that can be used on planes across the existing fleet (Class 1 system) to high-end displays permanently installed and fully integrated into cockpits of newer aircraft (Class 3 system). Most EFBs incorporate an Airport Moving Map, which uses GPS technology to show pilots their actual positions on the airport surface. The FAA is focusing its effort on a third type of device, referred to as a “Class 2 system,” that is still portable but takes its power and data directly from aircraft systems.
　
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本文鏈接地址：National Runway Safety Plan 2009-2011(19)