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The Airline Deregulation Act (Public Law 95-504) was passed by Congress in October 1978 This legislation eliminated the statutory authority for the economic regulation of the passenger airline industry in the United States It provided that the Civil Aeronautics Board would be abolished in 1985 The legislation was intended to increase competition in the passenger airline industry by phasing out federal authority to exercise regulatory controls during the period of time between 1978 and 1985 The principal provisions of this legislation: 1 Required the CAB to place maximum reliance on competition in its regulation of interstate airline service, while continuing to ensure the safety of air transportation; to maintain service to small communities; and to prevent practices which were deemed anticompetitive in nature 2 Required CAB approval of airline acquisitions, consolidations, mergers, purchases, and operating contracts; the burden to prove that an action was anticompetitive in nature was placed upon the party challenging that action 3 Permitted carriers to change rates within a range of reasonableness from the standard industry fare without prior CAB approval; the CAB was authorized to disallow a fare change if it considered the change predatory 4 Provided interstate carriers an exemption from state regulation of rates and routes 5 Required the CAB to authorize new routes and services that were consistent with the public convenience and necessity 6 Allowed carriers to be granted operating rights to any route on which only one other carrier was providing service and on which other airlines were authorized to provide service but were not actually providing a minimum level of service If more than one airline was providing service on this route, the CAB was required to determine if the granting of additional route authority was consistent with the public convenience and necessity before allowing additional carriers to service the route An airline not providing the specified minimum level of service on a route (dormant authority) could begin providing such service and retain its authority Otherwise, the CAB was required to revoke the unused authority 7 Provided for an automatic market entry program, whereby airlines could begin service on one additional route each year during the period 1979 to 1981 without formal CAB approval Each carrier was also permitted to protect one of its existing routes each year by declaring it as ineligible for automatic market entry by another airline.

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8 Authorized the CAB to order an airline to continue to provide essential air transportation service and, for a 10-year period, to provide subsidies or seek other willing carriers to ensure the continuation of essential service 9 Required the CAB to determine within 1 year of the enactment of the legislation what it considered to be essential air transportation service for each point being serviced at the time of enactment of the legislation 10 Required the CAB and the Department of Transportation to determine mechanism by which the state and local governments should share the cost of subsidies from the federal government to preserve small community air service and to make policy recommendations to Congress on this matter 11 Exempted from most CAB regulation commuter aircraft weighing less than 18,000 lb and carrying fewer than 56 passengers 12 Made commuter and intrastate air carriers eligible for the federal loan guarantee program 13 Provided that the domestic route authority of the board would cease in 1981; its authority over domestic fares, acquisitions, and mergers would cease in 1983; and the board would be abolished (sunset) in 1985 14 Provided that after the board was abolished, the local service carrier subsidy program was to be transferred to the Department of Transportation; the foreign air transportation authority of the board was to be transferred to the Transportation and Justice Departments, in consultation with the State Department; and the mail subsidy program was to be transferred to the US Postal Service

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requires that displaced thresholds be marked as shown in Fig 8-22 These markings consist of arrows and arrow heads to identify the displaced threshold and a threshold bar to identify the beginning of the runway threshold itself Displaced threshold arrows are 120 ft in length, separated longitudinally by 80 ft for the length of the displaced threshold Arrow heads are 45 ft in length, placed 5 ft from the threshold bar The threshold bar is 5 ft in width and extends the width of the runway at the threshold

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In order to prevent erosion of the soil, many airports provide a paved blast pad 150 to 200 ft in length adjacent to the runway end Similarly, some airport runways have a stopway which is only designed to support aircraft during rare aborted takeoffs or landing overruns and is not designed as a full strength pavement Since these paved areas are not designed to support aircraft and yet may have the appearance of being so designed, markings are required to indicate this The markings for blast pads and stopways are shown in Fig 8-23 Likewise the area adjacent to the edge of the runway may have a paved shoulder not capable

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NOTES: 1 50 FOOT (15 m) SPACING MAY BE USED WHEN LENGTH OF AREA IS LESS THAN 250 FEET (75 m) IN WHICH CASE THE FIRST FULL CHEVRON STARTS AT THE INDEX POINT (INTERSECTION OF RUNWAY CENTERLINE AND RUNWAY THRESHOLD) 2 CHEVRONS ARE YELLOW AND AT AN ANGLE OF 45 DEGREES TO THE RUNWAY CENTERLINE 3 CHEVRON SPACING MAY BE DOUBLED IF LENGTH OF AREA EXCEEDS 1000 FEET (300 m) FEET eg, 10 4 DIMENSIONS ARE EXPRESSED AS METERS 3

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