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(c) Radar data from the San Francisco International Airport PASSUR system for runway 30 operations during fair weather show that the majority of downwind operations take place in a band 3,000 to 5,500 feet abeam the runway. Runway 12 operations under inclement weather generally take place in a band of from 2,500 to 5,500 feet abeam the runway, and at altitudes of from 500 to 700 feet. Under these conditions, the location and height of the building would have no effect whatsoever on the location of the traffic pattern or noise abatement procedures. 3.10.17 P_O.I~IialI,,II~: The existence of the 10-story building on the Project site could b-. re-_i:v::.-~.ble for a'...:.zra-a. ~_cc,.'&nts dmSng e_,v.~gomcy $1tnatJnn. S, $11t~h as ~ engine-out situation. F_Lnllillgt: The City hereby makes finding (1). Facts in Support of Findings: (a) The first rule for maintaining control of an aimraft in an engine-out situation is to maintain lateral and directional control. The 10-story building is located approximately 5,200 feet fi'om the start of takeoff roll and 1,800 feet to the right of the extended centerline for Runway 30. The building would not represent a hazard unless the pilot had lost all lateral and directional control, in which case the aircraft would likely invert and crash anyway. (b) Up to a 1 O-degree fight mm under engine-out conditions would allow the aircraft in distress several options preferable to overflying the Project site. These alternatives include: 1. To land straight ahead in the area designated "Clear Zone" on Exhibit 19 of the Airport Study (the purpose for which the Clear Zone was designed); 2. To maintain straight and level flight on the runway heading into the 50- foot height restriction corridor, which was developed specifically for this purpose; or 3. To enter the 50-foot height restriction corridor on a heading of up to ten degrees off the runway heading, and continue the flight unobstructed. Any of these alternatives would be preferable to making a turn in excess of 20 degrees in the direction of the Project site. (c) As noted in testimony by Arthur J. Negrette, President of the Flight Safety Institute and airport consultant, "in a perfect world, all of the space to the north and to the south of the airport would be either paved surfaces or open space surfaces. So that if any airplane ever experienced problems, there would be unlimited options to where to land the aircraft, or at least there wouldn't be a congested area. Unfortunately, we -33- EAFNDGCC.DOC 7/11/96 9:56 AM