1-1 DRAFT The initial step in the preparation of the Chino Airport Master Plan Update is the collection of information that will provide a basis for the analysis to be completed in subsequent chapters. For the Master Plan, information is gathered regarding not only the airport but also the region it serves. The inventory of existing conditions at Chino Airport will serve as an overview of the airport, its facilities, its role in the regional and national aviation systems, and the relationship to development which has occurred around the airport in the past. The update of this Master Plan requires a comprehensive collection and evaluation of information relating to the airport including airport history, physical inventories of facilities and services currently provided at the airport, as well as a review of regional airspace, air traffic control, and aircraft operating procedures. The information outlined in this chapter was obtained through on-site inspections of the airport, including interviews with airport management, airport tenants, and representatives of various government agencies. Information was also obtained from existing studies, including the Chino Airport Master Plan (2003), Chino Airport Comprehensive Land Use Plan (1991), and County of San Bernardino General Plan (2007). Additional infor- mation and documents were pro- vided by the Federal Aviation Administration (FAA), Southern Cali- fornia Association of Governments (SCAG), California Department of Transportation – Division of Aero- nautics (CALTRANS), and the cities of Chino and Ontario. INVENTORY Chapter One
Transcript
1-1 DRAFT
The initial step in the preparation of the Chino Airport Master Plan Update is the collection of information that will provide a basis for the analysis to be completed in subsequent chapters. For the Master Plan, information is gathered regarding not only the airport but also the region it serves. The inventory of existing conditions at Chino Airport will serve as an overview of the airport, its facilities, its role in the regional and national aviation systems, and the relationship to development which has occurred around the airport in the past.
The update of this Master Plan requires a comprehensive collection and evaluation of information relating to the airport including airport history, physical inventories of facilities and services currently provided at the airport, as well as a review of regional
airspace, air traffic control, and aircraft operating procedures.
The information outlined in this chapter was obtained through on-site inspections of the airport, including interviews with airport management, airport tenants, and representatives of various government agencies. Information was also obtained from existing studies, including the Chino Airport Master Plan (2003), Chino Airport Comprehensive Land Use Plan (1991), and County of San Bernardino General Plan (2007). Additional infor-mation and documents were pro-vided by the Federal Aviation Administration (FAA), Southern Cali-fornia Association of Governments (SCAG), California Department of Transportation – Division of Aero-nautics (CALTRANS), and the cities of Chino and Ontario.
INVENTORYChapter One
1-2 DRAFT
This chapter will begin with back-ground information regarding the Chino Airport and surrounding area including airport location, history, re-gional climate, and adjacent land use. This will be followed by an overview of existing conditions at the airport con-sisting of descriptions of existing air-port facilities, regional airspace, air traffic activity, and the airport’s role in regional and national aviation sys-tems. Finally, information regarding the area’s socioeconomic profile will be presented. BACKGROUND Any comprehensive master planning effort must factor all influences on an airport. Many of these factors are not directly related to aviation, but do play a key role in the overall growth potential of the airport. Before the airport and its facilities are discussed, these outside influences should be identified. The following sections will discuss the factors which will influ-ence the development potential at Chino Airport. AIRPORT LOCATION As depicted on Exhibit 1A, Chino Airport sits on approximately 1,097 acres of property in southwestern San Bernardino County within the corpo-rate limits of the City of Chino and ad-jacent to the City of Ontario. The air-port is approximately three miles to the southeast of the City of Chino’s central business district. The City of Chino is part of the greater Los An-geles metropolitan area within San
Bernardino County. It is located in the southwestern corner of San Ber-nardino County and in close proximity to Los Angeles, Orange, and Riverside counties. The City of Chino is bounded by Chino Hills to the west, Ontario to the northeast, unincorpo-rated San Bernardino County to the southeast, and unincorporated River-side County to the south. The airport is bounded on the north by Merrill Avenue, to the east by agricul-tural-related farmland and dairy op-erations, to the south by Kimball Ave-nue, and to west by Euclid Avenue. Several roadways extending south from Merrill Avenue provide access to aviation and non-aviation facilities on the north side of the airport. Among them, Cal Aero Drive, a divided two-lane access road, extends south from Merrill Avenue and provides access to the airport administration building, airport traffic control tower (ATCT), and other airport facilities. A large automobile parking area on the south-east side of the airport is afforded im-mediate access off Kimball Avenue that provides parking associated with aviation-related activities in this area. The City of Chino has excellent access to regional highway infrastructure linking it to the entire Los Angeles metropolitan area and points beyond. Euclid Avenue, located adjacent to the west side of the airport, provides di-rect access to U.S. Highway 60 to the north and U.S. Highways 71 and 91 to the south. Known as Pomona Free-way, U.S. Highway 60 runs in an east/west direction on the north side of Chino and provides access to U.S. In-terstate 15 to the east and Los An-
5
5
5
15
15
15
10
10
210
210
215
405
405
605
110
710
101
LittlerockLittlerockLittlerock
LakeviewLakeviewLakeview
ActonActonActon
WinchesterWinchesterWinchester
Valley CenterValley CenterValley Center
BonsallBonsallBonsall
Murrieta Hot SpringsMurrieta Hot SpringsMurrieta Hot Springs
BoronBoronBoron
JamulJamul
Sedco HillsSedco HillsSedco Hills
AvalonAvalon
LenwoodLenwoodLenwood
WrightwoodWrightwoodWrightwood
Running SpringsRunning SpringsRunning Springs
Big Bear City
Lakeland VillageLakeland VillageLakeland Village
Del MarDel MarDel Mar
Big Bear LakeBig Bear LakeBig Bear Lake
Rolling Hills EstatesRolling Hills EstatesRolling Hills Estates
CrestlineCrestlineCrestline
Alpine
WildomarWildomarWildomar
BeaumontBeaumontBeaumont
RamonaRamonaRamona
AdelantoAdelantoAdelanto
FallbrookFallbrookFallbrook
San FernandoSan FernandoSan Fernando
MurrietaMurrietaMurrieta
BarstowBarstowBarstow
San JacintoSan JacintoSan Jacinto
Laguna BeachLaguna Beach
San Juan CapistranoSan Juan Capistrano
WalnutWalnutWalnut
PerrisPerrisPerris
La VerneLa VerneLa VerneBeverly HillsBeverly HillsBeverly Hills
Manhattan BeachManhattan BeachManhattan Beach
YucaipaYucaipaYucaipaWest HollywoodWest HollywoodWest Hollywood
geles to the west. U.S. Interstate 15 links the area to cities such as San Di-ego to the south and Las Vegas to the northeast. OTHER TRANSPORTATION MODES Local transportation includes regional bus service provided by Omnitrans. This public transit agency serves the greater San Bernardino Valley to in-clude the City of Chino. It carries an average of 15 million passengers each year throughout its 480 square-mile service area. A second transportation service in the area is Metrolink, which provides commuter rail service to the greater Los Angeles metropolitan area. Established in 1991 by the Southern California Regional Rail Au-thority, Metrolink has grown into sev-en lines and 55 stations that accom-modate more than 45,000 daily riders throughout the region. It should be mentioned that there are no rail spurs in the immediate vicinity of Chino Airport. Cargo rail service is located farther north, near Ontario Interna-tional Airport. REGIONAL CLIMATE Weather conditions must be consi-dered in the planning and develop-ment of an airport, as daily operations are affected by local weather. Tem-perature is a significant factor in de-termining runway length needs, while
local wind patterns (both direction and speed) can affect the operation and ca-pabilities of the runway. The need for navigational aids and lighting is de-termined by the percentage of time that visibility is impaired due to cloud coverage and other conditions. The regional climate is characterized by warm summers, mild winters, and infrequent rainfall. The normal daily minimum temperature ranges from 41 degrees in December to 59 degrees in July and August. The normal daily maximum temperature ranges from 68 degrees in December and January to 89 degrees in July and August. The region averages approximately 17 inches of precipitation annually. On average, Chino experiences sunshine 70 percent of the year. The monthly average wind speed is 6.2 miles per hour, and the predominant wind direc-tion is from the southwest to north-east. A summary of climatic data is presented in Table 1A. AREA LAND USE AND ZONING The area land use surrounding Chino Airport can have a significant impact on airport operations and growth. The following sections identify baseline in-formation related to both existing and future land uses in the vicinity of Chi-no Airport. By understanding the land use issues surrounding the air-port, more appropriate recommenda-tions can be made for the future of the airport.
1-4 DRAFT
TABLE 1A Climate Summary Chino, CA
Jan. Feb. March April May June July Aug. Sept. Oct. Nov. Dec.
Existing Land Uses As previously mentioned, Chino Air-port is located within the corporate boundaries of the City of Chino. Land adjacent to the east, south, and west of the airport is under the jurisdiction of the city. Immediately north of the airport is land located within the City of Ontario and, thus, controlled by On-tario. A large majority of existing land use surrounding the airport is used for agricultural purposes in the form of cultivated farmland and dairy farms. Land north of Merrill Avenue, located within the City of Ontario, is currently utilized for agriculture-related activi-ties as is land adjacent to the east and southwest sides of the airport within the corporate limits of Chino. To the northwest of the airport, across from Euclid Avenue, is a youth correctional facility that encompasses approx-imately 110 acres. Land adjacent to the south side of the airport is comprised of several types of activities to include agriculture, com-mercial, and residential development.
In addition, an area adjacent to the south side of Kimball Avenue is dedi-cated as a nature preserve that is home to several different species of birds and animals. Exhibits 1B and 1C present the land use plans for the cities of Chino and Ontario, respec-tively. Future Land Use and Zoning Under ideal conditions, the develop-ment immediately surrounding the airport can be controlled and limited to compatible uses. Compatible uses would include light and heavy indus-trial development, some commercial development, and agricultural activi-ties. As identified on Exhibit 1B, the pro-posed land use plan for the City of Chino calls for compatible land uses adjacent to the airport in the form of open space, agriculture, light indus-trial, and manufacturing. Property to the south of the airport is of concern, given the low- and medium-density residential development that is al-lowed. A large parcel of land adjacent
N
NOT TO SCALE
Source: City of ChinoDate: June 9, 2008
CHINO AIRPORTCHINO AIRPORT
Exhibit 1BCITY OF CHINO LAND USE PLAN
09M
P09
-1B
-1/2
8/10
1-5 DRAFT
to the northeast side of the airport is planned for a future public institution. The City of Ontario land use plan, as depicted on Exhibit 1C, calls for low-density residential housing on proper-ty currently being utilized for agricul-tural purposes on the north side of the airport. Other land uses within this area call for commercial, agricultural preserve, and industrial/business de-velopment. There are a number of methods by which governmental entities can en-sure that land uses in and around air-ports are developed in a compatible manner. The objective of enforcing land use restrictions is to protect des-ignated areas for the maintenance of operationally safe and obstruction-free airport activity. Land use zoning is the most common land use control. Zoning is the exer-cise of jurisdictional powers granted to state and local governments to desig-nate permitted land uses on parcels of land. Typically, zoning is developed through local ordinances and is often included in comprehensive plans. The primary advantage of zoning is that it can promote compatibility with the airport while leaving the land in pri-vate ownership. Zoning is subject to change; therefore, any potential alte-rations to the zoning code near the airport should be monitored closely for compatibility. The City of Chino Zoning Code estab-lishes the Airport Overlay District. The specific purpose of the airport overlay district is to:
Implement the Chino Airport Com-prehensive Land Use Plan;
Identify areas of the city subject to high noise levels and crash impacts by the operation of the Chino Air-port; and
Encourage the orderly use and de-velopment of the area around Chi-no Airport, which is compatible with continued airport operations.
In addition to the restriction of the Airfield Overlay District, existing zon-ing surrounding the airport calls for agricultural, light industrial, manu-facturing, and commercial except for certain areas on the north and south sides of the airport. Some of these areas are zoned residential, which are not typically compatible with airport activity. Future airport operations will need to be sensitive to these exist-ing and planned residential develop-ments. Height restrictions are necessary to ensure that objects will not impair flight safety or decrease the opera-tional capability of the airport. Title 14 of the Code of Federal Regulations (CFR) Part 77, Objects Affecting Na-vigable Airspace, defines a series of imaginary surfaces surrounding air-ports. The imaginary surfaces consist of approach zones, conical zones, tran-sitional zones, and horizontal zones. Objects such as trees, towers, build-ings, or roads, which penetrate any of these surfaces, are considered by the FAA to be an obstruction to air navi-gation.
N
NOT TO SCALE
Source: City of Ontario GIS Department
Date: June 2009
Airport
Rural Residential
Low Density Residential
Low Medium Density Residential
Medium Density Residential
High Density Residential
Planned Residential
Mobile Home
General Commercial
Neighborhood Commercial
Neighborhood Conveniance
Administrative Professional
Airport Service Commercial
Historic Planned Commercial
Planned Commercial
General Industrial
Industrial Park
Vintage Industrial Park
Planned Industrial
Landfill
Planned Industrial / Landfill Impact Area
Ontario International Airport
Airport Industrial
Existing Public Facility
Existing Public School
Proposed Public School
Existing Recreational Open Space
Planned Recreational Open Space
Non-Recreational Open Space
Town Center Study Area
East Holt Study Area
Grove Avenue Corridor Business Park
Railroad
New Model Colony Boundary
Town Center
Public Facility
Major Center
Neigborhood Center
Community Commercial
Industral / Business Park
Golf Course
Lake
Flood Control
Low Density Residential
Medium Density Residential
High Density Residential
Elementary School
Middle School
High School
Green Belt
SoCal Preserve
LEGEND(Model Colony)
LEGEND(New Model Colony)
CHINO AIRPORTCHINO AIRPORT
Exhibit 1CCITY OF ONATARIO LAND USE PLAN
09M
P09
-1C
-1/2
8/10
1-6 DRAFT
Current City of Chino ordinances ad-here to and support the height restric-tion guidelines as set forth in 14 CFR Part 77. In addition, the Chino Air-port Comprehensive Land Use Plan and County of San Bernardino 2007 General Plan call for conformity with land use and zoning guidelines. Height restrictions can be accom-plished through height and hazard zoning, avigation easements, or fee simple acquisition. AIRPORT HISTORY Construction of the present day Chino Airport site began before the United States entered World War II. The original airport site consisted of 375 acres and was purchased by the Unit-ed States Government from the Uni-versity of California. Known as Cal Aero Field at the time, the airport served primarily as a training facility. Cal Aero Academy operated from 1940 until the airport was closed in 1944, training over 12,000 pilots. At the time of its closure, the airport site comprised 860 acres, more than doubl-ing in size since its inception. Once the war was over, there was no longer a need for the airport as a mili-tary installation. In 1948, the War Assets Administration transferred ownership of the entire airport site and existing facilities to the County of San Bernardino. It has remained with the County since that time. Between 1950 and 1960, the County leased the airport to a private compa-ny named Pacific Aeromotive Corpora-tion, who specialized in rebuilding
airplane and helicopter projects. In 1960, the County of San Bernardino resumed operation of the airfield. In July 1960, the airport was officially opened for public use under the name Chino Airport. Since that time, nu-merous improvements have been made to the airport to include addi-tional runway pavement, taxiways, and building development. Today, Chino Airport is home to over 600 based aircraft and experiences well over 150,000 aircraft operations annually. Several aviation-related businesses are located on the field that provide an array of general aviation services. RECENT CAPITAL IMPROVEMENTS To assist in funding capital improve-ments, the FAA has provided funding assistance to Chino Airport through the Airport Improvement Program (AIP). The AIP is funded through the Aviation Trust Fund, which was es-tablished in 1970 to provide funding for aviation capital investment pro-grams to include aviation develop-ment, facilities and equipment, and research and development. The Avia-tion Trust Fund also finances a por-tion of the operation of the FAA. It is funded by user fees, taxes on airline tickets, aviation fuel, and various air-craft parts. Table 1B summarizes FAA AIP grants for Chino Airport since 2000. CALTRANS has a similar program that funds capital improvement projects at airports. For federally
1-7 DRAFT
funded projects, non-commercial air-ports can receive a matching grant equal to 2.5 percent of the FAA AIP grant. CALTRANS matching grants
received by the County of San Bernar-dino for use at Chino Airport are also summarized in Table 1B.
TABLE 1B Projects and Improvements Since 2000 Chino Airport
Year FAA Grant
Number Project Description FAA Grant
Amount
CALTRANS Matching
Grant Amount
2000/01 3-06-0042-22 Taxiway D Relocation $2,000,000 N/A
2001/02 3-06-0042-23 Reconstruction of Runway 8L-26R $2,000,000 $100,000
2006/07 3-06-0042-28 Taxiway E Extension $1,419,315 $35,483
2008/09 3-06-0042-030 Install Runway Lighting and Vault Upgrades $1,172,995 $25,574
Total Grant Amount $11,862,280 $373,942
Source: Airport Records
Since 2000, approximately $12.2 mil-lion has been invested in the airport through various federal and state grants. This has included funding for construction projects and airfield safe-ty improvements. AIRCRAFT ACTIVITY The ATCT located on the airport records data regarding aircraft opera-tions (takeoffs and landings). Table 1C summarizes historical annual op-erations at the airport since 2000. During this timeframe, annual air-craft operations at Chino Airport have averaged approximately 160,000. In 2008, annual operations decreased by
nearly 20 percent as compared to pre-vious years; however, operations in 2009 rebounded significantly, regain-ing all but two percent of that lost in 2008. TABLE 1C Historical Aircraft Operations Chino Airport
Year Total Operations 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
Source: FAA Air Traffic Activity Data System (ATADS)
1-8 DRAFT
FUEL SALES Chino currently has three fixed base operators (FBOs) on the airfield that provide fueling services. As shown in Table 1D, from 2006 through 2008 fuel sales grew steadily to include in-creases in both 100LL and Jet A fuel. During this time, three fuel providers
operated at the airport. Fuel totals in 2009 decreased significantly as com-pared to years 2007 and 2008. Several factors likely contributed to this de-crease including the loss of one fuel provider at the airport, the rise in fuel prices that occurred in late 2008, and the recent economic downturn.
Source: Airport Records AIRPORT ADMINISTRATION Chino Airport is owned and operated by the County of San Bernardino. The County of San Bernardino – Depart-ment of Airports provides for the management, maintenance, and oper-ation of Chino Airport in addition to five other county-owned airports in-cluding Apple Valley Airport, Baker Airport, Barstow-Daggett Airport, Needles Airport, and Twentynine Palms Airport. The Department of Airports’ mission is to “plan, organize, and direct the County’s airport and aviation system to provide high quali-ty aviation facilities and services in a safe and efficient manner, optimizing the benefit to the communities and cit-izens of the county.” A Director of Airports has responsibili-ty for the overall management, main-tenance, and operation of the six coun-
ty airports in the system. An Assis-tant Director and Fiscal Services Manager also aid in the overall func-tioning of the airports. Daily man-agement and operation of Chino Air-port is the responsibility of the Airport Manager who reports directly to the Director of Airports. Additional air-port staff at Chino Airport includes an administrative assistant, airport maintenance supervisor, and main-tenance and operations personnel. The San Bernardino County Airports Commission has been established by the San Bernardino County Board of Supervisors and consists of seven members: one member from each of the five supervisory districts, one member at-large from the Mountain-Desert area, and one member at-large from the San Bernardino Valley area. The Airports Commission is tasked with:
1-9 DRAFT
Making recommendations and ob-servations concerning County air-ports and aviation-related issues to the Board of Supervisors and/or the County’s Economic Development and Public Services Group;
Promoting airports and aviation in general in San Bernardino County;
Reviewing and participating in County airport special events; and
Reviewing and making recommen-dations for initial preparation of the annual airport budget.
Airport Commission members are ap-pointed to terms that are not to exceed four years in length, with staggered terms of office to ensure that no more than two-thirds of the terms expire in any one-year period. The group meets on the last Thursday of every month. AIRPORT SYSTEM PLANNING ROLE Airport planning exists on four prima-ry levels: local, regional, state, and na-tional. Each level has a different em-phasis and purpose. An Airport Mas-ter Plan is the primary local airport planning document. This Master Plan will provide a vision of both the airside and landside facilities over the course of the next 20 years. At the regional level, Chino Airport is included in the SCAG’s aviation pro-gram. SCAG is the nation’s largest metropolitan planning organization, representing six counties, 189 cities, and more than 19 million residents. SCAG’s aviation program is responsi-ble for developing long term regional aviation plans as well as passenger
demand, cargo, and operation forecast-ing for all airports that lie within the SCAG region. SCAG has developed the Regional Transportation Plan (RTP) which details aviation use in the region. The most recent update to the RTP occurred in 2004. According to the regional aviation profile in the RTP, the SCAG region has 57 public use airports, including eight estab-lished commercial service airports, 45 general aviation airports, two commu-ter service airports, and two joint-use commercial/military facilities. Chino Airport is classified as a general avia-tion airport in the SCAG aviation pro-gram, identifying it as a facility that serves aircraft ranging from small single engine piston aircraft up to cor-porate jet aircraft. The SCAG goes on to further identify Chino Airport as being able to support some commercial aircraft. At the state level, Chino Airport is in-cluded in the California Aviation Sys-tem Plan (CASP) and falls under the jurisdiction of CALTRANS. The mis-sion of the Division of Aeronautics is to foster and promote the development of a safe, efficient, dependable, and environmentally compatible air trans-portation system. The CASP has been created by the Division of Aeronautics, which includes every California air-port designated in the federal Nation-al Plan of Integrated Airport Systems (NPIAS) and any other existing or proposed public use airports, as desig-nated by the division. According to the Aviation in California Fact Sheet, there are 249 public-use airports, 64 special-use airports, and 500 permit-ted heliports in the State of California.
1-10 DRAFT
The System Requirements Element in the CASP identifies and prioritizes needed airport capacity and safety re-lated infrastructure enhancements that impact the safety and effective-ness of the aviation system in Califor-nia and was last updated in 2003. Chino Airport is classified as a region-al general aviation airport in the CASP that serves business/corporate aviation operations as well as recrea-tional aviation activities. At the national level, the airport is in-cluded in the FAA NPIAS. This plan includes a total of 3,356 existing air-ports that are significant to national air transportation and are, therefore, eligible to receive grants under the FAA AIP. The NPIAS supports the FAA’s strategic goals for safety, sys-tem efficiency, and environmental compatibility by identifying specific airport improvements. An airport must be included in the NPIAS to be eligible for federal grant-in-aid assis-tance from the FAA. The 2009-2013 NPIAS identifies $49.7 billion for airport development across the country. Of that total, approx-imately seven percent is designated for the 270 reliever airports identified. Reliever airports are located in major metropolitan areas and serve to pro-vide general aviation pilots with an attractive alternative to using busy commercial service airports. Moreo-ver, these airports provide a vital function of relieving congestion at ca-pacity-constrained airports. Chino Airport is a designated reliever airport in the Los Angeles metropolitan area for John Wayne Airport in Orange County. According to the NPIAS, re-
liever airports across the country have an average of 230 based aircraft and account for 28 percent of the nation’s total general aviation fleet. AIRPORT FACILITIES Airport facilities can be functionally classified into two broad categories: airside and landside. The airside cat-egory includes those facilities which are needed for the safe and efficient movement of aircraft, such as run-ways, taxiways, lighting, and naviga-tional aids. The landside category in-cludes those facilities necessary to provide a safe transition from surface to air transportation and support air-craft servicing, storage, maintenance, and operational safety on the ground. AIRSIDE FACILITIES Existing airside facilities are identi-fied on Exhibit 1D. Table 1E sum-marizes airside facility data for Chino Airport. Runways Chino Airport is served by two parallel runways (Runway 8R-26L and Run-way 8L-26R) intersected by a single crosswind runway (Runway 3-21). The parallel runways are separated by 800 feet from centerline to centerline. All three runways are constructed of asphalt. Runway 8R-26L has a grooved surface, which improves water drainage from the pavement surface, thereby improving surface friction during wet conditions.
Weather Navigational Aids ASOS, ATCT, GPS, VOR, ILS
Visual Aids Segmented Circle, Lighted Wind Cones,
Rotating Beacon HIRL – High Intensity Runway Lighting MIRL - Medium Intensity Runway Lighting MITL - Medium Intensity Taxiway Lighting PAPI - Precision Approach Path Indicator REIL - Runway End Identifier Lights GPS - Global Positioning System VOR – Very High Frequency Omnidirectional Range ILS – Instrument Landing System ATCT – Airport Traffic Control Tower ASOS – Automated Surface Observation System Source: Airport Facility Directory - Southwest U.S. (December 2009); FAA Form 5010-1, Airport Master Record
Runway 8R-26L is orientated east-west and is 7,000 feet long by 150 feet wide. The runway pavement has been strength-rated at 75,000 pounds single wheel loading (SWL), 150,000 pounds dual wheel loading (DWL), and 215,000 pounds dual tandem wheel loading (DTWL). SWL refers to the design of aircraft landing gear which
has one wheel on each landing gear strut. DWL and DTWL include the design of aircraft landing gear with additional wheels on each landing gear strut, which distributes the air-craft weight across more of the pave-ment surface; thus, the surface itself can support a greater total aircraft weight. The weight-bearing strengths
1-12 DRAFT
listed above are adequate to accom-modate all aircraft in the general avia-tion fleet today. The runway slopes from its low point of 619 feet mean sea level (MSL) on the west end, to a high point of 636 feet MSL on the east end. Thus, the runway gradient (elevation difference between runway high and low points divided by the length of the runway) is 0.2 percent. Runway 8L-26R is 4,858 feet long by 150 feet wide. It provides a weight-bearing capacity of 12,000 pounds SWL. The slope of the runway rises from the west end to the east end re-sulting in a gradient of 0.4 percent. Intersecting Runway 3-21 at Chino Airport is 4,919 feet long by 150 feet wide. It is orientated in a northeast-southwest manner and has a strength rating of 21,000 pounds SWL, 130,000 pounds DWL, and 50,000 pounds DTWL. The slope of the runway rises from the northeast to the southwest, constituting an effective runway gra-dient of 0.8 percent. Taxiways The taxiway system at Chino Airport includes a full-length parallel taxiway serving each of the three runways. Taxiway A serves as the parallel tax-iway for Runway 8L-26R and is lo-cated 400 feet north of the runway centerline. Taxiway C serves as the parallel taxiway for Runway 8R-26L and is located 400 feet south of the runway centerline. Finally, Taxiway D provides parallel taxiway access for Runway 3-21 and is located 400 feet to the west of the runway.
There are five entrance/exit taxiways on the north side of Runway 8L-26R designated as A, H, K, D, and P as one moves from west to east. Taxiway D provides an angled exit from the run-way and is located approximately 2,800 feet from the Runway 8L thre-shold. Angled taxiways allow aircraft to exit the runway at a slightly greater speed than if the taxiway were at a right angle. This configuration can add to the overall capacity of the air-field and increases aircraft movement efficiency. There are four en-trance/exit taxiways connecting to Runway 8L-26R from the south desig-nated as F, K, D, and P moving from west to east. Taxiway D provides an angled exit for aircraft landing on Runway 26R and is located approx-imately 2,200 feet from the runway threshold. There are five entrance/exit taxiways located on the south side of Runway 8R-26L designated as C, D, E, P, and C moving from west to east. Taxiways E and D provide angled exit capabili-ties for aircraft landing on Runway 26L and are located approximately 4,000 feet and 5,000 feet, respectively, from the Runway 26L threshold. On the north side of the runway, Tax-iways F, D, L, P, and B provide en-trance/exit points to the runway. Tax-iways D and L allow an angled exit for aircraft utilizing Runway 8R. They are located 2,100 and 3,200 feet, re-spectively, from the runway end. Runway 3-21 is served by six en-trance/exit taxiways on its west side labeled as Q, P, A, L, C, and H as one moves from north to south. On the runway’s east side, Taxiways P, A, L,
1-13 DRAFT
C, and E provide entrance/exit points to the runway. As with the parallel runways, intersecting Runway 3-21 is provided with angled exit taxiways al-lowing for more efficient airfield oper-ations. All active taxiways with their asso-ciated dimensions are listed in Table 1F. There are several other taxiways and taxilanes that serve more remote areas of the airfield such as hangar complexes and aircraft parking aprons. In addition, hold aprons are located on the airfield which allow pi-lots to perform flight checks, including engine run-up, and where ATCT per-sonnel can instruct pilots to wait for clearance to enter the runway. There are several aircraft hold aprons at Chino Airport that aid pilots in addi-tion to improving airfield efficiency. Hold aprons are located at each end of Taxiway A serving Runway 8L-26R, along Taxiways F and B serving Run-way 8R-26L, and near each end of Taxiway D supporting operations on Runway 3-21. Pavement Markings Pavement markings aid in the move-ment of aircraft along airport surfaces and identify closed or hazardous areas on the airport. Runway 26R has pre-cision markings which identify the runway designation, edges, centerline, threshold, touchdown zone, and aim-ing point. Runway 8R-26L and Run-way 3-21 have non-precision markings which identify the runway designa-tion, edges, centerline, threshold, and aiming point. Runway 8L has basic
runway markings that include the runway designation, centerline, and aiming points. TABLE 1F Designated Taxiways Airport Chino Airport
Taxiway Length (feet)
Width (feet)
A B C D E F G H J K L M N P Q R
5,000 2,400 7,800 4,900 2,100
640 600 400 600
1,400 900
1,300 1,300 3,000
400 200
50 75-100 75-100 40-50
50 100 40 50 40 50
75-100 40-50 40-50 50-100
50 50
Source: Airport Records
Taxiway and taxilane centerline markings are provided to assist pilots in maintaining proper clearance from the pavement edges and objects near the taxiway and taxilane edges. Addi-tional taxiway markings include con-tinuous edge markings along paved shoulders and dashed edge markings along portions of Taxiways A and D which are contiguous to aircraft park-ing aprons. Taxiway markings also include aircraft hold positions located on the connecting taxiways. At Chino Airport, all hold lines are marked 250 feet from the runway centerlines. Air-craft movement areas on the parking aprons are also identified with center-line markings.
1-14 DRAFT
Runway Blast Pads The blast pad is a surface adjacent to the ends of the runway provided to re-duce the erosive effect of jet blast and propeller wash. Blast pads are often not as strong as the main paved sur-face of the runway and are marked with yellow chevrons. Aircraft are not allowed to taxi, takeoff, or land on blast pads, except in an emergency. All runway ends at Chino Airport are equipped with blast pads except for Runway 26R. Runway 8R-26L is equipped with a 200-foot long by 200-foot wide blast pad and Runway 8L is equipped with a 200-foot long by 150-foot wide blast pad. Finally, a 950-foot long by 150-foot wide blast leads to Runway 3 and a 360-foot long by 150-foot wide blast pad serves Runway 21. Airfield Lighting and Marking Airfield lighting systems extend an airport’s usefulness into periods of darkness and/or poor visibility. A va-riety of lighting systems are installed at the airport for this purpose. These lighting systems, categorized by func-tion, are summarized as follows. Identification Lighting The location of the airport at night is universally identified by a rotating beacon. The rotating beacon projects two beams of light, one white and one green, 180 degrees apart. The rotat-ing beacon at Chino Airport is located on the top of the ATCT.
Runway and Taxiway Lighting/Signage Runway and taxiway edge lighting utilizes light fixtures placed near the edge of the pavement to define the lat-eral limits of the pavement. This lighting is essential for safe operations during night and/or times of low visi-bility in order to maintain safe and ef-ficient access to and from the runways and aircraft parking areas. Runway 8L-26R is equipped with high intensity runway lighting (HIRL) be-cause it supports a precision instru-ment approach to Runway 26R. Run-way 8R-26L and Runway 3-21 are served with medium intensity runway lights (MIRL). These lights are set atop a pole that is approximately one foot above the ground. The light poles are frangible, meaning if one is struck by an object, such as an aircraft wheel, they can easily break away, thus limit-ing the potential damage to an air-craft. All runway ends are equipped with threshold lighting. Threshold lighting consists of specially designed light fix-tures that are red on the departure side and green on the arrival side. Medium intensity taxiway lighting (MITL) is associated with all active taxiways at the airport except for Tax-iway G. These lights are mounted on the same type of structure as the run-way lights. The airport also has a runway/taxiway signage system. The presence of run-way/taxiway signage is an essential component of a surface movement
1-15 DRAFT
guidance control system necessary for the safe and efficient operation of the airport. The lighted signage system installed at Chino Airport includes runway and taxiway designations, holding positions, routing/ directional, and runway exits. Distance remaining signs are installed on Runway 8R-26L. Distance remain-ing signs are located at 1,000-foot in-tervals from the end of the runway and give pilots an indication of the remaining runway length available when landing or departing. Visual Approach Lighting A four-box precision approach path in-dicator (PAPI-4) is located on the left side serving all runway ends except Runway 8L at Chino Airport. The PAPI-4 consists of a four-box system of red and white lights, configured in a linear fashion that, when viewed and interpreted by pilots, give an indica-tion of being above, below, or on the designated descent path to the run-way. A PAPI system has a visual range of five miles during the day and up to 20 miles at night. The PAPI-4 serving Runway 26R is located approximately 1,020 feet from the runway threshold. The PAPI-4 units serving Runway 8R-26L are lo-cated approximately 1,000 feet and 1,050 feet, respectively, from each runway end. The PAPI-4s on Runway 3 are located approximately 650 feet from the landing threshold, while the Runway 21 PAPIs are located approx-imately 900 feet from the landing threshold.
Runway End Identification Lighting Runway end identification lights (REILs) provide rapid and positive identification of the approach end of the runway. The REIL system con-sists of two synchronized flashing lights, located laterally on each side of the runway threshold, facing the ap-proaching aircraft. A REIL system has been installed on both ends of Runway 3-21, but is currently inoper-ative. The airport is scheduled to be-gin a project in the near future that includes updating the electrical sys-tem on Runway 3-21. At the comple-tion of this project, the REILs will be-come operational. Weather and Communication Aids Chino Airport is equipped with a seg-mented circle and lighted wind cone which provides pilots with information about wind conditions and traffic pat-tern usage. These facilities are lo-cated between the parallel runway system, west of Taxiway K. Addition-al wind cones are spread out along the runways on the airfield. Having these additional wind cones is advantageous because wind conditions can be deter-mined from anywhere along the three runways. Chino Airport is also equipped with an automated terminal information ser-vice (ATIS), which is a recorded mes-sage updated hourly, and broadcast on 125.85 MHz. ATIS broadcasts are used by airports to notify arriving and departing pilots of the current surface weather conditions, runway and tax-
1-16 DRAFT
iway conditions, communication fre-quencies, and other information of im-portance to arriving and departing aircraft. Chino Airport also utilizes a common traffic advisory frequency (CTAF). This radio frequency (118.5 MHz) is used by pilots in the vicinity of the airport to communicate with each oth-er about approaches or take-offs from the airport when the ATCT is closed. The same frequency will reach the ATCT when the tower is open. Ground control can be reached via 121.6 MHz during tower hours. In addition, a UNICOM frequency is also available (122.95 MHz) where a pilot can obtain FBO information. The airport is equipped with an Au-tomated Surface Observation System (ASOS). An ASOS will automatically record weather conditions such as wind speed, wind gusts, wind direc-tion, temperature, dew point, altime-ter setting, and density altitude. In addition, visibility, precipitation, and cloud height can be measured. This information is then transmitted at regular intervals on the ATIS frequen-cy. The ASOS is located approximate-ly 1,800 feet east of the approach end of Runway 26R. Navigational Aids Navigational aids are electronic devic-es that transmit radio frequencies, which pilots of properly equipped air-craft can translate into point-to-point guidance and position information. The types of electronic navigational aids available for aircraft flying to or
from Chino Airport include the non-directional beacon (NDB), very high frequency omnidirectional range (VOR) facility, global positioning sys-tem (GPS), localizer and associated glideslope antenna, and Loran-C. The NDB transmits nondirectional ra-dio signals whereby the pilot of an air-craft equipped with direction-finding equipment can determine their bear-ing to or from the NDB facility in or-der to track to the beacon station. The Petis NDB is located approximately 14 nautical miles to the northeast of Chi-no Airport. The VOR, in general, provides azi-muth readings to pilots of properly equipped aircraft transmitting a radio signal at every degree to provide 360 individual navigational courses. Fre-quently, distance measuring equip-ment (DME) is combined with a VOR facility (VOR/DME) to provide dis-tance as well as directional informa-tion to the pilot. Military tactical air navigation aids (TACANs) and civil VORs are commonly combined to form a VORTAC. The VORTAC provides distance and direction information to both civil and military pilots. There are several VOR facilities within close proximity to Chino Airport. The Pa-radise VORTAC, Riverside VOR, and Pomona VORTAC are all three located within ten nautical miles of the air-port. Three other VOR facilities are located within 30 nautical miles of the field. GPS is an additional navigational aid for pilots. GPS was initially developed by the United States Department of Defense for military navigation
1-17 DRAFT
around the world. GPS differs from an NDB or VOR in that pilots are not required to navigate using a specific ground-based facility. GPS uses satel-lites placed in orbit around the earth to transmit electronic radio signals, which pilots of properly equipped air-craft use to determine altitude, speed, and other navigational information. With GPS, pilots can directly navigate to any airport in the country and are not required to navigate using a spe-cific ground-based navigational facili-ty. The FAA is proceeding with a pro-gram to gradually replace all tradi-tional enroute navigational aids with GPS over the next 20 years. The civilian GPS has been improved with the wide area augmentation sys-tem (WAAS), which was launched on July 10, 2003. The WAAS uses a sys-tem of reference stations to correct signals from the GPS satellites for im-proved navigation and approach capa-bilities. The present GPS provides for enroute navigation and instrument approaches with both course and ver-tical navigation. The WAAS upgrades are expected to allow for the develop-ment of approaches to most airports with cloud ceilings as low as 200 feet above the ground and visibilities as low as three-quarters of a mile. A localizer and glideslope antenna are located on the airport and provide the necessary components for an instru-ment landing system (ILS). The loca-lizer antenna for Runway 26R is lo-cated approximately 920 feet east of the approach end of Runway 8L. The antenna emits very high frequency (VHF) signals that provide the pilot with course deviation left or right of
the runway centerline and the degree of deviation. The ultra high frequency (UHF) glideslope antenna is located approximately 1,100 feet southwest of the approach end of Runway 26R and provides a signal indicating whether the aircraft is above or below the de-sired glide path. The ILS equipment is owned and maintained by the FAA. It should be noted that the middle marker beacon associated with the ILS that serves as the missed ap-proach point for the ILS approach is in the process of being decommissioned by the FAA. Loran-C is another point-to-point na-vigation system available to pilots. Where GPS utilizes satellite-based transmitters, Loran-C uses a system of ground-based transmitters situated in various locations across the United States. With a properly equipped air-craft, pilots can navigate to any air-port in the United States using Loran-C. LANDSIDE FACILITIES Landside facilities are the ground-based facilities that support the air-craft and pilot/passenger handling functions. These facilities typically include a terminal building, fixed base operators (FBOs), aircraft storage hangars, aircraft maintenance han-gars, aircraft parking aprons, and support facilities such as fuel storage, automobile parking, utilities, and air-craft rescue and firefighting. Landside facilities at Chino Airport are identified on Exhibits 1E and 1F. Exhibit 1E depicts those landside fa-
1-18 DRAFT
cilities located north of the parallel runway system that are provided access via Merrill Avenue. Exhibit 1F illustrates the landside facilities on the south side of the airport that can be accessed by Kimball Avenue. Ta-ble 1G lists the landside facilities on the north side of the airport to include the building number, size, tenant, and use. Table 1H provides this informa-tion for facilities on the south side of the airport. It should be mentioned that the numbering system used in this inventory effort comes directly from the internal system assigned by Chino Airport administration. Terminal Area Facilities There is no dedicated general aviation terminal building at Chino Airport. Rather, terminal services on the air-port are comprised of several separate facilities that serve specific aviation functions. FBO and other specialty aviation facilities on the north and south sides of the airport provide pilot and passenger accommodations to in-clude public lobby areas, restrooms, pilots’ lounge areas, and administra-tive offices. Chino Airport administra-tive offices are located in a 2,500 square-foot facility adjacent to the west side of Cal Aero Drive. This fa-cility includes a lobby area, conference room, restrooms, and offices. Aircraft Hangar Facilities Hangar facilities at Chino Airport are comprised of conventional hangars, executive hangars, T-hangars, and Port-a-Port hangars. Conventional
hangars provide a large open space, free from roof support structures, and have the capability to store several aircraft simultaneously. Often, con-ventional hangars are owned or leased by an airport business such as an FBO. Conventional hangars are typi-cally 10,000 square feet or larger. Ex-ecutive hangars provide the same type of aircraft storage as conventional hangars in that the structure is free from roof supports, but are typically smaller than 10,000 square feet. These hangars are normally utilized by individual owners to store several aircraft or by smaller airport busi-nesses. This type of hangar is becom-ing much more popular at general avi-ation airports and often is included in a larger contiguous facility that con-tains several separate hangar areas. T-hangars provide for separate storage facilities within a larger hangar com-plex. Port-a-Port hangars are similar to T-hangars, in that they are enclosed hangars for individual aircraft sto-rage. However, each Port-a-Port han-gar can be disconnected and trans-ported to a different location. As previously discussed, Exhibits 1E and 1F depict the hangar facilities at Chino Airport. These facilities are further detailed in Tables 1G and 1H. Finally, Table 1J provides total han-gar space at Chino Airport broken down by hangar type. It should be noted that there is approximately 91,300 square feet of additional infra-structure development at the airport that is not considered as hangar space. While these facilities are identified on the exhibits listed in the tables, they are not included in the overall hangar space calculations.
1-19 DRAFT
TABLE 1G North Landside Facilities Chino Airport
Building Number
Hangar & Office (s.f.) Occupant Services Provided
A-220 7,200 Pleasant Feed Supplements Agricultural-related
A-230 30,800 Alliance International Aviation San Bernardino County Aviation NuVista Helicopters
Flight training, aircraft rental, pilot supplies Aviation-related Flight training
A-240 32,000 Advantage Avionics Avionics sales and service
A-245 13,400
Yanks Air Museum Aircraft museum A-270 27,900
A-280 36,200
A-285 28,000
A-290 N/A Southern California Edison Helicopter operations and maintenance
Total Existing Hangar Space (square feet)** 1,601,900
Total Conventional Hangars (square feet) 478,400
Total Executive Hangars (square feet) 853,200
Total T-Hangars/Port-a-Port Hangars (square feet) 270,300
*Includes combined Port-a-Port hangar storage area
**Does not include hangars currently being constructed or hangars planned for development
Source: Airport Records; Chino Airport Master Plan (2003)
1-22 DRAFT
TABLE 1H South Landside Facilities Chino Airport
Building Number
Hangar & Office (s.f.) Occupant Services Provided
F-330 57,500 Encore Jet Center FBO fueling and hangar storage
F-340 57,500 Vacant N/A
F-350 57,500 Threshold Aviation Group FBO fueling, maintenance, charter,
interior, hangar storage, etc. F-360 57,500
F-365 4,200 Private Entity Aircraft storage
N/A N/A Chino Valley Independent Fire District Fire rescue and emergency
Total Existing Hangar Space (square feet) 234,200
Total Conventional Hangars (square feet) 230,000
Total Executive Hangars (square feet) 4,200
Source: Airport Records; Chino Airport Master Plan (2003)
TABLE 1J Hangar Area Summary Chino Airport
Hangar Type Total Hangar & Office Size (s.f.) Conventional Hangars 708,400 Executive Hangars 857,400 T-Hangars and Port-a-Port Hangars 270,300 Total All Hangars 1,836,100
General Aviation Services An array of general aviation services is available at Chino Airport. This in-cludes aircraft rental, flight training, aircraft maintenance, aircraft avio-nics, aircraft charter, aircraft fueling, aircraft detailing, aircraft interior re-furbishing, aircraft painting, aircraft sales, banner towing, hangar rental, pilot supplies, aviation museums, a restaurant, and many other services.
There are currently three FBOs on the airfield that provide aviation fueling services: Encore Jet Center, Threshold Aviation Group, and Aerial Support Group. According to airport staff, at least two other entities are making plans to provide fueling services at the airport in the near future. There are a full range of specialty aviation busi-nesses located throughout the airport that provide aviation services includ-ing those mentioned in the paragraph
1-23 DRAFT
above. As previously discussed, the County of San Bernardino provides airport management and operations oversight, land lease rental, aircraft hangar rental, and tiedown rental at the airport. Tables 1G and 1H fur-ther detail the services provided on the airport. Non-Aviation Services There are several non-aviation related activities contained on airport proper-ty, mainly in areas that are not pro-vided aircraft access. On the north side of the airport, several buildings are utilized for private businesses that specialize in dairy farming and other agricultural services. On the south side of the airport, approximately 75 acres of land is leased to a tree nur-sery and sod farm. Several other areas on airport property are leased to private farming entities that grow crops for commercial purposes. Aircraft Parking Aprons There are several designated aircraft parking apron areas at Chino Airport, totaling approximately 155,000 square yards, and 200 aircraft tiedown spac-es. These areas include space for marked aircraft tiedowns and larger aircraft parking. The apron areas include a large area on the northwest side of the airport between Yanks Air Museum and the Port-a-Port storage hangars, in addi-tion to a longer and narrower tiedown area directly to the south. This area totals approximately 56,600 square
yards of parking area and contains 130 tiedown spaces. Other aircraft parking aprons are contained near the midfield area of the airport in close proximity to the ATCT. These parking areas combine for approximately 57,800 square yards of pavement and include 70 aircraft tiedown spaces. On the south side of the airport, ap-proximately 15,600 square yards of parking apron space is located adja-cent to Encore Jet Center and Thre-shold Aviation Group. There are no designated tiedowns in this location as this area was designed for large air-craft movement and parking, mainly for corporate business jets. There are additional parking apron areas located throughout the airport in close proximity to conventional, ex-ecutive, T-hangar, and Port-a-Port hangars. Approximately 25,000 square yards of apron space account for these locations on the airport. Automobile Parking There are several automobile parking lots available for vehicle use at Chino Airport. On the north side of the air-port, approximately 680 parking spac-es are available. Of this total, 20 are reserved for handicap. On the south side of the airport, an additional 150 parking spaces are available for ve-hicles utilizing the FBO facilities asso-ciated with Encore Jet Center and Threshold Aviation Group. All to-taled, there are approximately 830 au-tomobile parking spaces located on Chino Airport that serve a variety of
1-24 DRAFT
aviation and non-aviation related businesses. Aircraft Wash Rack A designated aircraft wash rack is lo-cated on the southeast side of the air-port near the large conventional han-gar complexes occupied by Encore Jet Center and Threshold Aviation Group. This facility allows aircraft owners to wash their aircraft and was con-structed to ensure proper drainage of run-off water and cleaners. According to airport staff, the construction of a second wash rack is being proposed adjacent to the east side of the ATCT on parcel designation B-199. Fuel Facilities There are four fuel farms located on the airport that currently store avia-tion fuel. Threshold Aviation Group owns and operates a fuel farm that consists of two aboveground fuel sto-rage tanks. One 20,000-gallon capaci-ty tank is dedicated for the storage of Jet A fuel, and one 20,000-gallon ca-pacity tank is split into two 10,000-gallon capacity compartments, one for Jet A fuel and one for 100LL. Encore Jet Center leases two fuel farms on the north side of the airport (one on the northwest side and the other on the northeast side [B-310]) that provide 100LL self-service fueling capabilities. The fuel farm on the northeast side of the airport also con-tains Jet A fuel storage. These stor-age tanks are underground and their capacities are unknown.
A fourth fuel farm is located adjacent to hangar designation B-295 and is al-so contained underground. The capac-ity of this fuel farm is also unknown. It should be noted that two other fuel farms are being proposed on the north side of the airport; one immediately east of the ATCT on parcel designa-tion B-199 and the other adjacent to hangar designation B-350. All FBOs on the airport provide full-service fuel services to aircraft via fuel trucks. Encore Jet Center has a fleet of four fuel delivery trucks that consist of two 100LL fuel trucks that store 1,000 gallons of fuel each, and two Jet A fuel trucks that have storage capaci-ties of 3,000 gallons each. As pre-viously discussed, self-service 100LL fueling capability is also offered by Encore Jet Center. Self-service fuel facilities consist of a fuel dispenser that is connected to one of the under-ground Avgas fuel storage tanks and a credit card reader. Threshold Aviation Group also oper-ates fuel delivery trucks on the air-port. 100LL is delivered via one 1,000-gallon capacity truck, and Jet A fuel is delivered by a 5,000-gallon ca-pacity truck. Aerial Support Group has also recent-ly started providing fueling services to aircraft. They do not have a designat-ed fuel storage area on the airport, as the fuel shipments they receive come from an off-airport site directly into their fuel delivery trucks.
1-25 DRAFT
Aircraft Rescue and Firefighting The Chino Valley Independent Fire District’s Fire Station No. 3 is located on the south side of the airport and fronts Kimball Avenue. It is designed to provide emergency and rescue ser-vices to the surrounding area, includ-ing Chino Airport. Fire Station No. 3 has four personnel present at the facil-ity 24 hours per day, seven days per week. While the station is not aircraft rescue and firefighting (ARFF) certi-fied, it operates a variety of equipment that is capable of handling fire and rescue operations specific to aircraft emergencies. One fire engine and one quick-response unit capable of storing 100 gallons of aqueous film forming foam (AFFF) and 150 pounds of Pur-ple K dry chemical are based at the fire station. Fire Station No. 3 has a direct com-munication line with Chino Airport operations and ATCT personnel, al-lowing it to provide immediate emer-gency services when needed. An access road extending from the north side of the fire station provides per-sonnel and equipment direct access to Taxiway E and points beyond on the airfield. Security Fencing/Gates Chino Airport’s operations areas are completely enclosed by a six-foot chain link fence topped by three-strand barbed wire to prevent the inadvertent access onto the airport by vehicles and pedestrians. The fence does not al-
ways follow the legal airport boundary due to the layout of physical features and infrastructure development. There are currently three functioning controlled-access gates at the airport. The locations include one adjacent to the north side of hangar designations A-340 and A-435, one at the south end of Cal Aero Drive, and one on the southeast side of the airport providing access to Encore Jet Center and Thre-shold Aviation Group. Two additional controlled access gates are proposed in the future, both serving entrances on the north side of the airport. In addi-tion to these, there are several manual gates on airport property that are con-trolled by Chino Airport administra-tion and operations personnel. Utilities The availability and capacity of the utilities serving the airport are factors in determining the development po-tential of the airport, as well as the land immediately adjacent to the facil-ity. Utility availability is a critical element when considering future ex-pansion capabilities at the airport, both airside and landside components. The airport is supplied by electricity, natural gas, water, and sanitary sew-er. Electric service is provided by Edi-son International. Southern Califor-nia Gas Company provides natural gas. Water and sanitary sewer servic-es are provided by the City of Chino. Finally, telephone and communication services are provided by Verizon.
1-26 DRAFT
AREA AIRSPACE The Federal Aviation Administration Act of 1958 established the FAA as the responsible agency for the control and use of navigable airspace within the United States. The FAA has estab-lished the National Aerospace System (NAS) to protect persons and property on the ground and to establish a safe environment for civil, commercial, and military aviation. The NAS is defined as the common network of U.S. air-space, including air navigational facil-ities; airports and landing areas; aeronautical charts; associated rules, regulations, and procedures; technical information; and personnel and ma-terial. System components shared jointly with the military are also in-cluded as part of this system. To ensure a safe and efficient airspace environment for all aspects of avia-tion, the FAA has established an air-space structure that regulates and es-tablishes procedures for aircraft using the National Airspace System. The U.S. airspace structure provides for categories of airspace, controlled and uncontrolled, and identifies them as Classes A, B, C, D, E, and G as de-scribed below. Exhibit 1G generally illustrates each airspace type in three-dimensional form. Class A airspace is controlled air-
space and includes all airspace from 18,000 feet MSL to Flight Level 600 (approximately 60,000 feet MSL). This airspace is de-signed in Federal Aviation Regula-tion (F.A.R) Part 71.193, for posi-tive control of aircraft. The Posi-tive Control Area (PCA) allows
flights governed only under in-strument flight rules (IFR) opera-tions. The aircraft must have spe-cial radio and navigational equip-ment, and the pilot must obtain clearance from an air traffic control facility to enter Class A airspace. In addition, the pilot must possess an instrument rating.
Class B airspace is controlled air-
space surrounding high-activity commercial service airports (i.e., Los Angeles International Airport). Class B airspace is designed to re-gulate the flow of uncontrolled traf-fic, above, around, and below the arrival and departure airspace re-quired for high performance, pas-senger-carrying aircraft at major airports. In order to fly within Class B airspace, an aircraft must be equipped with special radio and navigation equipment and must ob-tain clearance from air traffic con-trol (ATC). A pilot is required to have at least a private pilot’s certif-icate or be a student pilot who has met the requirements of F.A.R. Part 61.95, which requires special ground and flight training for the Class B airspace. Aircraft are also required to utilize a Mode C trans-ponder within a 30 nautical mile (nm) range of the center of the Class B airspace. A Mode C trans-ponder allows the ATCT to track the location and altitude of the air-craft.
Class C airspace is controlled air-
space surrounding lower-activity commercial service (i.e., Ontario In-ternational Airport) and some mili-tary airports. The FAA has estab-
Source: "Airspace Reclassification and Charting Changes for VFR Products," National Oceanic and Atmospheric Administration, National Ocean Service. Chart adapted by Coffman Associates from AOPA Pilot, January 1993.
- Above Ground Level- Flight Level in Hundreds of Feet- Mean Sea Level
AGLFL
MSL
KEY
NOT TO SCALE
CLASSIFICATION DEFINITION
40 n.m.40 n.m.
NontoweredAirport
NontoweredAirport
14,500 MSL14,500 MSL
CLASS A
CLASS B
CLASS C
CLASS D
CLASS E
CLASS G
Generally airspace above 18,000 feet MSL up to and including FL 600.
Generally multi-layered airspace from the surface up to 10,000 feet MSL surrounding the nation's busiest airports.
Generally airspace from the surface to 4,000 feet AGL surrounding towered airports with service by radar approach control.
Generally airspace from the surface to 2,500 feet AGL surrounding towered airports.
Generally controlled airspace that is not Class A, Class B, Class C, or Class D.
Generally uncontrolled airspace that is not Class A, Class B, Class C, Class D, or Class E.
lished Class C airspace at 120 air-ports around the country, as a means of regulating air traffic in these areas. Class C airspace is de-signed to regulate the flow of un-controlled traffic above, around, and below the arrival and departure airspace required for high-performance, passenger-carrying aircraft at major airports. To oper-ate inside Class C airspace, the air-craft must be equipped with a two-way radio and an encoding trans-ponder, and the pilot must have es-tablished communication with ATC.
Class D airspace is controlled air-
space surrounding most airports with an operating ATCT and not classified under B or C airspace de-signations. The Class D airspace typically constitutes a cylinder with a horizontal radius of four or five nm from the airport, extending from the surface up to a designated ver-tical limit, typically set at approx-imately 2,500 feet above the airport elevation. If an airport has an in-strument approach or departure, the Class D airspace sometimes ex-tends along the approach or depar-ture path.
All aircraft operating within Class A, B, C, and D airspace must be in con-stant contact with the air traffic con-trol facility responsible for that par-ticular airspace sector. Class E airspace is controlled air-
space surrounding an airport that encompasses all instrument ap-proach procedures and low-altitude federal airways. Only aircraft con-ducting instrument flights are re-
quired to be in contact with the ap-propriate air traffic control facility when operating in Class E airspace. While aircraft conducting visual flights in Class E airspace are not required to be in radio contact with air traffic control facilities, visual flight can only be conducted if min-imum visibility and cloud ceilings exist.
Class G airspace is uncontrolled
airspace typically in overtop rural areas that does not require commu-nication with an air traffic control facility.
Airspace within the vicinity of Chino Airport is depicted on Exhibit 1H. When the ATCT is open, the airport is located under Class D airspace. Class D airspace extends to a five nm radius around the southern half of the airport beginning at the surface and extend-ing to 2,700 feet MSL. Directly to the north of the airport is Class C airspace associated with Ontario International Airport which extends from the sur-face to 5,000 feet MSL. When the tower at Chino Airport is closed, the airport operates in Class G airspace which extends to 18,000 feet MSL, or where Class C airspace begins. In this case, Class C airspace begins at 9,000 feet MSL directly above Chino Airport and at the surface just north of the airport. SPECIAL USE AIRSPACE Special use airspace is defined as air-space where activities must be con-fined because of their nature and where limitations are imposed on air-
50SFC
44SFC
10025
4830
10050
10060
10050
10070
4425
4435
4425
4420
5425
5435
5445
10070
5539
553955
SFC
5529
10080
10090
RiversideRiverside
March ARBMarch ARB
French ValleyFrench Valley
PerrisValleyPerrisValley
FlabobFlabob
CoronaCorona
Chino AirportChino AirportOntarioOntario
Rialto/MiroRialto/Miro
HesperiaHesperia
CableCablePomonaPomonaEl MonteEl Monte
RedlandsRedlands
John WayneJohn Wayne
Los AlamitosAAFLos AlamitosAAF
FullertonFullerton
ParadiseVORTACParadiseVORTAC
PomonaVORTACPomonaVORTAC
RiversideVORRiversideVOR
El ToroVOR DME
El ToroVOR DME
Seal BeachVORTAC
Seal BeachVORTAC
HomelandVORHomelandVOR
Perris VORPerris VORV
187V
187
V 137V 137
V 372V 372
V 388V 388
V 264
V 210V 210
V 186V 186
V B-21V B-21
V 363
V 363
V 64V 64
V 186V 186
V 283-372V 283-372
V 2641V 2641
V 442
V 442
V 2
83-5
87V B-2
1 V 283-5
87
V B-2
1 V 283-5
87
V 2
01V
201
V 23-165V 23-165
V 21
V 21
V 597-459
V 597-459
V 8-64V 8-64
V 25V 25
V 16-370V 16-370
V 210V 210
San MateoCanyon
WildernessArea
San MateoCanyon
WildernessArea
SheerMountainWilderness
Area
SheerMountainWilderness
AreaSan GabrielWildernessArea
San GabrielWildernessArea Cucamonga
WildernessArea
CucamongaWilderness
Area
VR 1265
VR 1257
VR 1257-1265
VR 1217-1218
44444
VVVVVVVVVV2
V2
V
VV2
VVV22222828288
V
VV28
San BernardinoInternational
San BernardinoInternational
Los BeachDaughertyLos BeachDaugherty
Exhibit 1HVICINITY AIRSPACE
09M
P09
-1H
-9/1
0/09
Source: Los Angeles Sectional Charts, US Department of Commerce, National Oceanic and Atmospheric Administration 05/07/09
NOT TO SCALE
NORTH
Non-Directional Radiobeacon (NDB)
Class D Airspace
Class E Airspace
Class E Airspace with floor700 ft. above surface
Victor Airways
Military Training Routes
Compass Rose
Wilderness Area
Airport with hard-surfaced runways
1,500' to 8,069' in length
Airports with hard-surfaced runwaysgreater than 8,069' or some multiplerunways less than 8,069'
VORTAC
VOR
VOR-DME
Class B Airspace
Class C Airspace
LEGEND
1-28 DRAFT
craft not taking part in those activi-ties. These areas are depicted on Ex-hibit 1H. Victor Airways Victor Airways are designated naviga-tional routes extending between VOR facilities. Victor Airways have a floor of 1,200 feet above ground level (AGL) and extend upward to an altitude of 18,000 feet MSL. Victor Airways are eight nautical miles wide. As previously discussed, there are a number of VOR facilities within the airport region. Several Victor Airways lead to and from these VOR facilities. V197, the closest Victor Airway, is lo-cated directly above Chino Airport. V186 traverses airspace approximate-ly two miles south of the airport. Military Operations Areas A military operations area (MOA) is an area of airspace designated for mil-itary training use. This is not re-stricted airspace; however, pilots who use the airspace should be on alert for the possibility of military traffic. A pilot may need to be aware that mili-tary aircraft can be found in high con-centrations, conducting aerobatic ma-neuvers and possibly operating at high speeds at lower elevations. The activi-ty status of an MOA is advertised by a Notice to Airmen (NOTAM) and noted on sectional charts. There are no MOAs in the vicinity of Chino Airport, most likely due to the congested na-ture of the airspace in the greater Los Angeles metropolitan area.
Restricted Areas Restricted airspace surrounds areas of significant hazard to aircraft opera-tions such as artillery firing, aerial gunnery, or guided missiles. While general aviation aircraft operations are not prohibited, aircraft operations are restricted during specified times and between the defined altitudes. There are no restricted areas in the vicinity of Chino Airport. Alert Areas Alert areas are often associated with high concentrations of military jet air-craft performing training maneuvers. Military activities in these areas typi-cally operate at lower altitudes and may occur anytime of the day or night. General aviation flights are not re-stricted within alert areas, but pilots are strongly cautioned to be alert for high-speed military training aircraft. Military Training Routes A military training route (MTR) is a long, low-altitude corridor that serves as a flight path for military aircraft. The corridor is often ten miles wide, 70 to 100 miles long, and may range from 500 feet to 1,500 feet AGL; occa-sionally, they are higher. There are several MTRs located north of the air-port. General aviation pilots should be aware of the locations of the MTRs and exercise special caution if they need to cross them.
1-29 DRAFT
Wilderness Areas Several wilderness areas exist around Chino Airport, mainly to the north. Aircraft are requested to maintain a minimum altitude of 2,000 feet about the surface of designated wilderness areas. FAA Advisory Circular (AC) 91-36C defines the “surface” as the highest terrain within 2,000 feet lat-erally of the route of flight or the up-permost rim of a canyon or valley. INSTRUMENT APPROACH PROCEDURES Instrument approach procedures are a series of predetermined maneuvers established by the FAA which utilize electronic navigational aids (such as those discussed in the previous sec-tion) to assist pilots in locating and landing at an airport during low visi-bility and cloud ceiling conditions. The capability of an instrument ap-proach is defined by the visibility and cloud ceiling minimums associated with the approach. Visibility mini-mums define the horizontal distance that the pilot must be able to see to complete the approach. Cloud ceilings define the lowest level a cloud layer (defined in feet above the ground) can be situated for a pilot to complete the approach. If the observed visibility or cloud ceilings are below the minimums prescribed for the approach, the pilot cannot complete the instrument ap-proach.
There are three approved instrument approach procedures for Chino Air-port. Runway 26R is served by an ILS or Localizer (LOC) approach, which provides both course guidance and vertical descent information to pilots. The ILS or Localizer (LOC) approach to Runway 26R provides the lowest minimums available at the airport. The ILS can allow for landings when the cloud ceilings are as low as 250 feet AGL and the visibility is re-stricted to three-quarters of a mile. This precision approach provides en-hanced safety for users of the airport during poor weather. Runway 26R is also served by an area navigation (RNAV) GPS approach. The lowest visibility minimums pro-vided by this approach is 1.25 miles with cloud ceiling minimums of 394 feet AGL. A circling approach allows pilots to land on any active runway at the air-port. While providing flexibility for the pilot to land on the runway most closely aligned with the prevailing wind at that time, a circling approach will have higher visibility and cloud ceiling minimums than other straight-in instrument approaches. A VOR or GPS-B approach serves Chino Airport and is considered a circling approach only. It should be mentioned that the ILS or LOC Runway 26R and RNAV (GPS) Runway 26R straight-in ap-proaches also provide circling mini-mums. Table 1K summarizes the ap-proach capabilities at Chino Airport.
1-30 DRAFT
TABLE 1K Instrument Approach Data Chino Airport
Weather Minimums by Aircraft Type
Category A Category B Category C Category D Cloud Height
(feet AGL) Visibility
(miles)
Cloud Height
(feet AGL) Visibility
(miles)
Cloud Height
(feet AGL) Visibility
(miles)
Cloud Height
(feet AGL) Visibility
(miles)
ILS or LOC Runway 26R Straight ILS Straight LOC Circling
250 424 528
0.75 1 1
250 424 528
0.75 1 1
250 424 528
0.75 1.25 1.5
250 424 568
0.75 1.25
2
RNAV (GPS) Runway 26R LPV DA LNAV/VNAV DA LNAV MDA Circling
394 541 624 608
1.25 2 1
1.75
394 541 624 608
1.25 2 1
1.75
394 541 624 608
1.25 2
1.75 1.75
394 541 624 608
1.25 2 2 2
VOR or GPS-B
Circling 828 1 828 1.25 828 2.5 613 2.75 Aircraft categories are established based on 1.3 times the aircraft's stall speed in landing configuration as follows: Category A: 0-90 knots Category B: 91-120 knots Category C: 121-140 knots Category D: 141-166 knots AGL - Above Ground Level ILS - Instrument Landing System LOC - Localizer RNAV – Area Navigation GPS - Global Positioning System LPV – Localizer Performance with Vertical Guidance LNAV – Lateral Navigation VNAV – Vertical Navigation DA – Decision Altitude MDA – Minimum Descent Altitude VOR – Very High Frequency Omnidirectional Range
Source: U.S. Terminal Procedures SW-3 (December 2009)
ARRIVAL PROCEDURES Because of the heavily used airspace over the greater Los Angeles metropol-itan area, the FAA has established two Standard Terminal Arrival (STAR) procedures for Chino Airport. A STAR is a preplanned air traffic control arrival procedure designed to provide for the transition from the enroute phase of flight to an outer fix or an instrument approach fix in the terminal area. The two published STARs are Seter Two and Ziggy Four.
AIR TRAFFIC CONTROL The airport has an operational ATCT as previously discussed. It is located approximately 800 feet northwest of the intersection of Runway 8L-26R and Runway 3-21. The FAA assumes responsibility for the ATCT and its operations. The tower operates from 7:00 a.m. to 9:00 p.m. daily. Tower personnel provide an array of control services, including approach and de-parture clearances (118.5 MHz), ground control (121.6 MHz), and ATIS
1-31 DRAFT
information (125.85 MHz). When the tower is closed, pilots operating in the vicinity of the airport can announce their intentions on the CTAF, which is the same frequency as the tower (124.6 MHz). The ATCT located at the airport con-trols air traffic within the Class D air-space that surrounds Chino Airport. Aircraft arriving and departing the greater Los Angeles metropolitan area are controlled by SOCAL approach and departure control. LOCAL OPERATING PROCEDURES Chino Airport is situated at 650 feet MSL. The traffic pattern at the air-port is maintained to provide the saf-est and most efficient use of the air-space surrounding the airport. The airport utilizes a non-standard right-hand traffic pattern for Runways 3, 8L, and 8R and a standard left-hand traffic pattern for Runways 21, 26L, and 26R. These traffic patterns are intended to keep aircraft operating at Chino Airport out of the inner ring of Class C airspace associated with Chi-no International Airport that is lo-cated immediately north of the air-port. There is a large amount of flight training conducted at the airport, which results in several touch-and-go aircraft operations. There are also a large number of helicopter operations
at the airport associated with flight training. The posted traffic pattern for multi-engine aircraft, including jets, is at 2,000 feet MSL. The traffic pattern altitude for all other aircraft is 1,400 feet MSL. There are no mandatory noise abatement procedures regulat-ing aircraft that operate in and out of Chino Airport. VICINITY PUBLIC USE AIRPORTS A review of public-use airport facilities with at least one paved runway within a 30-nautical mile radius of Chino Airport was conducted to identify and distinguish the types of air service provided in the region, as indicated on Exhibit 1H. There are a number of airports of various sizes, capacities, and functions within the vicinity of Chino Airport. It is important to con-sider the capabilities and limitations of these airports when planning for future changes or improvements at Chino Airport. In an urban setting, airports within 30 nautical miles of each other can have some influence on the activity of the other airport. The following provides information on pub-lic use airport within the vicinity of Chino Airport. Information pertaining to each airport was obtained from FAA Form 5010-1, Airport Master Record. Table 1L identifies the major charac-teristics of each airport.
1-32 DRAFT
TABLE 1L Regional Airport Data Chino Airport
Airport Name
NPIAS Classification Distance
Longest Runway
Based Aircraft
Annual Operations
Corona Municipal GA 5 S 3,200 390 68,000 Ontario International P 5 NNE 12,197 29 99,254 Cable Reliever 9 NNW 3,864 116 92,200 Riverside Municipal Reliever 10 E 5,401 182 65,207 Brackett Field Reliever 10 NW 4,839 262 106,658 Flabob N/A 11 E 3,200 202 40,000 Rialto Municipal N/A 15 NE 4,500 251 30,000 Fullerton Municipal Reliever 18 WSW 3,121 290 68,522 El Monte Reliever 21 WNW 3,995 335 80,826 San Bernardino Int’l Reliever 21 ENE 10,001 31 24,413 John Wayne-Orange Co. P 21 SSW 5,701 561 295,907 Perris Valley N/A 24 ESE 5,100 141 34,200 Redlands Municipal GA 25 ENE 4,505 166 44,000 Long Beach-Daugherty Field P 27 WSW 10,000 515 297,238 Hesperia GA 29 NNE 3,910 31 6,000 NPIAS – National Plan of Integrated Airport Systems GA – General Aviation P – Commercial Service – Primary N/A – Not included in NPIAS
Source: FAA Form 5010-1, Airport Master Record
Corona Municipal Airport (AJO) is located approximately five nm south of Chino Airport. It is owned and oper-ated by the U.S. Army Corps of Engi-neers. The airport is served by a sin-gle runway providing a length of 3,200 feet. The airport reports 390 based aircraft, including 22 multi-engine aircraft, two jets, and three helicop-ters. It is estimated that the airport experiences approximately 68,000 air-craft operations annually. Corona Municipal Airport is uncontrolled and has one published instrument ap-proach procedure. A full range of gen-eral aviation services are available on the airfield. Ontario International Airport (ONT), located approximately five nm to the north-northeast of Chino Air-port, is owned and operated by the
City of Los Angeles. The airport is equipped with two parallel runways with the same orientation as the pa-rallel runways at Chino Airport. Runway 8L-26R is 12,197 feet long, and Runway 8R-26L is 10,000 feet long. The airport’s primary role is to provide commercial airline and air cargo services to the area, but it also has a general aviation presence on the airfield. Approximately 29 aircraft are based at the airport, including 14 jets and eight helicopters. The airport is served by an ATCT and reported 99,254 aircraft operations in 2009. Approximately two-thirds of these op-erations were conducted by commer-cial airline and cargo aircraft. An ar-ray of general aviation services is available at the airport, including full-service fueling, maintenance, avionics, charter, and aircraft sales. The air-
1-33 DRAFT
port is served by 14 instrument ap-proaches, of which five are precision in nature. Cable Airport (CCB) is located nine nm north-northwest of Chino Airport and is privately owned by the Cable Land Company; however, it is open to the public. It has one runway which is 3,864 feet long. The airport reported approximately 92,200 aircraft opera-tions in 2007. The airport reports 116 based aircraft, with a large majority being smaller single engine aircraft. A variety of aviation services, including fuel, aircraft maintenance and avio-nics, aircraft rental, and flight instruc-tion are provided. Two non-precision instrument approaches serve the air-port. Riverside Municipal Airport (RAL), owned and operated by the City of Riverside, is located approx-imately 10 nm east of Chino Airport and has two runways, the longest of which is 5,401 feet. Approximately 182 aircraft are reported to be based at the airport, including two jets and 22 multi-engine aircraft. The airport is equipped with an ATCT and expe-rienced 65,207 aircraft operations in 2009. Services provided at the airport include aircraft, fuel, aircraft main-tenance, tiedowns, charter, flight in-struction, and aircraft rental, among many more. Six approaches serve the airport, including one precision ap-proach. Brackett Field Airport (POC) is lo-cated 10 nm northwest of Chino Air-port. The airport is owned and oper-ated by Los Angeles. Equipped with a parallel runway system, the longest of
the two runways measures 4,839 feet. An ATCT is located on the field and reported 106,658 aircraft operations in 2009. The airport reports 262 based aircraft at the airport, including 39 multi-engine aircraft and one jet. An array of general aviation services are provided, including fuel, aircraft maintenance, avionics, aircraft rental, flight instruction, air charter, and air ambulance. There are three published instrument approaches for the airport, with one being precision in nature. Flabob Airport (RIR) is a privately owned, public use facility located 11 nm east of Chino Airport. The airport is uncontrolled and served by one runway that is 3,200 feet long. The airport reports 202 based aircraft, with the majority being single engine in nature. According to records, ap-proximately 40,000 operations occur annually at the airport. Several gen-eral aviation services are provided on the field, including 100LL fuel, air-craft maintenance, air charter, and aircraft rental. There are no pub-lished instrument approach proce-dures for the airport. Rialto Municipal Airport (L67) is located approximately 15 nm north-east of Chino Airport. It is owned and operated by the City of Rialto. The airport is served by two runways, the longest of which is 4,500 feet. There is no ATCT at the airport. There is one published instrument approach avail-able at the airport that is non-precision in nature. There are 251 aircraft based at Rialto Municipal Airport, and annual operations total approximately 30,000. Services avail-
1-34 DRAFT
able include fuel, aircraft mainten-ance, tiedowns, and aircraft rental. On April 17, 2007, the City of Rialto, through Resolution Number 5468, de-clared its intent to close Rialto Munic-ipal Airport. This closure was pro-vided by the 2005 Federal Highway Bill known as SAFETEA-LU (Safe, Accountable, Flexible and Efficient Transportation Equity Act – A Legacy for Users) which eliminated federal obligations that prevented its closure. The Rialto Municipal Airport will be closed once all tenants have been relo-cated. The April 2007 Airport Closure Plan and March 2007 Relocation Plan guide this process. Airport tenants are expected to be relocated to other regional general aviation facilities as the airport closure process unfolds. Fullerton Municipal Airport (FUL), located approximately 18 nm west-southwest of Chino Airport, is owned and operated by the City of Fullerton. It is served by a single runway providing a length of 3,121 feet. Approximately 290 based air-craft are reported at the airport, in-cluding 21 multi-engine aircraft and 16 helicopters. The airport is equipped with an ATCT, which re-ported 68,522 aircraft operations in 2009. Aviation services provided on the field include fueling capability, aircraft maintenance, air charter, air-craft rental, and flight instruction. There are three non-precision instru-ment approaches approved for use into the airport. El Monte Airport (EMT) is located 21 nm west-northwest of Chino Air-port. It is owned and operated by Los
Angeles County, and provides one runway that is 3,995 feet long. The airport is home to 335 aircraft, includ-ing 18 multi-engine aircraft and eight helicopters. It is equipped with an ATCT that reported 80,826 aircraft operations in 2009. General aviation services are provided at the airport, including fuel, aircraft avionics ser-vice, air charter, aircraft rental, and aircraft sales. Three non-precision in-strument approaches serve the air-port. San Bernardino International Airport (SBD), located 21 nm east-northeast of Chino Airport, is owned and operated by the San Bernardino International Airport Authority. The airport has a single runway measur-ing 10,001 feet in length. The airport has recently reported 31 based aircraft at the airport, including seven jets. An ATCT is operational at the airport, and in 2008, 24,413 operations were reported. Although the airport cur-rently accommodates general aviation activity, there is the potential for the airport to serve commercial airline service and air cargo activities in the future. Several general aviation ser-vices are provided on the field to in-clude fuel, aircraft maintenance, and tiedowns, among others. There are five approved instrument approach procedures serving the airport, with one being a precision approach. John Wayne-Orange County Air-port (SNA) is located 21 nm south-southwest of Chino Airport. Owned and operated by Orange County, the airport serves commercial airline and general aviation activities. The air-port is equipped with two parallel
1-35 DRAFT
runways, with the longest being 5,701 feet. Approximately 561 aircraft are based at the airport, including 59 jets and 17 helicopters. The airport is served by an ATCT and reported 295,907 aircraft operations in 2009. Approximately two-thirds of these op-erations were conducted by general aviation aircraft. An array of general aviation services are available at the airport, including full-service fueling, maintenance, avionics, air charter, aircraft rental, flight instruction, and aircraft sales. The airport is served by seven instrument approaches, of which one is precision in nature. Perris Valley Airport (L65), located 24 nm east-southeast of Chino Airport, is a privately owned, public use air-port. A single runway measuring 5,100 feet serves the airport. The air-port reports approximately 141 based aircraft, with a large majority of these being ultralights. The airport is un-controlled and reported 34,200 annual aircraft operations in 2004. General aviation services provided on the field include fuel and tiedowns. There are no published instrument approaches serving the facility. Redlands Municipal Airport (REI) is located 25 nm east-northeast of Chino Airport. Owned and operated by the City of Redlands, the airport has a single runway that is 4,505 feet long. The airport reports 166 based aircraft, including two jets. Their air-port is uncontrolled and reported ap-proximately 44,000 annual operations in 2006. An array of general aviation services is provided at the airport that includes fuel, aircraft maintenance, tiedowns, air charter, aircraft rental,
and aircraft sales. One non-precision instrument approach is offered. Long Beach-Daugherty Field Air-port (LGB), located 27 nm west-southwest of Chino Airport, is owned and operated by the City of Long Beach. Boasting five active runways, the longest of which is 10,000 feet, the airport serves both commercial airline service and general aviation activities. The airport is one of the busiest in the region in terms of annual operations. The ATCT reported 297,238 aircraft operations in 2009, with a large major-ity of these being general aviation in nature. The airport is home to 515 aircraft, including 42 jets and 41 heli-copters. An array of general aviation services are provided at the airport and seven instrument approach proce-dures are available for use, with one being a precision approach. Hesperia Airport (L26), located 29 nm north-northeast of Chino Airport, is a privately owned, public use facili-ty. A single runway measuring 3,910 feet in length serves the field. The airport is uncontrolled and reported approximately 6,000 operations in 2007. There are 31 based aircraft, with the majority being single engine aircraft. Limited general aviation ser-vices are available at the airport to in-clude 100LL fuel and aircraft tie-downs. There are no instrument ap-proach procedures published for the airport. From the analysis of public use air-ports in the region, it is evident that there are several facilities serving the needs of general aviation. Each air-port has unique qualities that may
1-36 DRAFT
serve a specific segment of general aviation. These factors must be consi-dered carefully in determining the service area for Chino Airport. The next chapter will go into more detail in analyzing these airports and the im-pacts they have on the overall opera-tions at Chino Airport. SOCIOECONOMIC CHARACTERISTICS Socioeconomic characteristics are col-lected and examined to derive an un-derstanding of the dynamics of growth within the study area. This informa-tion is essential in determining avia-tion demand level requirements, as most general aviation demand can be directly related to the socioeconomic condition of the area. Statistical anal-ysis of population, employment, and income trends can define the economic strength of the region and the ability of the region to sustain a strong eco-nomic base over an extended period of time. Whenever possible, local or regional data is used for analysis. For this study, socioeconomic data was ga-thered from various sources, including the United States Census Bureau, the State of California Department of Finance, SCAG, and the State of Cali-fornia Employment Development De-partment. The information obtained from these sources will serve as a starting point in the analysis of data used to help formulate aviation de-mand forecasts in the next chapter. It should be noted that only historical figures are presented in this section.
Future socioeconomic projections will be outlined in Chapter Two. POPULATION Population is one of the most impor-tant socioeconomic factors to consider when planning for future needs of an airport. Historical and forecast trends in population provide an indication of the potential of the region to sustain growth in aviation activity. Historical population data for the Cities of Chi-no, Chino Hills, and Ontario, in addi-tion to San Bernardino County and the State of California, are presented in Table 1M. Furthermore, popula-tion data for Los Angeles, Orange, and Riverside Counties is provided due to their close proximity to Chino Airport. The table indicates that all reporting entities except for Los Angeles County have grown at a greater rate than the national average over the past 19 years. San Bernardino County has shown strong growth since 1990, in-creasing at an average annual growth rate (AAGR) of 1.99 percent. This translates into the addition of approx-imately 642,500 new residents. Of the neighboring counties listed, only Ri-verside County has a stronger growth rate. The City of Chino has also expe-rienced a positive AAGR during the time period. The City of Chino Hills, located west of the City of Chino, has experienced an even stronger AAGR since its incorporation in 1991, with a 3.13 percent growth rate. The overall State of California and United States population grew at 1.34
1-37 DRAFT
percent and 1.11 percent, respectively, as a point of comparison. These posi-tive growth trends have been attri-buted to the availability of affordable
quality homes, excellent educational institutions, and enjoyable recreation-al amenities.
TABLE 1M Historical Population Statistics
1990 2000 2005 2009
Average Annual Growth
Rate
City of Chino 59,682 67,168 77,926 84,173 1.83%
City of Chino Hills 43,814* 66,787 77,699 78,725 3.13%
City of Ontario 133,179 158,007 170,111 173,188 1.39%
San Bernardino County 1,418,380 1,709,434 1,946,312 2,060,950 1.99%
Los Angeles County 8,863,164 9,519,338 10,158,409 10,393,185 0.84%
Orange County 2,410,556 2,846,289 3,044,980 3,139,017 1.40%
Riverside County 1,170,413 1,545,387 1,883,735 2,107,653 3.14%
State of California 29,760,021 33,871,648 36,676,931 38,292,687 1.34%
United States 248,709,873 281,421,906 296,507,061 307,006,550 1.11%
*Incorporated in 1991
Source: U.S. Census Bureau (1990-2000); State of California Department of Finance (2005-2009)
EMPLOYMENT Analysis of a region’s employment base can be valuable in determining the overall well-being of that commu-nity. In most cases, the area’s makeup and health is significantly impacted by the availability of jobs, variety of em-ployment opportunities, and types of wages provided by local employers. Table 1N provides historical employ-ment characteristics from 2000 to 2009 in eight analysis categories in-cluding San Bernardino County and the City of Chino.
Total employment in the region has grown at a slower pace compared to population growth. From 2000 through 2005, employment numbers rose for all reporting entities. Since 2005, however, employment numbers have decreased significantly. It is clear that the recent economic down-turn has affected the employment base in the greater Los Angeles metropoli-tan area significantly. San Bernardi-no County and the Cities of Chino, Chino Hills, and Ontario have grown at a similar rate since 2000. Only Ri-verside County has experienced a stronger AAGR since this time.
1-38 DRAFT
TABLE 1N Historical Employment
2000 2005 2008 2009
Average Annual
Growth Rate
City of Chino 28,800 33,200 33,000 30,700 0.71%
City of Chino Hills 34,500 39,800 39,600 36,800 0.72%
City of Ontario 66,500 76,600 76,200 70,900 0.71%
San Bernardino County 704,000 811,300 806,400 750,300 0.71%
Los Angeles County 4,424,900 4,552,800 4,598,300 4,285,100 -0.36%
Orange County 1,428,400 1,534,400 1,552,300 1,461,700 0.26%
Riverside County 643,900 811,000 839,900 780,800 2.17%
State of California 16,024,333 16,671,900 17,059,575 16,308,233 0.20%
Source: State of California Employment Development Department
Table 1P summarizes unemployment rates for the period 2000 to 2009 and compares these rates to the state and national average. From 2000 through 2005, San Bernardino County expe-rienced a slightly lower unemploy-ment rate when compared to the State of California, and a slightly higher un-employment rate than the national average. Due to the economic down-turn, the County’s unemployment rate has spiked to 13.2 percent in 2009,
which is well above the state and na-tional average. This is also the case for other reporting counties except Orange County, which reported a 9.1 percent unemployment rate in 2009, equal to the national average. The Ci-ties of Chino and Ontario also exhibit unemployment rates well over ten percent, while the City of Chino Hills reported a 7.1 percent unemployment rate in 2009.
TABLE 1P Historical Unemployment Rates 2000 2005 2008 2009 City of Chino 4.2% 4.7% 7.1% 12.4% City of Chino Hills 2.3% 2.6% 3.9% 7.1% City of Ontario 5.1% 5.6% 8.5% 14.7% San Bernardino County 4.8% 5.2% 8.0% 13.2% Los Angeles County 5.4% 5.3% 7.5% 12.0% Orange County 3.5% 3.8% 5.3% 9.1% Riverside County 5.4% 5.4% 8.6% 14.3% State of California 4.9% 5.4% 7.2% 11.6% United States 4.0% 5.1% 5.8% 9.1%
Source: State of California Employment Development Department
1-39 DRAFT
PER CAPITA PERSONAL INCOME Table 1Q compares the per capita personal income (PCPI) for San Ber-nardino County as well as the Coun-ties of Los Angeles, Orange, and Ri-verside since 1990. The PCPI for the State of California and United States is also provided for this time period. PCPI is determined by dividing total
income by population. In order for PCPI to grow, income growth must outpace population growth significant-ly. As shown in the table, San Ber-nardino County has experienced a 0.2 percent AAGR since 1990, which is well below the state and national av-erage in addition to neighboring Los Angeles and Orange Counties. Only Riverside County averaged a lower AAGR during the time period.
TABLE 1Q Historical Per Capita Personal Income (Adjusted to 2004 Dollars)
1990 2000 2005 2009
Average Annual
Growth Rate
San Bernardino County $23,052 $23,822 $25,317 $23,837 0.2% Los Angeles County $29,392 $31,692 $34,142 $35,522 1.0% Orange County $34,060 $40,218 $44,188 $44,470 1.4% Riverside County $25,189 $25,731 $26,740 $24,855 -0.1% State of California $29,136 $35,192 $36,348 $37,318 1.3%
United States $26,226 $32,352 $33,699 $35,142 1.6%
Source: Woods & Poole Complete Economic Demographics Data (2010)
SUMMARY The information discussed in this chapter provides a foundation upon which the remaining elements of the Master Plan Update will be con-structed. Information on current air-port facilities and utilization will serve as a basis, with additional analysis and data collection, for the develop-ment of forecasts of aviation activity and facility requirement determina-tions.
DOCUMENT SOURCES As mentioned earlier, a variety of dif-ferent sources were utilized in the in-ventory process. The following listing reflects a partial compilation of these sources. This does not include data provided by airport management as part of their records, nor does it in-clude airport drawings and photo-graphs which were referenced for in-formation. On-site inventory and in-terviews with airport staff and tenants contributed to the inventory effort.
1-40 DRAFT
Airport/Facility Directory, Southwest U.S., U.S. Department of Transporta-tion, Federal Aviation Administration, National Aeronautical Charting Of-fice, December 2009. Los Angeles Aeronautical Chart, U.S. Department of Transportation, Feder-al Aviation Administration, National Aeronautical Charting Office, May 2009. National Plan of Integrated Airport Systems (NPIAS), U.S. Department of Transportation, Federal Aviation Ad-ministration, 2009-2013. U.S. Terminal Procedures, Southwest, U.S. Department of Transportation, Federal Aviation Administration, Na-tional Aeronautical Charting Office, October 2009. Chino Airport Master Plan, 2003. California Airports System Plan, Sys-tem Requirements Element, 2003. California Department of Transporta-tion (CALTRANS). FAA Form 5010-1, Airport Master Record.
San Bernardino County Department of Airports. County of San Bernardino General Plan (2007). Chino Airport Comprehensive Land Use Plan (1991). Southern California Association of Governments, 2008 Regional Trans-portation Plan. State of California, Department of Finance. State of California Employment De-velopment Department. U.S. Census Bureau. City of Chino. City of Ontario. Chino Valley Independent Fire Dis-trict. Woods & Poole Economics, The Com-plete Economic and Demographic Data Source; 2010.
![LOCAL PROFILES REPORT 2019 - Pages - Home* Numbers with [ ] represent Chino Hills’s share of San Bernardino County. The unbracketed numbers represent the difference between Chino](https://static.documents.pub/doc/80x56/5e8d5eb4b7fc0847f8119678/local-profiles-report-2019-pages-numbers-with-represent-chino-hillsas.jpg)
