Chapter Three 3-1 FACILITY REQUIREMENTS In this chapter, existing compo- nents of the airport are evaluated so that the capacities of the overall system are iden- tified. Once identified, the existing capacity is compared to the forecast activity levels prepared in Chapter Two to determine where deficiencies currently exist or may be expected to materialize in the future. Once deficiencies in a component are identified, a more specific determination of the approximate sizing and timing of the new facilities can be made. The objective of this effort is to identify, in general terms, the adequacy of the existing air- port facilities and outline what new facilities may be needed and when they may be needed to accommodate forecast demands. Having established these facility requirements, alternatives for providing these facilities will be eval- uated in Chapter Four to deter- mine the most cost-effective and efficient means for imple- mentation. The cost-effective, efficient, and orderly development of an airport should rely more upon actual demand at an airport than a time-based forecast fig- ure. In order to develop a master plan that is demand- based rather than time-based, a series of planning horizon milestones have been estab- lished for Telluride Regional Airport that take into consider- ation the reasonable range of aviation demand projections. It is important to consider that the actual activity at the airport may be higher or lower than projected activity levels. By planning according to activ- ity milestones, the resultant plan can accommodate unex- pected shifts, or changes in the area’s aviation demand.
Transcript
Chapter Three
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FACILITY REQUIREMENTSIn this chapter, existing compo-nents of the airport areevaluated so that the capacitiesof the overall system are iden-tified. Once identified, theexisting capacity is comparedto the forecast activity levelsprepared in Chapter Two todetermine where deficienciescurrently exist or may beexpected to materialize in thefuture. Once deficiencies in acomponent are identified, amore specific determination ofthe approximate sizing andtiming of the new facilities canbe made.
The objective of this effort is toidentify, in general terms, theadequacy of the existing air-port facilities and outline whatnew facilities may be neededand when they may be neededto accommodate forecastdemands. Having establishedthese facility requirements, alternatives for providingthese facilities will be eval-
uated in Chapter Four to deter-mine the most cost-effectiveand efficient means for imple-mentation.
The cost-effective, efficient,and orderly development of anairport should rely more uponactual demand at an airportthan a time-based forecast fig-ure. In order to develop amaster plan that is demand-based rather than time-based, aseries of planning horizonmilestones have been estab-lished for Telluride RegionalAirport that take into consider-ation the reasonable range ofaviation demand projections.
It is important to consider that the actual activity at theairport may be higher or lowerthan projected activity levels.By planning according to activ-ity milestones, the resultantplan can accommodate unex-pected shifts, or changes in the area’s aviation demand.
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I t is im por t a n t t h a t t h e pla naccommodate these changes so tha t theTellur ide Regiona l Air por t Author ity(TRAA) can respond to unexpectedchanges in a timely fash ion. Thesemilestones pr ovide flexibility, whilepoten t ia lly extendin g th is p lan’s usefu llife if avia t ion t rends s low over theperiod.
The most impor tan t reason for u t ilizingmilestones is tha t they a llow th e airportto develop facilities according to need
genera ted by actua l demand levels. Thedem a n d-ba sed schedu le providesflex ib i l i t y i n de vel opm en t , a sdevelopment schedu les can be slowed orexpedited according t o actua l demand a tany given t ime over the p lanningperiod. The resu lta n t plan providesa irpor t officia ls wit h a financia llyresponsible and need-based program.Table 3A presents the planning h or izonmilestones for each act ivity demandca tegory.
T A B L E 3 A
P la n n in g H o riz o n Ac t iv i ty Le v e ls
E x i s ti n g
( 2 0 0 0 )
S h o r t T e r m
P l a n n in g
H o r iz o n
I n t e r m e d i a t e
T e r m
P l a n n i n g H o r iz o n
L o n g T e r m
P l a n n in g
H o r iz o n
E n p la n e d P a s sen g er s
B a sed Air cr a ft
An n u a l O per a t ion s
17 ,175
46
15 ,608
33 ,000
54
21 ,100
38 ,000
71
25 ,100
50 ,000
103
32 ,500
AIR FIELD
R E Q U IR E MEN T S
Airfield facilit ies include those facilit iestha t a re r ela ted to th e a r r iva l,depa r ture, and ground movement ofa ircra ft . Theses components include:
• Runways• Naviga t iona l Approach Aids and
In st rument Appr oaches• Ta xiwa ys• Airfield Light ing, Ma rking, a nd
Sign age
The adequacy of exist ing a ir fieldfacilit ies a t Tellur ide Regiona l Airportis a na lyzed from a number ofperspect ives with in each of th esecomponen ts, including (but not limited
to): a ir field capa city, runwa y len gth ,runway pavement s t rength , Federa lAvia t ion Administr at ion (FAA) designsta nda rds, a ir space configura t ion, anda ir t ra ffic cont rol.
AIRF IELD CAP ACITY
An a irpor t ’s a ir field ca pa cit y isexpressed in terms of it s annual servicevolume (ASV). An nua l service volumeis a reasonable est ima te of themaximum level of a ircra ft opera t ionstha t can be accommodated a t thea irpor t in a yea r . Annua l servicevolume accoun ts for annua l differencesin runway use, a ir craft mix, andweather condit ions. The a irpor t ’sannua l service volum e was examinedut ilizing FAA Advisory Circu la r (AC)
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150/ 5060-5, Airport Capacity andDelay.
F ac to rs In flu e n c in gAnn u al S e rvi ce Volu m e
Exh ibit 3A graph ica lly presents theva r iou s fa ct or s in clu ded in t heca lcula t ion of an a irpor t ’s annua lser vice volume. These include a ir fieldch a r a ct e r i s t i cs , m e t e or ol ogi ca lcondit ions, a ircra ft mix, and demandcharacter ist ics (aircraft opera tions).These factors a re descr ibed below.
! AIRF IE LD CHARACTERISTICS
The layou t of t he runways and t axiwaysdir ectly a ffects an a ir field’s capa city.Th is not on ly includes the loca t ion andor ien ta t ion of the runways, bu t thepercent of t ime t ha t a pa r t icu la rrunway or combina t ion of ru nwa ys is inuse and t he len gth , widt h , weigh tbear ing capacity, and ins t rumen tapproach ca pa bility of ea ch runwa y a tthe a irport . The len gth , widt h , weigh tbear ing capa city, and ins t rumentappr oaches ava ilable to a runwaydetermine which type of a ircra ft mayopera te on the runway and if opera t ionsca n occu r du r in g p oor wea t h ercondit ions.
Ru n w ay Co n fig u ra tio n : Tellur ideRegiona l Airport is served by a sin glerunway 6,870 feet long by 100 feet wide.Th is runway cur ren t ly serves a mix ofla rge business jet a ircra ft , genera la via t ion a ir cr a ft , a n d t u r bop ropcommuter a ir line a ir cra ft . The runwayis served by a pa r t ial pa ra llel t axiwayan d th ree conn ecting ta xiways.
Runw ay U s e: Runway use is n ormallydicta ted by wind condit ions. Thedirect ion of ta keoffs an d landings isgenera lly determined by t he speed anddirect ion of wind. It is generally safestfor a ircraft to takeoff and land in to thewind, avoid ing a crosswind (wind tha t isblowing perpendicula r to the t ravel ofthe a ircra ft ) or t a ilwind componentsdur ing these opera tions.
At Tellur ide Regional Airport , mosta ircra ft depar t Runway 27 due to therapidly r is ing ter ra in and box canyon tothe east . Commercia l a ir line opera t ingp r oce d u r e s ge n e r a l l y p r oh i b i tdepar tures to the ea st a s s ingle-engineopera t ions do not provide sufficientclimb performance for t er r a in clea rance.A major ity of a ircr a ft a r r ive from thewest lea din g to more lan dings onRunwa y 9. For th e capa city analysis,Runway 27 and Runway 9 wereassu med to be used an equa l amount oftime for t hese rea sons.
Exit Taxiways: Exit t axiways have asign ifica nt impa ct on a ir field capa citys ince the number a nd loca t ion of exit sdir ectly determines the occupancy t imeof an a ir cra ft on the runway. There a rethree t axiways extending between therunwa y and pa r t ia l pa ra llel t axiwa y.
The a ir field capacity ana lysis givescredit to exit s loca ted with in aprescr ibed range from a runway'sthr eshold. This ra nge is ba sed upon themix index of the a ir craft tha t use therunway. The exit s must be a t leas t 750feet apa r t to coun t a s separa te exit s.For Tellur ide Regiona l Air por t , the exitt axiwa ys mu st be with in 3,000 to 5,500feet from the runway threshold .Following th is cr it er ia , Runwa y 9 is
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credited with one exit , while Runway 27is not given credit for a ny ru nwa y exits.
! METE OROLOGICAL CONDITIONS
Wea t h er con dit ion s ca n h a ve asign ifica nt a ffect on a ir field capa city.Air por t capa city is u su a lly highest inclear wea ther , when flight visibilit y isa t it s best . Air field capa city isdiminish ed as weather condit ionsdet er iora te and cloud ceilings andvisibilit y a re r educed. As wea thercondit ions deter iora te, t he spa cing ofa ir cra ft must increase to providea llowable margins of sa fety. Theincrea sed distance bet ween a ircra ftreduces the number of a ircra ft wh ichcan opera te a t the a irpor t during anygiven period. This consequen t lyreduces overa ll a ir field capa city.
Th er e a r e t h r ee ca t egor i e s ofmeteorologica l condit ions, each definedby the r eported cloud ceiling and flightvisibilit y. Visua l Flight Rule (VFR)condit ions exist whenever the clou dceiling is grea ter t han 1,000 feet aboveground level (AGL), and visibilit y isgrea ter than three sta tu te miles. VFRfligh t condit ions permit pilot s toapproach , la nd, or t akeoff by visua lreference and t o see an d avoid othera ircra ft .
Inst rument F light Rule (IFR) condit ionsexist when t he r eport ed ceiling is lessthan 1,000 feet above ground leveland/or visibility is less than threest a tu te miles. Under IF R condit ions,pilot s mu st r ely on inst ru men ts fornaviga t ion and gu ida nce t o th e runwa y.Other a ir cra ft cannot be seen and sa fesepara t ion between a ircra ft must be
assu red solely by following a ir t ra fficcont rol ru les and procedures. Asment ioned, th is leads to increa seddistances bet ween a ircra ft , whichdim in ish es a ir field capa city.
Poor Visibilit y Condit ions (PVC) existwhen the cloud ceiling and/or visibilit yis less t han cloud ceilin g a nd visibilitym i n i m u m s p r e s cr i b e d b y t h eins t rument approach procedures for thea irpor t . Essent ia lly, th e a irport is closedto arr ivals dur ing PVC conditions.
Accordin g to r egiona l da ta , VFRcondit ions exist appr oxima tely 95percen t of th e time, whereas IFRcondit ions occur the r em ain ing fivepercent of the t ime. As det a iledpr eviously in Cha pter One, the a irpor th a s t h r ee in st r u m en t a ppr oa chprocedures. The bes t ins t rumentapproach procedure a llows for a ircraftopera t ions when visibility is at leasttwo miles an d cloud ceilings ar e at least2,600 feet a bove t he ground. Th is isonly sligh t ly below VFR condit ions andcont r ibu tes to a h igh number ofdiversions and canceled fligh t s, as IF Rcondit ions a re fr equent ly below th esemin ima .
Air cra ft with approach speeds a bove121 knots a re prohibited from us ing thein s t r u m en t a p pr oa ch pr ocedu r es.Therefore, th ese aircraft can only accessthe a irpor t du r ing VFR condit ions. Inthe year 2000, th ere were m ore than1,500 opera tions by a ircraft with inapproach speeds higher t ha n 121 knots.Th is represen ted appr oxima tely 10percen t of a ll act ivity.
Tellur ide Regiona l Air por t is withoutsu r face r ada r coverage a s well. This
Exhibit 3AAIRFIELD CAPACITY
FACTORS
AIRFIELD LAYOUTAIRFIELD LAYOUT
WEATHER CONDITIONSWEATHER CONDITIONS
OPERATIONSOPERATIONS
VFR PVCIFR
AIRCRAFT MIXAIRCRAFT MIX
AIRFIELD LAYOUT
WEATHER CONDITIONS
OPERATIONS
AIRCRAFT MIX
A&B CD
A&BA&B Beechcraft Bonanza
Cessna 441Beechcraft King Air
SAAB 340
Boeing 737Gulfstream
Cessna Citation
CCBoeing 747DD
Touch-and-GoOperations
Arrivals andDepartures
Total AnnualOperations
J F M A M J J A S O N D
7
6
5
4
3
2
1
Runway Configuration Number of ExitsRunway Use01M
P05
-3A
-11/
5/01
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limits IFR opera tions, as a ircraft cannotbe released for an approach ordepar ture unt il an a ircra ft wh ich hasdepa r ted ha s made positive ra darcon tact , or an a ir cra ft wh ich is a r r ivinghas closed it s flight pla n . Thisincrea ses a ir cra ft delay an d reduces thenumber of a ircraft which can opera te a tthe a irpor t du ring a given t ime period.The a irfield capa city a na lysis r educeshour ly IF R capa city when the a irpor t isnot equipped with an ins t rumentlan ding system or rada r covera ge.
! AIRCRAFT MIX
Air cra ft mix refer s t o the speed, size,a nd fligh t character ist ics of a ircra ftopera t ing a t the a irport . As t he m ix ofa ir cr a ft oper a t in g a t an a irpor tincrea ses to inclu de la rger a ircra ft ,a ir field capa city begins to diminish.Th is is due to la rger separa t iondistances tha t must be maint a inedbetween a ir cra ft of different speeds an dsizes.
Air cra ft mix for the capa city ana lysis isdefined in t erms of fou r a ir cra ft cla sses.Cla sses A and B consist of single andmult i-engine aircraft weighing less th an12,500 pounds. Aircra ft with in theseclassifica t ions a re pr imar ily associat edwith genera l avia t ion opera t ions, butdoes include some bu sin ess turbopropand business jet a ir cra ft (e.g. theCessna Cita t ion business jet andBeechcr a ft King Air). Class C consist sof multi-engine a ircra ft weigh ingbetween 12,500 an d 300,000 poun ds.Th is is a broad classifica t ion tha tincludes bu siness jet s, t u rbopr ops, and
large commercia l a ir line a ircra ft . Mostof the business jets in the na t iona l fleeta re included with in th is category. ClassD includes a ll a ircr a ft over 300,000poun ds and includes wide-bodied andjumbo jets. No a ircra ft with in Class Dopera te, or a re expected to opera te, a tthe a irpor t .
F or t h e ca pa cit y a n a lysis , t h epercen tage of Cla ss C a ircraft opera t inga t the a irport is crit ica l in determiningthe annua l service volume a s th is classincludes the la rger and faster a ircra ft inthe opera t iona l mix. The a irpor tcharges a lan ding fee for a ll a ir cra ftopera t ing a t the a irpor t . Using repor t son a ircraft type prepared from thecollect ion of la nding fees, t he exa ctopera t iona l mix for the a irport in 2000was determined. As sh own in Table3B , a ircra ft in Ca tegory C repr esen t ed35 percent of opera t ions in 2000.Cons is ten t with project ions pr epa red inthe pr evious chapt er , the opera t iona lfleet mix a t the a irpor t is expected tosligh t ly increa se its percent age of ClassC through the plann ing period asbusiness jet activities increa se throughthe plann ing period.
! DEMAND CHARACTERISTICS
Operat ions, not on ly the tota l number ofannua l opera t ions , bu t the manner inwh ich they ar e conducted, ha ve animpor tan t effect on a ir field capa city.Peak opera t iona l periods, touch-and-goopera t ions, and t he percen t of a r r iva lsimpact the number of annua l opera t ionstha t can be conducted a t the a irpor t .
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T A B L E 3 B
A i r c r a f t O p e r a t i o n a l M i x
A & B C
2000
S h or t Ter m
I n t er m e d ia t e T er m
L on g T er m
65.3%
62.9%
62.2%
61.8%
34.7%
37.1%
37.8%
38.2%
Pe ak Pe r iod Ope rat io n s : For thea ir field capa city ana lysis, a verage da ilyopera t ions and average peak houropera t ions during the peak month a recalcula ted. These figures were der ivedfrom the peak per iod forecast s prepa redin Ch apter Two.
Touch-and-Go Op e ra tio n s : A touch-and-go opera t ion involves a n a ir cra ftmaking a landing and an immedia tetakeoff without coming to a fu ll stop orexit ing the r unwa y. These opera t ionsa re normally associat ed with gener a lavia t ion t ra in ing opera t ions . Touch-and-go act ivity is counted a s twoopera t ions sin ce t here is an a r r iva l anda depa r tu re in volved. A highpercen tage of touch-and-go t r a fficnorma lly resu lt s in a h igher opera t iona lcapacity because one landing a nd onetakeoff occurs with in a shor ter t imethan individua l opera t ions. Touch-and-go oper a t ion s a re pr oh ibit ed a tTellur ide Regiona l Air por t .
P erc e n t Arriva ls : The percentage ofa r r iva ls a s t hey rela t e t o the tot a lopera t ions in the design hour isimpor tan t in determining a ir fieldcapacity. Un der most circum sta nces,the lower the percentage of a r r iva ls , thehigher the h our ly capacity. However,except in un ique circumstances , the
a ir cr a ft a r r iva l-depar tur e split istypically 50-50. At the a irpor t , t r a fficin for m a t ion in dica t ed n o m a jordevia t ion from th is pa t tern , anda r r iva ls were est imated to account for50 percent of design period opera tions.
! CALCULATION OF ANNUALSE RVICE VOLUME
The preceding informat ion was used inconju nct ion with the a ir field capacitymethodology developed by t he FAA todetermine a irfield capacity for Tellur ideRegiona l Air por t .
Hourly Run w ay Capacity : The firstst ep in det ermining annua l ser vicevolume involves the computa t ion of thehour ly capacit y of each runway in u seconfigura t ion . The percentage use ofeach runway, the amount of touch-and-go t r a in ing a ct ivity, and the numberand loca t ions of runway exit s becomeimpor tan t factors in determining thehour ly capa city of each runwayconfigura t ion .
Ann ual S e rv ic e Vo lu m e : Once thehour ly capa city is kn own, th e annua lser vice volume can be determ ined.Annua l ser vice volum e is ca lcu lat ed bythe following equa t ion:
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Annua l Service Volume = C x D x H
C = weigh ted h our ly capa cityD = ra t io of annua l demand to average da ily demand dur ing t he peak monthH = ra t io of avera ge daily demand to avera ge peak hour demand du r ing t he peakmonth
Following th is formula , the cur ren t andfu ture annua l ser vice volume forTellur ide Regiona l Airpor t has beenestima ted. Table 3C summarizes
a n n u a l ser vice volum e da t a forTellur ide Regiona l Airpor t th rough theplan ning period.
T A B L E 3 C
An n u a l S e r v ic e Vo lu m e C o m p a r is o n
An n u a l
O p e ra t i o n s
Wei g h te d H o u rly
C a p a c i t y
An n u a l
S e r v i c e
Vo lu m e
P e r c e n t
C a p a c i t y
2000
S h or t Ter m
I n t er m e d ia t e T er m
L on g T er m
15,608
21 ,100
25 ,100
32 ,500
38
38
37
37
49 ,000
48 ,000
48 ,000
47 ,000
31 .9%
43.7%
52.2%
69.1%
! CONCLUSION
Exh ibit 3B compa res a nnua l ser vicevolume to exist in g a n d for eca stopera t iona l levels. Th e 2000 t ota l of15,608 opera t ions r epresen ted 31.9% ofthe a nnua l ser vice volume. By the endof the plann ing per iod, t ot a l annua lopera t ions a re expected to represent69.1% of annua l service volum e.
The annua l service volume at Tellur ideRegiona l Air por t is lower than typicallyfound a t simila r single runway airports.Severa l factors cont ribut e to th is. Firstis the lim ited number of exit ta xiways.For Runway 9, VF R hour ly capa city isreduced 16 percen t sin ce t here is onlyone exit t axiway with in the prescr ibedra nge. Sin ce t here a re n o ta xiwa yswith in the prescr ibed range for Runway
27, VFR hour ly capacity to th is runwayis reduced by 24 percent . Second is theabsence of radar coverage and limitedapproach capability. These factorsincrea se a ircra ft con t rol r equ irementsand sepa ra t ion between a ircra ft . IFRhour ly capa city is r educed near ly 40percent due t o th ese factors.
FAA Order 5090.3B, Field Form ulationof the N ational Plan of IntegratedAirport S ystem s (N PIAS ), indicat es thatimprovemen ts for a ir field capa citypurposes should be considered whenopera t ions reach 60 percent of theannua l service volu me. Sh ouldopera t ions occur as forecas t , the a irpor twou ld r e a ch t h i s l e ve l w i t ha p p r o x im a t e l y 2 8 , 0 0 0 a n n u a lopera tions.
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The limita t ions on approach capa bilityand rada r coverage a re du e t o exist ingter r a in feat ur es. It is not expected tha tthese issues can be resolved easily, norare they with in the responsibilit ies ofthe a irpor t . Therefore, the primarymeans ava ilable a t t he a irport to ga inaddit iona l opera t iona l capacity isthrough the development of addit iona ltaxiwa ys. Provid ing four exit t axiwa ysfor landing in either direct ion canincrea se the annua l service volum e to56,000 opera t ions by the end of t heplanning period. While addit iona lr ada r covera ge would enh ance t hesa fety of a ircraft opera t ions to and fromthe a irport , it would not sign ificant lyincrea se a ir field capacity due to the lackof an ins t rument landin g system (ILS).
RUNWAY ORIE NTATION
For the opera t iona l sa fety a nd efficiencyof an a irpor t , it is des irable for theprimary runway of an a irpor t 's runwaysystem to be or ien t ed a s close a spossible to the d irect ion of thepreva iling wind. This redu ces thei m p a c t o f w i n d com p on e n t sperpen dicula r to th e direction of t ravelof an a ircraft tha t is landing or tak ingoff (defined as a crosswind).
FAA design st anda rds specify tha taddit iona l runway configura t ions a reneeded when the pr imary runwayconfigura t ion provides less t han 95percent wind coverage a t specificcrosswind componen ts. The 95 percentwind coverage is computed on the ba sisof crosswinds not exceeding 10.5 knots
for sm all a ircra ft weigh ing less t han12,500 pounds a nd from 13 to 16 knotsfor a ir cra ft weighing over 12,500poun ds.
Table 3D summar izes wind coveragefor the a irpor t . As shown in the t able,the cur ren t runway configura t ionprovides grea ter than 95 percen t windcoverage for a ll crosswind components.Therefore, the runway is proper lyor ient ed to prevailing wind flows an da i r cr a ft op e r a t ion a l s a fe t y i smaximized.
T A B L E 3 D
W i n d C o v e r a g e S u m m a r y
Wi n d S p e e d C om b i n e d
C o v e ra g e
1 0.5 k n ot s
1 3.0 k n ot s
1 6.0 k n ot s
98 .18%
99.07%
99.69%
S ou r ce: 1996 M a st er P la n
P HYSICAL P LANN INGCRITER IA
The select ion of appropr ia te FAA designstanda rds for the development andloca t ion of a irpor t facilities is ba sedpr imar ily upon the cha racter ist ics of thea ir cra ft wh ich a re cur ren t ly usin g, orare expected to use, t he a irpor t .P lanning for fut ur e aircra ft u se is ofpa r t icu la r impor tance since designstanda rds a re used t o pla n separa t iondistances bet ween facilit ies. Thesestanda rds must be determined nowsince the r eloca t ion of these facilit ieswould likely be ext remely expensive a ta lat er da te.
ANNUAL SERVICE VOLUMEANNUAL SERVICE VOLUMEANNUAL SERVICE VOLUMEANNUAL SERVICE VOLUMEANNUAL SERVICE VOLUME
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The most importan t character ist ics ina ir field p lanning are the approachspeed and win gspan of the crit ica ldesign a ircra ft ant icipat ed to use thea irport now and in the fu ture.
The FAA ha s est a blish ed a codin gsystem to rela te a irport design cr iter iat o t he opera t iona l and physicalcharacter ist ics of a ircra ft expected touse the a irport . This code, referred toas the a irpor t refer en ce code (ARC), hastwo components. The fir st component ,depicted by a let t er , is the a ircra ftapproach ca tegory and rela tes toa ir cra ft approach speed (opera t iona lcharacter ist ic); the second component ,depicted by a Roman numera l, is thea irplane design gr oup (ADG) andrela tes t o a ir cra ft wingspan (physica lcharacter ist ic). Gen era lly, aircra ftapproach speed a pplies t o runways andrunway-relat ed facilities, while a irplanew i n g s p a n p r im a r i ly r e l a t e s t osepara t ion cr it eria involving taxiways,ta xilanes, an d landside facilities.
Accordin g to FAA Advisory Circu la r(AC) 150/5300-13, Airport Design ,Change 6, an a ir cra ft 's approachca tegor y is ba sed upon 1.3 t imes it sst a ll speed in landing con figura t ion a ttha t a ircra ft 's ma ximum cer t ifica tedweigh t . The five appr oach ca tegor iesused in a irport plann ing are a s follows:
Ca t egor y A: Speed less th an 91 knots.Ca t egor y B: Speed 91 knots or more,but less th an 121 knots.Ca t e gor y C: Speed 121 knots or more,but less th an 141 knots.Ca tegory D: Speed 141 knots or more,but less th an 166 knots.Ca t e gor y E: Speed grea ter t ha n 166knots.
The a irpla ne design group (ADG) isbased upon the a ircraft ’s wingspan .The six ADG’s used in a irpor t p lanningar e as follows:
G r ou p I: Up to but not including 49feet .G r ou p II: 49 feet up to but notincluding 79 feet .G r ou p III: 79 feet up t o but notincluding 118 feet .G r ou p IV: 118 feet up to but notincluding 171 feet .G r ou p V: 171 feet up to but notincluding 214 feet .Gr ou p VI: 214 feet or grea ter .
Exh ibit 3C pr esen ts a su mmary ofrepresen ta t ive air cra ft by ARC.
In order to det ermine a ir field facilityrequirement s, an ARC should first bedetermined, then appropria te a irpor tdesign cr iter ia can be a pplied. Th isbegins with a review of the type ofa ircra ft using an d expected t o useTellur ide Regiona l Air por t .
Tellu ride Regiona l Airport is cur ren t lyused by a wide va r iety of a ircra ft ,ranging from a ircraft used for scheduleda ir line service to genera l avia t ionrecrea t iona l a ircra ft , genera l avia t ionbusiness a ircraft , and a limited numberof helicopters. Helicopters a re notincluded in th is determina t ion as theyare not a ssigned a n ARC.
A landing fee is cha rged to a ll a ir cra ftopera t ing a t Tellur ide Regional Airpor t .This fee is ba sed on the maximumt a keoff weigh t of t h e a ir cr a ft .Th er efor e, t h e TRAA m a in t a in saccura te r ecords of a ll a ir cra ft t ypesopera t ing a t the a irpor t . Fr om t hese
3-10
records, an ARC wa s a ssigned t o a lla ir cra ft opera t ing a t Tellu r ide Regiona lAir por t in 2000 t o determine the designca tegory for the a irpor t .
Com m e rc ia l Airc ra ft
The primary a ircra ft used for schedu leda ir line service in 2000 were the 19-sea tB e e ch cr a f t 1 9 0 0 a n d 3 8 -s e a tDeHavilland Dash 8. Both a re twin-en gin e t u rbopr op a ircra ft . TheBeechcra ft 1900 falls with in ARC B-II,wh ile the DeHavilland Dash 8 falls withARC A-III . The a viat ion demandforecast s noted tha t t he Tellur ideRegiona l Air por t market could suppor tthe use of regiona l jet a ir cra ft in thefu ture. The avia t ion demand forecast sident ified the Canada ir CRJ -200 (ARCC-II) a s t he most likely regiona l jeta ircra ft to opera te a t the a irpor t .
Gene ral Aviat ion
Genera l avia t ion a ircraft us ing thea irpor t include small sin gle and m ult i-engine a ircra ft , which fa ll with inapproach ca tegories A and B and ADGI, a nd business t urboprop a nd jeta ircra ft , wh ich fa ll wit h in approachca tegor ies B, C, and D an d ADGs I andII.
The majorit y of based a ircra ft fa llwith in ARC A-I a nd ARC B-I.Represen ta t ive based a ircra ft includethe Cessna 172 and 182, an d Beechcra ftBonanza . Two Cessna Cit a t ion II jeta ir cra ft ar e based at th e airport . Theseaircra ft fall within ARC B-II.
A wide ra nge of tr an sient business jet sopera te a t the a irpor t . These includea ircra ft with in the Cessna Cita t ionfamily of business jet s, Gulfst reambusiness jets, Lear jet , an d Rayth eon jeta ircra ft . In 2000, there wer e nea r ly2,400 opera t ions by bus iness jeta ircra ft . As eviden t in Table 3E , mostbusiness jet oper a t ions were wit h inapproach cat egory C. The CessnaCit a t ion II condu ct ed th e mostopera t ions in 2000, conduct ing 262opera tions. This wa s followed by theBeechjet 400, which conducted 260opera t ions in 2000. The Gulfstr eam IVwas the most demanding busin ess jet,in t erms of wing span , a pproach speed,and weigh t to opera te a t the a irpor t in2000. Gu lfst r eam IV a ir cra ft conducted128 opera t ions in 2000. The a via t iondemand forecast s pr ojected business jetact ivity t o in cr ea se through theplan ning period.
Crit ica l Des ignAircraft Conclus ion
Table 3F summarizes opera t ions byapproach ca t egory and a irplane designgr oup (ADG) for the a irpor t in 2000. Asshown in the t able, t he a irpor taccommoda ted genera l avia t ion a ir cra ftin appr oach cat egories A through D andin ADGs I and I I. Commercia l a ir linea ir cra ft opera t ed with in approachca tegor ies A and B and ADGs II an d III.
Opera t ions by a ir cra ft with in approachca tegor y A were the most numerous andtota led 8,584 in 2000. This wasfollowed by approach ca tegor y B, whichhad 5,316 oper a t ions in 2000. Opera -
Note: Aircraft pictured is identified in bold type.
01M
P05
-3C
-11/
5/01
3-11
t ions in a ppr oach ca tegory C tota led1,210 in 2000, while approach ca tegoryD opera t ions tota led 326. Opera t ionsby a ircra ft with ADG I were the most
numerous and tota led 7,406 in 2000.Opera t ions within ADG II t ota led 7,294,wh ile opera t ions with in ADG III t ot a led736.
TABLE 3EYea r 2000 Busin es s J et Operation s by ARC
Airc ra ft La n di ng s Op e ra ti on s ARC
Cessn a Cit a t ion BravoCessn a Cita t ion ExcelCessna Cita tion IICessn a Cita t ion Ult raCessna Cita t ion VDassa u lt F a lcon 20Dassa u lt F a lcon 2000Dassa u lt F a lcon 50Dassa u lt F a lcon 900Beechjet 400Lear jet 35/36Lear jet 55P iaggo P .180 Avan t iLear jet 31Lear jet 25DWestwin dHawker -Siddeley 125-600Hawker -Siddeley 125-400BAE 125-700Lear jet 45Lear jet 24EChallenger 600Rayt heon/Hawker 125-1000 Hor izonCessna Cita t ion XCessna Cita tion IIICha llenger 601Cessna Cita tion VIIIAI Ast ra 1125IAI GalaxyChallenger 604Gulfstr eam IIISa breliner 65Bombar dier Global ExpressLear jet 60Gulfstr eam IIGulfstr eam IVRegiona l J etGu lfs t ream V
Approach Category AApproach Category BApproach Category CApproach Category D
3,9291,784
605163
7,8583,5681,210
326
Tota l 6,481 12,962
AIRPLANE DESIGN GROUP
Airplane Design Group IAirplan e Design Group IIAirplan e Design Group III
3,7032,773
5
7,4065,546
10
Tota l 6,481 12,962
AIRLINE
A P P R OA CH CA TE GO R Y
Approach Category AApproach Category B
363874
7261,748
Tota l 1,237 2,474
AIRPLANE DESIGN GROUP
Airplane Design Group IAirplan e Design Group IIAirplan e Design Group III
0874363
01,748
726
Tota l 1,237 2,474
ALL OPERATIONS
A P P R OA CH CA TE GO R Y
Approach Category AApproach Category BApproach Category CApproach Category D
4,2922,658
605163
8,5845,3161,210
326
Tota l 7,718 15,436
AIRPLANE DESIGN GROUP
Airplane Design Group IAirplan e Design Group IIAirplan e Design Group III
3,7033,647
368
7,4067,294
736
Tota l 7,718 15,436
Sour ce: TRAA records. 1 Exclud es helicopters, 144 opera tions in 2000.
3-13
The cr it ica l design a ir cra ft is defined a sthe most demandin g ca tegory of a ir cra ftwhich conduct s 500 or more opera t ionsper year a t the a irport . In some cases,more than one a ircra ft compr ise thea irpor t ’s cr it ica l design a ircra ft . Onea ir cra ft may be t he most cr it ica l forrunway length , while an oth er is mostcr it ica l for r un way/taxiway width a ndsepara t ion dist ances. This was th e casein the yea r 2000. In 2000, th e mostdema nding approach ca t egory wasapproach ca tegory C. This included awide ra nge of business jets a ndt u r bop rop a ir cr a ft . T h e m os tdemanding ADG was ADG I II . Thisin clud ed t h e oper a t ion s of t h eDeHavilland Dash 8 used regu la r ly inschedu led a ir lin e ser vice. Therefore,design s tandards for the a irpor t a redefined by a grouping of a ircra ft .Business jet s define t he opera t iona ldesign standa rds such a s runway sa fetysta nda rds, while runway an d t axiwaywidth and sepa ra tion d is tances a redefined by t he DeHa villan d Dash 8.
C o m b i n i n g t h e o p e r a t i o n a lrequirements of the bu sin ess jets wit hthe wingspan requirement s of theDeHavilland Dash 8, t he ARC for thea irpor t is best described as ARC C-III.The ARC B-III design ca tegor y has beenapplied to the design of runwayfacilit ies in the pa st . However , it iseviden t from th is ana lysis, t ha t anadjus tment to the design ca tegory iswar ra nt ed.
Future pla nning should cons ider theincrea sed use of the a irport by businessjet s and the poten t ia l t rans it ion toregiona l jet s. In the fu ture, increaseduse of the a irpor t by a ircra ft with inapproach category D can be expected.
Therefore, the appr opr ia te ARC forTellur ide Regiona l Airport is ARC D-III.
The design of t axiway and apron a reassh ou ld con s i d er t h e w i n g s p a nrequ irements of the most demandinga ir cra ft to opera te within th at specificfunct iona l a rea on the a irpor t . Thea ir field t a xiwa ys a n d pa ssen gert ermina l a rea should cons ider ADG IIIdesign requ irements to accommodatethe wingspan requirements of thecommuter a ir line a ircraft . Trans ien tgener a l avia t ion a pron and a ir cra ftmain tenance and r epa ir hanga r a reassh ould consider ADG I I r equ irements toa ccommodate typical business jeta ir cr a ft . T-h a n ga r a n d sm a llconvent iona l hangar a rea s shouldconsider ADG I r equiremen ts a s th esecommonly serve smaller single andmult i-engine piston a ircra ft .
AIRF IELD SAFE TYSTANDARDS
The FAA ha s esta blished severa limaginary sur faces to protect a ir cra ftopera t iona l a reas a nd keep them freefrom obs t ruct ions tha t could a ffect thesa fe opera t ion of a ircra ft . These includethe object free a rea (OFA), obst acle freezone (OFZ), runway protect ion zone(RPZ), an d ru nwa y safety ar ea (RSA).
The OFA is defined a s “a two-dim ensiona l gr ound area sur roundingru nways, t axiways , a nd taxilanes whichis clea r of object s except for object swhose locat ion is fixed by function.”The RSA is defin ed as "a defin ed surfacesurrounding the r un way prepa red orsu itable for reducing the risk of damageto airplanes in t he even t of an
3-14
undershoot , overshoot , or excu rsionfrom the runway." The OFZ is defineda s a “defined volume of a irspa cecentered above the runway center linewhose eleva t ion is the same as thenea rest point on the runway center lineand ext ends 200 feet beyon d eachrunway end.” The RPZ is a two-dim ensiona l t rapezoida l-shaped su r faceloca ted a long the extended runwaycen ter line to pr otect people a ndpropert y on t he ground.
The FAA expects t hese a reas t o beunder the cont rol of the a irpor t and freefrom obst ruct ions. The dimensiona lrequ irements for ARC B-III a nd ARC C-I II a re summar ized on Ex h ib it 3D .
P resen t ly, t he a irpor t does not fu llymeet ARC B-III RSA or OF A designs tandards. At each end of t he runway,the RSA extends t he required 600 feetbeyon d the runwa y end; however , eachRSA is on ly 295 feet wide. F AA designstanda rds specify tha t t he RSA be 300feet wide. Addit iona lly, two a reas a longthe length of t he runway do not meetthe RSA width requirem ent .
An exist ing T-hangar , the deicing pad,and elect r ica l vault obs t ruct theRunway 9-27 OF A and Taxiwa y A OFA.Presen t ly, th e RPZ exten ds beyondairpor t property; however, ther e is noincompat ible development with in eit herRPZ.
Three sepa ra te p lanning s tudies wereconducted in 2000 and 2001 to examineviable a lterna t ives for the recons t ruc-t ion of Runway 9-27 to meet RSA andOFA design sta nda rds, a s well a slongitudin a l grade r equirement s a ndFedera l Avia t ion Regu la t ion (F.A.R.)
P a r t 77 p r im a r y su r fa ce a n dt r a n sit ion a l su r fa ce r equ ir emen t s.These studies exam ined severa l options,includin g can t ing or skewin g therunway a lignment to achieve sa fetysta nda rds, modified design sta nda rds,and developing th e required sa fetya r ea s wit h t h e pr esen t r u nwa ya lignment . The most r ecent studycompleted in Sept ember 2001 includedgeotechn ica l ana lys is to determineopt ions for developin g ret a in ing wa lls toaccommodate the fill r equired t o meetRSA grade r equ ir emen t s a t eachru nwa y end.
T h e s e s t u d i es con cl u d e d t h a tmain ta in ing the runway in it s presenta lignment was t he preferred runwayreconst ruct ion a lter na t ive. Skewing therunway would require the reloca t ion ofa ll exist ing landside facilit ies and sh iftthe a ircra ft flight pa ths over residen t ia la reas wh ich a re pr esent ly not subject toregu la r overfligh ts. More impor tan t ly,skewing the runwa y would requ irea lter ing th e inst ru men t a pproaches atthe a irport , poten t ia lly degr adin g theira lrea dy lim ited capa bilit y.
Having es t ablished the p referredrunway recons t ruct ion a lterna t ives andmeans for meet ing sa fety requ irements,th is master plan will exa mine botha irside and landside developmentopt ion s con sider in g t h e r u n wa yremain ing in it s present a lignment .
RUNWAY LEN GTH
The determina t ion of runwa y len gthrequ irements should consider bothtakeoff an d landing requirement s.Takeoff requirement s a re a factor of
EXISTING SHORT TERM NEED LONG TERM NEED
RUNWAY 9-27
ARC B-III6,870' x 100'
45,000# SWL62,000# DWL
Runway Safety Area150' each side of runway centerline
600' beyond each runway end
Object Free Area400' each side of runway centerline
600' beyond each runway end
Runway Protection Zone Each EndInner Width - 500'Outer Width - 700'
Length - 1,000'
Blast Pads Each End
TAXIWAYS
Partial Parallel TaxiwayTaxiway A - 50' wide
300' from runway centerlineTaxiways A2, A3, A4 - 50' wide
RUNWAY 9-27
ARC C-III9,200' x 100'45,000# SWL75,000# DWL
Runway Safety Area250' each side of runway centerline
1,000' beyond each runway end
Object Free Area400' each side of runway centerline
1,000' beyond each runway end
Runway Protection Zone Each EndInner Width - 500'
Outer Width - 1,010'Length - 1,700'
Blast Pads Each End
TAXIWAYS
Full-length Parallel TaxiwayTaxiway Width - 50'
400' from runway centerlineHolding Apron Each End
Add Exit Taxiways
RUNWAY 9-27
ARC C-III9,200' x 100'45,000# SWL75,000# DWL
Runway Safety Area250' each side of runway centerline
1,000' beyond each runway end
Object Free Area400' each side of runway centerline
1,000' beyond each runway end
Runway Protection Zone Each EndInner Width - 500'
Outer Width - 1,010'Length - 1,700'
Blast Pads Each End
TAXIWAYS
Full-length Parallel TaxiwayTaxiway Width - 50'
400' from runway centerlineHolding Apron Each End
Add Exit Taxiways
None 2 Parking Positions
Lighted
2 Parking Positions
Lighted
Exhibit 3DAIRCRAFT OPERATIONAL
AREA REQUIREMENTS
01M
P05
-3D
-11/
2/01
SWL - Single Wheel LoadingDWL - Dual Wheel Loading
KEY
RUNWAYS AND TAXIWAYSRUNWAYS AND TAXIWAYS
HELIPADHELIPAD
3-15
airpor t eleva t ion , mea n maximumtempera ture of the hot tes t month ,cr it ica l a ircra ft type, or family ofa ir cra ft types expected t o use thea irpor t , and stage length of the longestnonstop t r ip dest ina t ions. Aircra ftper formance declines as ea ch of th esefactors increa se. Landing requirementsare a factor of a irpor t eleva t ion , a ircraftlanding weight and the runwaycondit ion (i.e. dry condit ions or wetcondit ions).
An ana lys is of the takeoff and landingrequ irements of seven models ofbusiness jets a nd t hree models ofr egiona l jet s has been completed t oconfirm th e opera ting requirem ent s ofthe mix of a ircra ft opera t ing a tTellur ide Regiona l Air por t and to definethe cr it ica l run wa y length for thea irpor t . The resu lt s of th is an alysis a resu mmarized in Appendix B.
In most cases , the a llowable takeoff andlandin g weights for a ircraft opera t ing a tTellur ide Regiona l Airport is below thea ircra ft ’s cer t ifica ted takeoff or landin gweigh t due to the a irpor t ’s eleva t ion of9,078 feet . The available ru nwaylength a t the a irpor t fur ther reducesth ese a llowable t akeoff and landingweigh t s . Th i s pla ces p a yloa d(passenger an d/or fuel) rest rictions ona ir cra ft opera t ing a t t he a irpor t .Consequ en t ly, any increases in runwaylength resu lt in measu ra ble increa ses inta keoff an d landing weights.
As d iscussed in Appen dix B, wh ile itwould be desirable to provide a runwaylen gth tha t would a llow for a ircra ft toopera te a t their maximum allowa bletakeoff weight , a runway length up to11,000 feet would need to be provided.
Given the physica l const ra in t s of theexist ing airport site, it is not pract ica lt o cons ider th is length of runway.Therefore, the crit ica l runway length forTellur ide Regiona l Airport mu st bed e f i n e d b y a i r c r a f t l a n d i n grequiremen t s and the need to ensu re adepar ture length th at provides apract ica l payload for both genera la via t ion a n d com m er cia l a ir linea ircra ft .
Payloa d increases a re cr it ica l forcommercia l a irline a ircra ft . Increa sesin pa yload a llow for these a ircra ft tocar ry more pa ssengers, wh ich increa sesthe number of ava ilable sea ts on thea ir cr a ft for com pet it ive pr icin g.In creased passengers a lso add torevenues, wh ich con t r ibu tes to rou teprofita bility an d su st a ined service.
Table 3G summar izes the landingrequ irements of the seven models ofbusiness jets a nd t hr ee models ofr egiona l jet s considered in th e an alysis.These lengths a ssu me wet runways andr egu la t or y r equ i r em en t s , wh ichincrea se the runway length needed forlandin g. For exa mple, F AA regu la t ionsrequire tha t commercia l a ir line a ir cra ftcan on ly land a t an a irpor t if theava ilable runway length is 40 percentlonger than the act u a l landin g len gthfor t ha t a ircra ft . For a ircra ft opera tedin fract iona l jet p rograms and a ir cra ftused in for -h ire cha r ter services, newproposed ru lema king establishes tha tthe ava ilable runway length be 15percen t longer tha t the actua l landinglen gth . As shown in the ta ble, t heCa n a da ir RJ 200 h a s t h e m ostdemanding landin g requirement of upto 7,200 feet .
1 77 Degrees Fahren heit (J u ly)2 43 Degr ees Fahren heit (Ma rch)3 ISA+30 Degrees Cels ius4 Maximu m Allowed La nded Weight (where a pplicable)5 60 per cent regula tory requ irement factored in
All dist ances det erm ined a t 9 ,000 feet eleva tion, zero wind, zero ru nway gra dien t
Source: Aircra ft F light Pla nning Ma nua ls (selected manufactu rer )
3-17
It is not pract ica l to provide a runwaylength to accommodate the maximumallowable takeoff weigh t of the a ir cra ftopera t ing a t the a irpor t . Therefore, it isbest to measu re t he benefits of a longerdepar ture len gth by exa mining theincrea se in pa yload pr ovided by a longerd ep a r t u r e len gt h . Ta b l e 3Hsummarizes takeoff weights for t hebusiness jet s a nd regiona l jet s includedin the ana lys is a t depar ture lengths upto 7,800 feet . Depending on opera torrequirement s, the addit iona l payloadpr ovided by a longer r unway could beused to ca r ry a ddit iona l passen ger s, orfuel for a longer flight . With theexcept ion of the Cessna Cita t ion V,wh ich can opera te a t it s maximumallowable takeoff weight with theexist ing runway length , th e businessjet s and r egiona l jets in cluded in th isan alysis exper ience payload increasesas much a s 5,000 poun ds by pr ovidingup to 7,800 feet of depar ture length a tthe a irpor t .
The available depar ture length becomescr it ica l in deter mining th e capabilitiesof the regiona l jet s to opera te a t thea irpor t . As det a iled in Appendix B, fort h e Ca n a da ir CRJ 200 , on ly 18passengers can be ca r r ied on a 200nau t ica l mile (nm) fligh t in the summerwith a depa r ture length of 6,900 feet .Th is increa ses to 19 passengers with a7,0 00-foot dep a r t u r e len gt h , 20passengers with a 7,200-foot depar turelen gth , 25 passengers with a 7,600-footdepar ture len gth , and 28 passengerswith a 7,800-foot depar tu re length . Inthe win ter a t the same 200 nm st agelen gth , the Canadair CRJ 200 can car ry40 pa ssengers. With a 7,000-footdepar ture length , th is increases t o 43passengers. At 7,200 feet , 43
passengers can be ca r r ied, while 50pa ssen gers ca n be ca r r ied withdepar ture len gths above 7,600 feet . Thesame is t rue for the Avro RJ 85. Anincrea se in depa r ture length increa sesthe number of pa ssen gers t ha t can becar r ied 200 nm in the summer from 41a t 6,900 feet to 66 a t 7,800 feet .
The Bombardier Q300 and Q400depar ture lengths have also beenexa mined. The Q300 is 50- to 54-sea tturboprop a ircra ft . The Q400 is a 70- to78-sea t tu rboprop a ircra ft .
The Q300 maximum takeoff weigh t is41,000 poun ds. Operat ions a t Tellur ideRegiona l Airport a re limited to 35,000poun ds in summer a nd 38,400 poun dsin wint er. In eit her case, the depar turelen gth is less than 6,300 feet , or with inthe exist ing ava ilable runway length a tthe a irpor t .
The Q400 has a maximum takeoffweigh t of 63,750 pounds. Ther e a re noweigh t rest r ict ions for oper a t ions in thewint er a t Tellu r ide Regiona l Airpor t ;however , the Q400 is limited to amaximum takeoff weigh t of 54,500pounds in the summer . The depar turelen gth in t he wint er is 7,700 feet . Thesummer depar ture length is 7,600 feet .The maximum takeoff weigh t with6,900 feet of runway is 60,100 poun ds inthe win ter and 54,000 pounds in thesummer . The maximum takeoff weigh twith 7,300 feet of runway is 62,000poun ds in t he wint er and 54,000 poun dsin the summer .
As sh own in th is ana lys is , any increa sesin runwa y length pr ovide m ea su rableincrea ses in both depa rt ure payload andlandin g weigh ts. The a lter na t ives
3-18
TABLE 3H
Take off Leng th an d Tak eo ff Weig ht Su mm ary
Ta k e o ff We i g h t (p o u n d s )
Season 1,2 Airc ra ft
Ce r ti fi c a te d
Tak e off
We i gh t
(p o u n d s )
Allowa ble
Tak e off
We i gh t
(p o u n d s )
7,800'
ASDA
7,600'
ASDA
7,200'
ASDA
7,000'
ASDA
6,900'
ASDA
GE N ER AL AVIAT IO N AIR CR AFT
Sum mer
Winter
Cessna Cit a t ion V
Cessna Cit a t ion V
15,900
15,900
15,500
15,900
15,500
15,900
15,500
15,900
15,500
15,900
15,500
15,900
15,500
15,900
Sum mer
Winter
Beechjet 400A
Beechjet 400A
16,100
16,100
14,000
16,100
14,000
16,100
14,000
16,100
14,000
16,000
13,900
16,000
13,800
15,900
Sum mer
Winter
Bomba rdier
Lear jet 31A
Bomba rdier
Lear jet 31A
17,000
17,000
15,700
16,500
15,300
16,500
15,100
16,500
14,700
16,500
14,300
16,500
14,100
16,500
Sum mer
Winter
Bomba rdier
Lear jet 35A/36A
Bomba rdier
Lear jet 35A/36A
18,300
18,300
15,800
17,800
14,900
16,100
14,800
16,000
14,600
15,700
14,500
15,600
14,400
15,500
Sum mer
Winter
Can adair CL-600
Can adair CL-600
53,000
53,000
44,000
46,000
36,200
39,400
35,800
38,900
34,400
38,000
33,800
37,400
33,500
37,000
Sum mer
Winter
Bomba rdier
Lear jet 60
Bomba rdier
Lear jet 60
23,500
23,500
20,200
21,400
18,000
20,900
17,800
20,600
17,200
20,100
17,000
19,900
16,700
19,700
Sum mer
Winter
Gulfstr eam IV
Gulfstr eam IV
74,600
74,600
64,000
71,000
58,000
64,000
57,000
63,000
56,000
61,500
55,500
61,000
55,000
60,500
R EG IO N AL J ET AIR CR AFT
Sum mer
Winter
Fa irchild Dorn ier
328J
Fa irchild Dorn ier
328J
34,524
34,524
31,700
34,524
31,500
34,300
31,500
34,200
30,900
33,300
30,400
33,000
30,200
32,900
Sum mer 4
Winter
Can adair CRJ
200LR
Can adair CRJ
200LR
53,000
53,000
41,400
47,600
40,000
45,000
39,500
44,500
38,500
43,500
38,250
43,000
38,000
42,500
Sum mer
Winter
AVRO RJ 85
AVRO RJ 85
93,000
93,000
88,500
93,000
75,000
84,000
74,000
83,000
72,000
81,000
71,000
80,000
70,000
79,000
1 77 Degr ees Fahren heit (Ju ly)2 43 Degr ee s Fahren hei t (Ma rch)3 At Allowa ble Ta keoff Weight4 ISA+30 Degrees Ce ls ius
All dista nces an d weights det erm ined a t 9,000 feet elevat ion, zero wind, zero ru nwa y gradien t
Sour ce: Aircra ft F light Plan ning Manua ls (selected ma nu facturer s)
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an alysis to follow will exa mine opt ionsto increase the runway length to theexten t pr acticable a t the a irpor t . Alandin g length of up to 7,200 feet isneeded.
RUNWAY WIDTH
Runway width is based upon t hepla nning ARC for each runway. ForARC B-III a nd ARC C-III , th e FAAspecifies a runway width of 100 feet .Runway 9-27 is 100 feet wide, meet ingth is r equ irement .
RUNWAYP AVEMEN T STRE NGTH
The most impor tan t fea ture of a ir fieldpavement is its ability to withst an d useby a ircraft of s ign ificant weight on aregu la r ba sis. Curren t ly, t h is includesa wide range of commercia l and gener a la via t ion aircraft r an ging from sm a llsin gle-engine a ircraft to tu rbopropa ir line a ircraft and bus iness jet a ircraft .
Runway 9-27 pr esent ly has a sin glewheel loading (SWL) st ren gth of 45,000poun ds and 62,000 pounds du a l wheelloading (DWL).
Addit iona l pavement st rength should beconsidered wh en the r unwa y isreconst ructed to regula r ly serve la rgebusiness jet s wh ich frequent thea irpor t , such as the Gulfstr eam IV,wh ich has a 75,000 DWL pavem entra t ing. The Gulfstr eam IV conducted128 opera t ions a t the a irpor t in 2000.The Canadair CRJ -200LR has apavement st r ength r a ting of 53,000poun ds DWL. When the runwa y is
reconst ru cted, it is r ecommended tha tthe runway have a pa vement st rengthra t ing of 45,000 pounds SWL and75,000 pounds DWL.
NAVIGATIONAL AIDSAND INSTRUMENTAP P ROACH PROCEDURES
Navigat ional Aids
Naviga t iona l a ids a re elect ronic devicestha t tr an smit r adio frequencies wh ichproper ly equipped a ircra ft and pilot st ransla te in to poin t -to-poin t gu idancea nd position inform at ion. The types ofelectr onic navigat iona l a ids ava ilablefor a ircra ft flying to or from Tellu r ideRegiona l Airport include a very highfrequency omnidirect iona l range (VOR)facility, globa l posit ion ing syst em(GPS), and Loran-C. These syst ems aresufficien t for naviga t ion to and from thea irpor t ; ther efore, no other naviga t iona la ids ar e needed at the a irport .
GPS wa s developed and deployed by t heUn ited Sta t es Depar tment of Defense a sa dua l-use (civil and m ilit a ry) ra dionaviga t ion system. GPS in it ia llyprovided two levels of service: the GPSstandard positioning system (SPS),wh ich support ed civil GPS uses ; and theGPS precise posit ion ing sys tem (PPS),wh ich was rest r icted to U.S. ArmedForces, U.S. federa l agencies an dselected a llied a rmed forces , andgovern ment use.
The differences in GP S signa ls h avebeen elimina ted and civil users nowaccess the same signa l in tegr ity asfedera l agencies. A GP S m oder n izat ioneffor t is underway by t he FAA and
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focuses on augmen t ing the GPS signa lto sa t is fy requirem en ts for accuracy,covera ge, availability, and integr ity. Forcivil avia t ion use, th is includes thed e v e l op m e n t of t w o s e p a r a t eaugmenta t ion systems: the Wide AreaAugmenta t ion System (WAAS) andLoca l Area Augmenta t ion System(LAAS). The WAAS uses a system ofreference s ta t ions to cor rect sign a lsfrom the GP S sa tellit es for improvednaviga t ion and appr oach capa bilities.Wher e th e present GP S provides foren r ou t e na viga t ion a nd l im it edins t rument approach (nonprecis ion)capa bilit ies, WAAS will provide forCa tegor y I (cloud ceilin gs 200 feet abovethe ground and visibilities rest r icted toone-ha lf mile) a pproach capabilit y a tnea r ly every runwa y end equipped withan ins t rument appr oach procedure.
The LAAS va r ies from the WAAS sincethe corr ected GPS signals a re broadcastdir ectly to a ircraft with in line-of-s ightof a ground reference st a t ion . The LAASis expect ed to suppor t approachca pa bility below Category I and beimplemen ted in a reas wh ich a re notsuppor t ed by th e WAAS upgra de. TheLAAS may also be able to suppor trunway incur sion wa rn ings, high-speedt u r n of f s , m i s s e d a p p r oa ch e s ,depar tu res, ver t ica l t a keoffs, a ndsur face opera tions.
Once augmented, GPS will become thep rim a r y federa l ly-provided r a dio-naviga t ion system.
Inst rument approach pr ocedures havebeen est ablish ed for the a irport usin gthe VOR and GP S navigat iona l aids andthe loca lizer (LOC) system ins ta lled atthe a irpor t . The in st rumen t approach
procedures consist of a ser ies ofpredetermined maneuvers est ablishedby the FAA for navigat ion du r inginclement wea ther condit ions.
As ment ioned previously, the LOCsystem provides the bes t approachcapability for the a irpor t . Th isapproach provides for lan dings whenvisibilit y is res t r icted to one mile andclou d ceilings a re 2,100 feet above th eground.
Terra in featur es, most notably DiamondHill to the southwest , limit the visibilit yand cloud ceiling minimums for thea irpor t . Other typical loca lizer -onlyappr oaches have pr ovided visibilit y andclou d ceiling min im ums as low as 3/4mile a nd 300 feet , respect ively.
The limited approach capability of t hea irpor t leads to diversions a nd cancelledflights. Divert ed or canceled fligh ts va ryby month an d ar e most numerous in thewint er month s. Hist orically, diversionsand cancellat ions have repr esen tedbetween 10 and 20 percent of schedu ledopera t ions in t he wint er and five to 10percent of scheduled opera t ions in theremain ing months. According toregiona l climatologica l da ta , inclementweather condit ions occur approximatelyfive per cen t of the t ime. Therefore,improvemen ts to approa ch capabilitycould be considered a pr iorit y.
However, with exist ing n aviga t iona l a idcapa bilities, it is not ant icipat ed tha tthe appr oach minim ums could besign ificant ly increased. Approachlight ing systems a re t ypica lly used tolower visibility an d cloud ceilingminimum s; however , the inst a lla t ionand opera t iona l cost s for an approach
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light ing system a t the a irpor t is cost -pr ohibit ive due to the rapidly decliningter r a in off each runway end wh ichwould require extensive str uctures to bebuilt a nd m aint a ined.
The improvemen ts t o the GPS syst emsh ould be closely monit ored by thea irpor t . GPS m ay event ua lly providethe flexibility necessa ry to improveapproach capability to the a irpor t . GPShas the flexibility t o establish non-s tandard approach pr ocedu res whichinclude turns and varying descentpa th s. This capa bility ha s beenprovided in the past with the use of themicrowave landin g system (MLS) andcust om-designed appr oaches appr ovedfor the a ir ca r r ier and a irpor t .Microwa ve landing system s have beenused successfu lly a t h igh mounta ina irpor t s sim ila r t o Tellu r ide withsuccess; however , their u se was limit edd u e t o h igh op e r a t ion a l a n ddevelopment cost s. Th e LAAS is apoten t ia l r eplacement system for themicrowave landing system .
TAXIWAYS
Ta xiwa ys a re const ructed pr imar ily tofacilita te a ircraft movements to andfrom th e runwa y system. Sometaxiways a re n ecessa ry sim ply t oprovide access between the aprons andru nwa ys, wherea s other t axiwa ysbecome necessary as activity increa sesa t an a irpor t to provide safe andefficient use of the a irfield.
Presen t ly, the a irport is served bypa r t ia l pa ra llel Taxiway A and threeconnect ing t axiways. Without a fu ll-
length para llel t axiway, a ircra ft landingRunway 27 must back-t axi a long t herunway to access the t ermina l a r ea .Air cra ft depa r t ing Runway 9 ar e alsorequired to back-taxi near ly the en t irelen gth of the runway. (It should benoted tha t Runwa y 9 depar tu res a relimited.) Back-taxiing redu ces overa lla ir field capacity and sa fety a s a ir cra ftoccupy the act ive runway for exten dedper iods a fter landin g.
To increa se a ir field safety and capacity,long t erm facility planning shouldconsider the development of a fu ll-len gth pa ra llel t axiwa y. A benefit ofdevelopin g a fu ll-len gt h pa r a lleltaxiway is the ability t o add addit iona lexit t axiways. As noted in t he a ir fieldcapa city a na lysis, a ddit iona l exitt axiwa ys would increa se t he annua lservice volume of the a irpor t .
Opt ions for the developm en t of a fu ll-len gth pa ra llel t a xiway a nd addit iona lexit t axiways will be exa mined inCha pter Four , Airpor t DevelopmentAltern at ives. I t should be noted tha tthe capability t o ext end Taxiway A t othe Runway 9 end is limited by t er r a infea tures and the loca lizer an tenna .Extending Ta xiwa y A to th e Ru nwa y 9end would pla ce Ta xiway A with in theloca lizer cr itica l ar ea .
The FAA has est ablished sta nda rds fortaxiway width a nd runway/taxiwaysepara t ion dista nces. Taxiway widt h isdetermined by t he ADG of th e mostdemanding a ircra ft to use the t axiwa y.Accordin g to FAA design st anda rds , theminimum ta xiway width for ADG III is50 feet . All taxiways a re presen t ly 50feet wide.
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Design st anda rds for the sepa ra t iondistances between runways and pa ra llelta xiways a re based pr imar ily on theARC for t ha t par t icu lar runway and thetype of inst rument approach capability.FAA design st anda rds specify arunway/t axiway sepa ra t ion distance of400 feet for a C-III r unwa y. Presen t ly,Taxiway A is loca ted 300 feet from theRunway 9-27 center line.
Hold ing apr ons provide an a rea fora ir cra ft to prepa re for depar ture off thet axiway an d allow aircra ft t o bypassother a ir cra ft wh ich a re ready fordepa r ture. A holdin g apr on is a va ilablea t the Runwa y 27 en d. F acilityp lanning should include developing ahold ing apron on the Runway 9 endsh ould fu ll-length pa ra llel t axiwayaccess be developed to th is runway end.
HELIP AD
The a irport does not have a designa tedhelipad. Helicopters conducted 144opera t ions a t the a irpor t in 2000 andwere required to u t ilize the same aprona reas as fixed-wing a ircra ft . Typica lly,helicopt ers and fixed-wing a ircraft a resegrega ted to the exten t possible.
F a cility pla nn in g s h ou ld in clu dees tablish ing a designa ted helipad a t thea irpor t . This should be supplementedwith two parking posit ions a nd belight ed to a llow for oper a t ions dur inglow visibility con dit ions.
GLIDER OP ER ATIONS
Gliders condu cted 1,482 opera tions a tthe a irport in 2000. The special groun d-
handling requirements of glider a ircra ftrequire tha t these a ircr a ft occupy t herunway for a longer t ime than powereda ir cr a ft wh ich d ecr ea s es a ir fieldcapacity and d imin ishes sa fety. Thea lter na t ives ana lys is in Chapter Fourwill exa mine opt ions to increase theefficiency of the ground-handling ofglider a ircra ft and reduce the amount oft ime th at th ese a ircraft occupy therunway.
LIGHTIN G AND MARKING
Curren t ly, there a re a number oflight ing and pa vemen t mark ing aidsserving pilots a nd a ircra ft usin g t heTellu r ide Regiona l Airport ; these a resummarized on Exhibit 3E . Theselight ing an d ma rk ing aids assist pilot sin loca t ing the a irport du r ing n igh t orpoor wea ther condit ions, a s well asassist in the ground movement ofa ircra ft .
Ide ntif icatio n Ligh ting
The loca t ion of an a irpor t a t n igh t isuniversa lly indica ted by a rota t ingbeacon. The rota t ing beacon a t thea irpor t is loca ted on top of a 50-foottower, sou th of t he runway, nea rmidfield. The rota t ing beacon issufficien t and sh ould be ma int a ined inthe fu ture.
R u n w a y a n d Ta xiw a y Lig h tin g
Runway and t axiwa y ligh t ing u t ilizesligh t fixtu res placed near the pavemen tedge to define the la tera l limit s of thepavement . Th is ligh t ing is essen t ia l for
EXISTING SHORT TERM NEED LONG TERM NEED
Rotating Beacon
Pilot Controlled Lighting
Medium Intensity Runway Edge Lighting
Taxiway Edge Reflectors
Lighted Runway/Taxiway Directional Signage
Precision Approach Path Indicator - 9 and 27
Runway End Identifier Lights - 9 and 27
Distance Remaining Signs
Nonprecision Runway Markings
Taxiway Centerline Markings
Rotating Beacon
Pilot Controlled Lighting
Medium Intensity Runway Edge Lighting
Medium Intensity Taxiway Edge Lighting
Lighted Runway/Taxiway Directional Signage
Precision Approach Path Indicator - 9 and 27
Runway End Identifier Lights - 9 and 27
Distance Remaining Signs
Nonprecision Runway Markings
Taxiway Centerline Markings
Rotating Beacon
Pilot Controlled Lighting
Medium Intensity Runway Edge Lighting
Medium Intensity Taxiway Lighting
Lighted Runway/Taxiway Directional Signage
Precision Approach Path Indicator - 9 and 27
Runway End Identifier Lights - 9 and 27
Distance Remaining Signs
Nonprecision Runway Markings
Taxiway Centerline Markings
Automated Surface Oservation System
Remote Communications Outlet
Lighted Wind Indicator
Segmented Circle
Automated Surface Oservation System
Remote Communications Outlet
Lighted Wind Indicator
Segmented Circle
Automated Surface Oservation System
Remote Communications Outlet
Lighted Wind Indicator
Segmented Circle
Exhibit 3EAIRFIELD SUPPORT REQUIREMENTS
01M
P05
-3E
-11/
2/01
INSTRUMENT APPROACH PROCEDURES
AIRFIELD LIGHTING AND MARKINGS
WEATHER/COMMUNICATION FACILITIES
GPS Runway 9
2 mile visibility, 2,600' cloud ceiling minimaApproach Categories A, B, C and D
LOC/DME Runway 9
2 mile visibility, 2,100' cloud ceiling minimaApproach Categories A, B, C and D
VOR/DME or GPS-A
6 mile visibility, 3,300' cloud ceiling minimaApproach Categories A and B
GPS Runway 9
2 mile visibility, 2,600' cloud ceiling minimaApproach Categories A, B, C and D
LOC/DME Runway 9
2 mile visibility, 2,100' cloud ceiling minimaApproach Categories A, B, C and D
VOR/DME or GPS-A
6 mile visibility, 3,300' cloud ceiling minimaApproach Categories A and B
GPS Runway 9
2 mile visibility, 2,600' cloud ceiling minimaApproach Categories A and B
LOC/DME Runway 9
2 mile visibility, 2,100' cloud ceiling minimaApproach Categories A and B
VOR/DME or GPS-A
6 mile visibility, 3,300' cloud ceiling minimaApproach Categories A and B
LOC - LocalizerVOR - Very High Frequency Omindirectional Range Facility
GPS - Global Positioning SystemDME - Distance Measuring Equipment
KEY
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safe opera t ions dur ing n ight and/ort imes of low visibility in order toma in ta in sa fe a nd efficien t access toand from the runway and a ir cra ftpar king ar eas.
Runway 9-27 is presen t ly equ ipped withmedium in tensit y runwa y light ing(MIRL). This ligh t ing is sufficien t andshould be ma int a ined in the fu ture.
Effective ground movemen t of a ir cra fta t n igh t is enhanced by the a va ilabilityof t a xiwa y ligh t ing. P resen t ly, t hetaxiwa ys a t the a irport a re not ligh tedand equipped only with ret ro-reflect ivema rkers. Facility pla nning shouldinclude inst a lling medium in tensitytaxiway light ing (MITL) on a ll exist ingan d fut ur e ta xiways.
Airfie ld S igns
Lighted directiona l, hold signs , anddis tance remain ing signs a re inst a lleda t the a irport . This signa ge iden t ifiesru nwa ys, t axiways, an d apr on a rea s.These a id pilot s in det ermining theirposit ion on the a irpor t and providedirections to their des ired loca t ion onthe a irpor t . These light ing aids aresufficien t and r equired for the a irpor tcer t ifica t ion . Therefore, these light inga ids should be main ta ined through theplan ning period.
P i lo t-Co n tro lle d Lig h tin g
Tellur ide Regiona l Airport is equippedwith pilot -con t rolled light ing (PCL).PCL a llows pilot s to cont rol thein tensity of runway and t axiwaylight ing usin g the r adio transm it ter in
the a ircra ft . PCL a lso provides for moreefficient use of run wa y and t axiwayligh t ing energy use. A PCL systemturns the runway and t axiway ligh t s offor to a lower in tensity when not in u se.Sim ila r to changing the in ten sit y of thelights, pilot s can tu rn up the ligh t sus ing the rad io t ransmit ter in thea ircra ft . Th is system should bemaint a ined through the p lanningperiod.
Vis u al Ap pro ac h Lig h tin g
In most inst an ces, th e lan ding pha se ofany flight must be condu cted in visua lcondit ions. To provide pilot s wit hvisua l descent in format ion duringla n din gs t o the runway, visua lglideslope indica tors a re commonlyprovided a t a irport s. A precisionapproach pat h indicat or (PAPI-4) isins ta lled a t each runway end for th ispu rpose. The PAPI-4s inst a lled a t thea irpor t a re appropria te for the mix ofa ir cra ft opera t ing a t the a irpor t andsh ould be main ta ined through theplan ning period.
R u n w a y En dIde ntif icatio n Ligh ting
Runway end iden t ifica t ion light ingprovides the pilot with a ra pid an dposit ive ident ifica t ion of t he runwayend. Th e m ost ba sic system involvesrunway end ident ifier ligh ts (REILs).REILs a re present ly inst a lled a t eachrunway end. As REILs provide pilot swith the a bility to ident ify theserunway ends a nd d istinguish th isligh t ing from other ligh t ing on thea irpor t and in the appr oach a reas, th ey
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sh ould be ma in ta ined through theplan ning period.
Pave men t Markings
Pavement markings are designedaccordin g to the type of ins t rumentapproach ava ilable on the runway.FAA AC 150/5340-1F , Mark ing of PavedAreas on Airports, provides th e guida ncenecessary to design an a irpor t 'sma rk ings. Runway 9-27 is equippedwith nonprecis ion runway markings.These markings a re sufficien t for thetype of inst rumen t approach capa bilitya t the a irport and sh ould be maint a inedthr ough the plann ing period.
Taxiway and apron a reas a lso requiremarking to a ssu re tha t a ir cra ft r ema inon the pa vemen t . Yellow cen ter linest r ipes a re cur ren t ly pa in t ed on a llt axiway and a p ron surfaces a t thea irpor t to provide th is gu ida nce topilots. Besides rout ine main tenance,th ese ma rk ings will be sufficientthr ough the plann ing period.
AIR TRAFF IC CONTROL
Tellur ide Regiona l Air por t does nothave an oper a t iona l a irport t ra fficcont rol tower (ATCT); therefore, n oforma l termina l a ir t ra ffic cont rolservices a re available at the a irpor t . Aremote communica t ions out let (RCO)has been est a blished a t the a irpor t top r o vi d e p i l ot s w i t h a d i r e c tcommunica t ion link to the Denver AirRoute Tra ffic Cont rol Cen ter (ARTCC).
Th is communica t ion link facilita tes t heopening and closin g of ins t rument fligh tpla ns. Th is syst em sh ould bemaint a ined through the p lanningperiod.
As ment ioned previous ly in the a ir fieldcapacity ana lys is , the a irpor t does nothave rada r covera ge at t he a irpor tsu rface. Sim ilar t o na vigat iona l aids,r ada r coverage is lin e-of-sigh t rest r icteddue to exis t ing ter ra in feat ur es.Im pr oved r a d a r cover a ge wou ldenhance the sa fet y of a ircraft opera t ionsby a llowing for grea t er sit ua tiona lawa reness for a ir t ra ffic con t rolper sonnel. Upgrading r ada r coverage isa funct ion of FAA a ir t ra ffic pr ior itiesand fundin g ava ilabilit y.
The est ablish men t of a fu lly-fundedATCT, st a ffed and m ain ta ined by F AAper sonnel, follows gu idance pr ovided inFAA H an d book 7031.2C, Airw ayPlanning S tan dard N um ber One -Term inal Air N avigation Facilities andAir T raffic Control S ervices. To beident ified as a possible candida te for anATCT, the sum of the following formulamu st be grea ter t han or equa l to one.The form ula is as follows:
Using curr ent activity levels an d th oseforecast act ivity levels prepa red inChapter Two, it is expect ed tha tTellur ide Regiona l Airport would notqua lify as a possible candida te for afu lly-funded FAA ATCT due to levels ofa ir t ra ffic a t the a irpor t . At curren tact ivity levels, t he su m of the formulaabove is 0.01. At long term p lanninghor izon levels, the sum is 0.31.
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AC + AT + GAI + GAL + MI + ML = X
38,000 90,000 160,000 280,000 48,000 90,000
Wher e:AC = Air Carr ier Opera t ionsAT = Air Taxi Opera t ionsGAI = Gen era l Avia t ion It ineran t Opera t ionsGAL = Genera l Avia t ion Loca l Opera t ionsMI = Milita ry I t ineran t Opera t ionsML = Milita ry Loca l Opera t ions
OTHER FACILITIES
The a irport has a lighted wind conewhich provides pilot s with informat ionabout wind conditions. A segmentedci r cle p r ov ides t r a ffi c pa t t e r nin format ion to pilot s. These facilitiesare required when the a irpor t is notserved by a 24-hour ATCT and byFedera l Avia t ion Regu la t ion (F.A.R.)Par t 139, Certification an d Operations:Land Airports S erving Certain AirCarriers. These facilit ies a re sufficien tand should be ma int a ined in the fu ture.
The au toma ted wea ther observa t ionsystem (AWOS) is an impor tan tcomponent to airfield opera tions a s itn ot ifies pilot s of loca l weat h ercondit ions. Th is syst em should bemain ta ined through t he planning per iodand u pgraded as n eeded.
Co n clu s io n s
The a ir field system a t the a irport isserved by a wide r ange of ligh t ing andmarking a ids. These system s ar eappropr ia te for t he mix of a ir cra ftopera t ing a t the a irport ; therefore,there a re no new requirement s fora ir field ligh t ing or markings. Th e mix
of a ir cra ft opera t ing a t the a irpor t inrecent yea rs h as t ra nsit ioned t o includea grea ter number of business turbopropand turbojet a ircraft . This has changedthe a irpor t des ign ca tegory for thea irpor t , increa sing th e size of mostsa fety a reas a t the a irpor t . A preferredrunway recons t ruct ion a lterna t ive hasbeen determined t o meet these sa fetyrequ irements and more fu lly meetlon gi t u d in a l gr a d e a n d sa fe t yrequ irements on the runway. Thisa lt erna t ive leaves t he runwa y in it scur ren t a lignment .
While addit iona l ru nway length andi m p r ove d in s t r u m en t a pp r oa chcapability a re desir ed, th ere a re nopract ica l a lterna t ives for improvingeith er a t th is t ime. However,improvemen ts t o GPS naviga t ion mayultim a tely provide t he a irport with ameans to develop a custom approach tothe a irport to increa se relia bilit y andaccessibility t o the a irpor t .
The primary a irfield improvementneeds a re a ddit iona l pa vem en t st ren gthto serve th e growing nu mber of businessjets using the a irport , addit iona l exitt axiwa ys to impr ove capa city, a fu ll-len gth pa ra llel t axiway to elimina te theneed for a ircra ft to back-taxi a long the
3-26
runway, and medium int ensity ta xiwayligh ts to r eplace the exist ing r et ro-reflect ive ma rkers. Alterna t ives shouldbe exa mined to increase the efficiency ofthe gr ound-handling of glider a ircra ft .A helipad sh ould a lso be developed.
L AN D S ID ER E Q U IR E MEN T S
Lan dside facilit ies a re those necessaryfor handling a ircraft and passengerswh ile on the ground. These facilitiesprovide the essen t ia l in t er face betweenthe a ir a nd gr ound t ranspor ta t ionmodes. The capacit ies of the va r iouscomponents of each area were exam inedin relat ion t o projected dema nd t oident ify fu ture landside facility needs.T h is in clu d e s com p on e n t s forcommercia l service a nd gen era l avia t ionneeds such a s:
• Passenger Air line Ter mina l• Gen era l Avia t ion Ter mina l• Aircraft Hangars• Aircraft Park ing Aprons• Access• Airport Support Facilit ies
AIRLINE TERMINAL AREA
Components of the t ermin a l a reacomplex include the termina l apron ,a ir cra ft ga te posit ions, t he funct iona lelemen ts with in the t ermina l bu ildin g,and the public and ren ta l car parkingar eas. This section ident ifies th et ermina l a rea facilit ies requ ired to meetthe a irpor t ’s needs t h rough t heplanning per iod. These r equirem entsare ba sed upon specific pa ssen gerenplanement th resholds, ra ther than agiven year . In th is manner , the
a irpor t ’s management can reference theguidelines, even if growth var ies fromth e forecast presen ted in Ch apter Two.
The exist ing a ir line t ermina l a reafacilit ies were eva lua ted based onplanning gu idelines rela t ing t o themajor funct iona l elements of thetermina l a rea as presented in AC150/5360-9, Planning and Design ofAirport T erm inal Facilities at N on-hubLocations, t he consu ltan t ’s da ta base oft er m in a l p la n n in g crit er ion, a n din for m a t ion collect ed du r in g t h einventory elemen t to prepare est ima tesof v a r i ou s t e r m i n a l b u i l d i n grequirement s.
P a s se n g er Te rm in a l B u ild in g
Termina l a rea requ irem en ts h ave beendeveloped for the followin g fu nct iona lar eas:
Termina l Services• Public Lobby• Aircraft Gate Pos it ions
The met hodology ut ilized in thean alysis of the passenger termina lbu ildin g involved the design hourpassenger demands and a compar ison ofth ese requirem ent s with existingtermina l facilit ies. The eva lua t ionprocess includes the ma jor t ermina lbu ildin g a reas tha t a re norma llyaffected by peaking cha ra cter istics.
The first des t ina t ion for enpla n ingpassengers in the termina l bu ildin g isthe a ir line t icket coun ter s. The
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t icket ing a rea consist s of the t icketcoun ter s, queu ing area for passengers toapproach the counters, an d the t icketlobby which provides cir cula t ion .
The t icket ing counters a re pr esent lyloca ted on the nor th wa ll of the port ionof the termina l which was developedinside the la rge conven t iona l hanga r .The t icket counter provides severa lt icket ing pos it ions a t th is t ime andcould be configured for addit iona l agen tposit ions as needed. An expansion ofthe t icket counter length could not beaccomplished without reloca t ing orreconfiguring the secure departure a rea .Th is t icket lobby is sh a red with thegener a l public lobby ar ea .
As shown on Ex h ib it 3F , while th elen gth of the t icket counters a nd t icketcounter queuing a rea s is su fficien t forcur ren t pa ssenger levels, t he a ir lineopera t ing a reas a re expected to besligh t ly un dersized based upon terminalp lanning cr it er ia applied in th is s tudy.Th is would indicate t ha t addit iona lba ggage make-up and office a reas maybe needed.
The depar ture a rea is loca ted a long thewest wa ll of the t ermina l, a djacent tothe t icket counter . The secur ityscreening devices a re loca ted a t theent rance. A sin gle doorwa y pr ovidesaccess to the depar ture a rea . While thedepar ture a rea is proper ly-s ized for thenumber of peak hour enplanements , thesecur ity screening area is conges ted dueto its loca t ion immedia tely adja cen t tothe doorwa y and t he fact tha t secur ityscreening is a va ilable only a s t he flightis pr epar ing for depa r ture. Th isconcent ra tes a ll the passengers a t thesecur ity screening s ta t ion in a shor tper iod of t ime. Alterna t ive loca t ions for
the screen ing or configura t ions of themachines may be considered t o providea more even flow of pa ssen gersaccessing the secur ity screen ing an d ala rger queu ing a rea .
The depar tu re a rea is also loca ted over100 feet from the a ircraft parkingpositions. Th is resu lt s in a long wa lkout side from the depar ture ga t e to thea ircra ft . While passen ger conven ienceis an issue, the secur ity of the screenedpassengers needs to also be considered.Th is walkwa y to the a ircraft passes theent rance to the genera l avia t iontermin a l a r ea , where the genera lavia t ion passengers a re n ot screened.Th is requires carefu l monitor ing of thewalkwa y by personnel. While th ea irpor t has opera t iona l methods inpla ce to ensu re t h is secur ity, th isdis tance between the a ir cra ft andcommingling of screened and non-screened areas is a cons idera t ion forexamining opt ions for a long t ermterminal loca t ion , with segr ega t ion fromother civil uses on the a irpor t .
The bag cla im facilit ies a t the a irpor ta re loca ted on the south s ide of thebu ildin g, on the lower floor of thet ermina l. Arr iving passengers a redirected to th e ba g cla im a rea a ft erdeplan ing t he a ircra ft . Bag displa y isaccomplished with fixed shelves whichopen to the apron for a irline access.Th is a rea is sufficient ly-sized for t hecur ren t level of passengers.
Wh ile a dequ a t e spa ce for ea chfunct iona l a rea with in the t ermina l is aprimary concern , the flow of passengersbetween each funct iona l ar ea is alsoimpor tan t . Proper termina l p lanningsuggests tha t a r r iving and depar t ingpassengers be segregat ed to the exten t
3-28
possible to r educe conges t ion andmain ta in sufficien t levels of service andcomfor t . Typica lly, th e t icket ing a reaprecedes the depa r ture a rea , wh ich isfollowed by th e baggage cla im a rea .Presen t ly, the layou t of t ermina lfunct ions a t Tellur ide Regional Airpor tgenera lly meets t his goa l. Depar t ingpa ssen ger facilit ies (t icket ing anddepar ture a rea) a re loca ted in asepara te por t ion of the build ing fromba ggage cla im. While ren ta l ca rcounters a re t ypically located with in theba ggage cla im a rea , t he loca t ion of theren ta l car counters in the same a rea a st icket ing a t the a irpor t does notspecifica lly disrupt passenger flows dueto the level of peak hour passengers andsize of the sha red pu blic lobby ar ea .
Exh ibit 3G summarizes the spacea va ilable in the exist ing termina lbu ildin g and compares it to theant icipa ted needs for each of theenplanement levels descr ibed above. Asindicated on the exhibit , with theexcept ion of a ir line opera t iona l a rea sand rest rooms, the size of t he funct iona la reas with in the termina l can beexpected to adequ a tely serve schedu leda ir line t raveler needs through annualenplanement levels of 30,000. At h igherenplanement levels, a ddit iona l spacewith in some of the t ermina l funct iona la rea s may be requ ired.
S ince the cur ren t t ermina l a rea s h avebeen developed wit h in an exist inghanga r st ructu re, t he cu r ren t t ermina lbuilding should not be relied upon asthe permanen t , long-term termina l.Expa nsion of t he cu r ren t t ermina lwould be difficu lt and would requiremodifica t ion of t he exist ing hanga rst ructure; thus lim it ing it s a bilit y forreuse. Bett er segrega t ion between
commercia l and gen era l avia t ion usersis needed. The dist ance from thedepar ture a rea to a ircra ft descr ibedabove should be reduced. Consider ingth ese factor s, an a lterna te loca t ion for at ermina l bu ildin g sh ould be examined.The a irpor t development a lter na t ivesprepa red in Chapt er Four will exa minea lt erna te t erm ina l loca t ions in stead ofopt ions to expa nd t he exist ing termina lfun ctiona l area s.
Airlin e Apro n Area
The t ermina l apron consist s of the a reaand facilities used for a ircra ft ga tepa rking, a ircraft suppor t , and servicingopera tions. In addit ion to actua l ga tepositions, sufficien t room must bepr ovided for a ir cra ft servicing, t axilanesleading to the a ir field, a nd service/firelanes designa ted for vehicles used fora ir cra ft groun d-ser vicing and fireequ ipment . Each gat e should bedesigned to accommoda te the largest a ircar r ier a ircra ft expected to use theposit ion . Apron requ irements havebeen deter mined con s id er ing t hewingspan and length of commonturboprop and regiona l jet a ircraft .Apron requirements were determinedby providing 2,200 square ya rds foreach a ir cra ft pa rking posit ion. Asshown on Ex h ib it 3G, addit iona l aprona rea is expected to be needed th roughthe plann ing period.
Requir ements for a loading br idge havenot been det ermined. Aircra ft loadin gis presen t ly condu cted at groun d levela t the a irpor t . Typica l regiona l jet spr ovide th is capa bilit y. Therefore, it isnot expected tha t the a irpor t wouldrequire loading bridges.
Exhibit 3FPASSENGER TERMINAL BUILDING REQUIREMENTS
01M
P05
-3F
-8/3
0/04
EXISTING 17,125 32,000 38,000 44,000 50,000
39 328
0 754
11
951
38 906
28 304
0 2,343
0 299
1,856
5,3981,306
633
7,337
19 190 470
2,210
11
460
21 726
10 210 100 410 100 450
760
6,100900 700
7,700
36 360 890
2,400
1 1
880
40 1,380
20 390 200 790 200 580
1,450
9,5001,400 1,100
12,000
43 430
1,070 2,480
21
1,060
48 1,658
24 470 240 940 240 640
1,750
11,0001,700 1,300
14,000
49 490
1,230 2,550
2 1
1,210
55 1,890
27 540 270
1,080 270 690
2,000
12,2001,8001,400
15,400
56 560
1,410 2,630
2 1
1,390
63 2,168
31 620 310
1,240 310 750
2,300
13,7002,100 1,600
17,400
72 --
35 --
107
55 9
13 2
77
104 16 24 3
144
124 19 29 4
172
143 22 33 5
199
163 25 38 6
227
--- ---
140
19 2241
36 4278
43 5094
50 58
107
57 66
123
ENPLANEMENTS
1 Included in public lobby space2 Employees and other operators use the long term parking area
AUTO PARKINGPublic ParkingEmployeeRental CarTaxi/LimousineTotal Auto Parking
Total Positions 25 54 49 51 52Total Apron Area (s.y.) 19,300 49,200 49,200 53,200 58,100
01M
P05
-3G
-11/
2/01
SHORT TERM NEED INTERMEDIATE NEEDAVAILABLE LONG TERM NEED
SHORT TERM NEED INTERMEDIATE NEEDAVAILABLE LONG TERM NEED
SHORT TERM NEEDCURRENT NEED INTERMEDIATE NEEDEXISTING LONG TERM NEED
1
2
3
4
1 Includes Designated Tiedown Positions Only2 Excludes hangar access taxilanes
3 Requirements to maintain 14 day supply4 Requirements to maintain 5 day supply
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Terminal Curb Frontageand Roadw ay
The curb element is the in ter facebetween the t erm ina l building an d theground t ransport a t ion system. Thelen gth of curb required for the loadinga nd un loading of passengers a ndba gga ge is determined by t he type andvolume of groun d vehicles an t icipa tedin the pea k per iod on the design da y.
While a designat ed cur b does not exten da long the front of the t ermina l ent rance,the exist ing roadwa y in front of thet ermina l provides sufficien t a r ea forpa ssen ger loading an d unloading. Thepresent roadway extends approximately140 feet and provides three separ a telanes. Th is number of lan es ensu resvehicles can pass wh ile oth ers a reloadin g and un loading. The t ermina lroadway is a one-way loop extendingaround a design a ted pa rking a rea . Asshown on Exh ib it 3F , based upon t heplanning assumpt ions, t he a va ilablecurb length is an t icipa ted to beadequa te th rough t he plann ing period.
Au t om o bi le P a rk in g Are a s
Vehicle parking for the termina lcomplex a rea includes pu blic, employee,and r en ta l ca r spaces. The designa tedpublic pa rking ar ea provides 72designa ted parking spaces im media telyin fron t of the t ermina l bu ildin g. Thispa rking ar ea is su r rounded by the one-way t ermina l loop roadway descr ibedabove.
Th is par king ar ea is support ed byunpaved park ing areas to the nor th forrent a l cars and long term publicpa rking. The r en ta l ca r a r ea can
a ccom m od a t e a p pr oxim a t ely 3 5vehicles.
As discussed in Ch apter Two, dema ndfor public parking a t the a irpor t is ligh t .Accordin g to a irport records, 2,101vehicles pa id for pa rking a t the a irpor tfrom J anua ry th rough m id-October2001. This results in a ra t io of lessthan one vehicle per enplanement ,su ggest ing tha t most a ir t raveler s a redropped-off and picked-up a t thet ermina l, r a ther than dr iving andpark ing a t the a irpor t .
Payment for pa rking a t the a irport isconducted par t ia lly on the honor systemas passengers are asked to pay fort icket ing in the termina l and displa ythe pa rking receipt in t heir veh icle.Therefore, it ca n be assumed tha t nota ll public pa rking dema nd is capturedthrough a r eview of pa id pa rkingreceipts. Never theless , th is is an t i-cipa ted to be only a small por t ion ofparking dema nd a nd t he number ofpa id pa rk ing receipt s closely repr esen tsactua l dem and. Forecas t s prepa red inChapter Two projected public parking togrow to 10,000 through the p lanningperiod.
Future public par king requiremen ts a reshown on Exh ibit 3F . The a lter na t ivesto be considered for a new termina l sit ewill a lso exam ine options for meet ingth ese par king requiremen ts.
GEN ER AL AVIATIONREQU IRE MEN TS
Aircraft S to rag e Han ga rs
The dema nd for a ir cra ft storagehangars typically depends upon the
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number and t ype of a ircra ft expected tobe ba sed a t the a irport . For pla nningpur poses, it is n ecessa ry to est imatehangar requirem ent s based uponforecast opera t iona l activity. However,hanga r development should be based onactua l dem and t rends and fina ncia linvestm ent conditions.
Ut iliza t ion of hangar space var ies as afunct ion of loca l clima te, secur it y, a ndowner pr efer en ces. The t rend ingener a l avia t ion a ircraft , whethersin gle or mult i-engine, is in moresoph ist ica ted (and consequent ly moreexpensive) a ircraft . Therefore, manyhangar owners pr efer hangar spa ce toout side tiedowns. The wint er clima te ofthe Tellur ide a rea would sugges t tha tmost a ircra ft owners would preferinside st orage, h owever , t h is is not thecase a t Tellu r ide Regiona l Airpor t ,where t he major ity of a ircraft ownerscur ren t ly base out side. This is th eresu lt of a lack of a ircra ft st orage space.Presen t ly, ther e ar e only 12 individua lha ngar posit ions pr ovided in t hree T-ha ngar facilit ies. Approximately fou rposit ions a re a va ilable wit h in the la rgecon vent ion a l h a n ga r own ed a n dopera ted by the TRAA.
Future hangar requiremen ts for thea irpor t a re summarized on Exh ibit 3G.Fu ture hangar requirem ents weredeveloped with the assumpt ion tha t amajor ity of a ircra ft owners would preferenclosed s t or a ge a n d t h a t t h epercen tage of a ircra ft with in enclosedh a n ga r fa cil it ies wou ld in cr ea sethrough the plann ing period. T-hanga rrequ irements were determined bypr oviding 3,000 squa re feet of space fora ir cra ft with in T-hanga r s, and 2,500s qu a r e feet for a ir cr a ft wit h inconvent iona l ha ngar s. A smaller a r ea is
p la n n ed for a ir cr a ft in la r gerconvent iona l hanga r s since a ir cra ftspace with in th ese hangar s is managedand a ircra ft m an euvered to ma kemaximum advan tage of the floor spaceava ilable. A la rger por t ion of thea ir cra ft projected for en closed air cra ftstorage were ant icipa ted to be loca tedwith in T-hanga r s, as is t he currentt rend a t the a irpor t .
As indicated on the exh ibit , addit iona lhanga r space is expected to be requiredthrough the pla nning per iod. It isexpected tha t t he a ir cra ft storagehangar requirem ents will cont inu e to bemet th rough a combina t ion of hanga rtypes. The alt ernat ives an alysis willexamine the opt ions a vailable forhangar development a t the a irpor t anddetermine the best loca t ion for eachtype of hangar facilit y.
Aircraft Parking Apron
A parking a pron should be provided fora t leas t the number of loca lly-baseda ir cra ft t ha t a re not st ored in ha ngar s,a s well a s t r a n sien t a ir cr a ft .Appr oxim a t ely 25 t iedown s a r eava ilable for based a ircra ft a t thea irpor t with the complet ion of the apronexpan sion project in 2001. Althoughthe major ity of fu ture based a ir cra ftwere assumed to be stored in anenclosed hangar , a n umber of baseda ircra ft will st ill t iedown outside.
Alon g with based a ircraft parkingneeds, t r ansien t a ir cra ft parking needsmu st also be considered in det erminingapron requirem ents. Tellur ide RegionalAir por t accommodates a sign ificantnumber of t ransien t act ivity annua lly.
3-31
Since a ll exis t ing t iedown areas a reoccupied for based a ircraft , lit t le apronarea is available for t rans ien t users.With business jet act ivity represent ing15 percen t of act ivity a t the a irpor t ,a ir cra ft pa rking requ irem ents oftenexceed the r ema ining apr on spa ceava ilable. Typical a ircra ft pa rkingpr a ct ices a t t he a irpor t involveconsider able maneuvering and handlingof a ircra ft to maximize a ircraft parkingspa ce. Aircraft a re commonly “stacked”or pa rked wit h in a few feet of, and infront of, other a ircra ft on t he ea st sideof the a pron and on the deicing padwhen it is n ot in u se.
August was the peak month for gener a lavia t ion opera t ions in 2000. The peakday in t ha t month was August 31. Ontha t da y, the a irport accommoda ted 31t rans ien t a ircra ft consist ing of 10Cita tion J ets, two Gulfstr eam jets, fiveLearjets, seven sin gle-engine a ircra ft ,a n d seven m u lt i-en gin e a ir cr a ft .Curren t t rans ien t apron requirementswere developed ba sed u pon the peakhour , represent ing 70 percent of th esea ircra ft . Fu ture t ransien t apronr eq u i r e m e n t s w e r e d et e r m in e dcon sider ing a s imila r peak da ys itua t ion .
Tota l apron area requirements weredetermined by a pplying a pla nningcr iter ion of 800 square yar ds pert rans ien t a ircraft parking pos it ion and650 squa re yar ds for each loca lly-baseda ir cra ft pa rking posit ion. Trans ien tbusiness jet posit ions were determinedby applying a pla nning cr it er ion of1,600 square yards for each t rans ien tbusiness jet posit ion . The resu lt s of th isan alysis a re presented on Ex h ib it 3G.Based upon the p lanning cr it er ia aboveand assu med t ransient and ba sed
a ir cra ft users, addit iona l apron a rea isneeded through the plan ning period.Addit iona l apr on a rea in excess of th eseneeds may be needed a s new hanga ra reas a re developed on t he a irpor twh ich a re not cont iguous with theexist ing a pron a rea .
Te rm i n al F a ci li ti es
Termina l bu ildin g space is requ ired forwa it ing pa ssen ger s, a pilots’ lounge an df l i g h t p l a n n i n g , con ce s s i on s ,management , stora ge, a nd va r iousother needs. P resent ly, spa ce isava ilable in the a irpor t admin ist ra t ionbu ildin g to accomm odat e th ese needs.Future termina l requ irem en ts h avebeen det ermined and are shown onEx h ib it 3G.
R EG ULAT OR Y AN D
S U P P O R T R EQ U IR E MEN T S
F.A.R. P ART 139 CERTIFICATIONREQU IRE MEN TS
F.A.R. Par t 139, Certifica tion andOperations: Land Airports S ervingCertain Air Carriers, as amended,prescr ibes the ru les govern ing thecer t ifica t ion and opera t ion of landa irpor t s wh ich ser ve any schedu led orunschedu led passenger opera t ion of ana ir car r ier tha t is conduct ed with ana ir cra ft having a sea t ing capa city ofmore tha n 30 pa ssengers. Tellur ideRegiona l Airpor t holds an F .A.R. Par t139 opera t ing cer t ifica t e. Th iscer t ifica te specifies t ha t t he a irpor t canonly ser ve commercia l a ircra ft with inARC’s A-I, A-II, A-III, B-I, an d B-II. Asment ioned pr eviously, t he a irpor t could
3-32
be served by regiona l jet a ircraft in thefu ture. Typica l regiona l jets fall with inARC C-II . Th er efore, to a ccommodateth ese a ircra ft under F .A.R. Par t 139,the exist ing ARC limita t ion specified inthe cu r ren t opera t ing cer t ifica te willneed to be revised to inclu de a ircra ftwith in ARC C-II.
The Federa l Avia t ion Administ ra t ionissued new cer t ifica t ion requirem entsfor a irport s serving schedu led a ircar r ier opera t ions in a ir cra ft with 10-30seat s, effective J une 9, 2004. Un der thenew Par t 139 requirements , there a refour cla sses of airport s: Classes I, II, III,and IV. Airport s serving all types ofschedu led opera t ions of la rge a ir car r iera ircra ft , and a ny other type of a ir
car r ier opera tions, ar e known a s ClassI a irport s. Class II a irport s a re thoseairpor ts tha t serve scheduled opera t ionsof sma ll air carr ier a ircra ft (10-30 seat s)and unscheduled opera t ions of lar gera ir ca r r ier a ir cra ft (more than 30 seat s).Class I II a irpor t s ar e th ose a irpor t s t ha tserve only scheduled oper a t ions of a ircar r ier a ircra ft with 10-30 sea t s. ClassIV a irpor t s a re those a irpor t s servingonly unschedu led a ir ca r r ier oper a t ionsin a ircra ft with more than 30 sea t s.These designa t ions a re shown in Table3J . Tellur ide Regiona l Air por t fa llswith in Class I of the regu la t ion since itis curren t ly served by t he 38-sea tDeHavilland Dash 8 and will be servedby regiona l jets in the fut ure wit hsea t ing capa cities t o 50.
T A B L E 3 J
P r o p o s e d P a r t 1 39 Ai rp o r t C la s s if i c a ti o n s
P r o p o s e d A i rp o r t C la s s
T y p e o f a i r c a rr ie r o p e ra t io n C la s s I Cla ss II Cla ss III Cla ss IV
S ch ed u led La r ge Air C a r r ie r Air cr a ft X
U n sch ed u led La r ge Air C a r r ie r Air cr a ft X X X
S ch ed u led S m a ll Air C a r r ie r Air cr a ft X X X
Specific pr ovisions of F .A.R. Par t 139which a re a pplicable to the master planprocess a s they deta il requ irem ents forcapit a l equipment needs a re descr ibedbelow.
F.A.R. P art 139.313Snow and Ice Control
This sect ion of Par t 139 set s for threqu irements for the establishment of asnow and ice cont rol pla n to ensure thet imely r emova l of snow and ice from
pavement su rfaces u sed by a ir ca r r iera ircra ft . The FAA Advisory Circu la r5200-30A, Airport Winter S afety andOperations , provides genera l gu idancefor sn ow clearance for commercia lser vice a irpor t s. According to th iscircu la r , “commercia l service a irpor t ssh ould have sufficient equipment toclear one inch of snow weighing up to 25poun ds per cubic foot from the primaryins t rument runway, one or morepr incipa l taxiways to the ramp a rea ,emergency or firefighters access roadand su fficien t r amp a rea t o
3-33
a ccom m oda t e a n t icipa t ed a ir cr a ftopera t ions with in the t imes below.”These t imes a re ba sed on annua lopera tions. For a commercia l ser vicea irpor t with less than 40,000 annualopera tions, t h is clea rance should bea ccom plis h ed wit h in on e h ou r .Tellur ide Regiona l Airport fa lls wit h inth is ca tegory.
The min imum area to be clea red forTellur ide Regiona l Air por t wou ldinclude Runway 9-27, Taxiways A, A2,A3, A4, and a por t ion of t he t ermina lapron . Th is en compa sses a pproxi-mately 1.0 million squ a re feet ofpavement to be clea red. Assuming adensity of 25 poun ds per cubic foot , andone-inch snow depth , th ere is arequirement t o clea r approxima tely1,000 tons of snow per hour .
Air por t snow r emova l equ ipmen tpr esent ly includes a 1998 Oshkoshdump t ruck with 22-foot snowplow;1998 Stewar t and Stevenson 4,000-tonsper hour snowblower; 1985 J ohn Deere644C loader with 12-foot snow plow, 3-yard bucket , and 1,800-tons per hoursnowblower a t tachments; and a 1985Ford pick-up with 6-foot snowplow.Th is equipment is sufficien t for meet ingthe snow removal requirem ent s det a iledabove.
Snow rem oval equipment is s tored inthe a irpor t main tenance facility loca tedon the nor th side of t he termina l andTRAA a ir cra ft storage hanga r . Whileth is bu ilding is cur ren t ly meet inga irpor t needs, t he reloca t ion , orr emova l, of th is building ma y berequired in the fu ture should thet ermina l a nd TRAA a ircra ft st ora gehanga r be moved to provide addit iona l
apron area and segrega t ion fromgeneral aviat ion a ctivities.
F.A.R. P art 139.315 to 139.319Aircraft Res cu e a nd Firefightin g
The requirements for Aircra ft Rescueand F irefight ing (ARFF) equipment a tan a irport is det ermined by t he lengthof the a ir car r ier a ircraft us ing thea irpor t . Consider ing the exist ingturboprop a ircra ft using Tellur ideRegiona l Airpor t and the t r ansit ion toregiona l jet a ircra ft , it is expect ed tha tTellur ide Regiona l Airport would needto comply wit h the lowest index ra t ing:ARFF In dex A.
ARFF In dex A requ ires one veh icleca rrying the following:
1) 500 poun ds of sodium-based drychemica l or ha lon 1211; or
2) 450 pounds of pota ssium-baseddry chemica l and water with acom m en s u r a t e q u a n t i t y ofAqueous F ilm Forming Foam(AFFF) to tota l 100 ga llons fors imultaneous dr y chemica l andAFFF foam applica t ion .
The TRAA owns and opera tes twofirefigh t ing veh icles. This includes a1994 GMC cra sh /fire/rescue veh iclemeet ing In dex A requ iremen ts and a1976 Walt ers crash /fire/rescue vehiclemeet ing In dex B requ irem ents. Basedupon the capa bilit ies of th ese vehicles,no addit iona l firefight ing vehicles ar erequ ired a t the a irpor t .
The ARFF bu ildin g is loca ted east of thet ermina l bu ildin g a long t he n ort h side
3-34
of the a ircra ft pa rking apr on . This1,200 square-foot bu ilding providesspace for a s ingle fire-fight ing vehicleand equ ipm en t st orage. Future facilityp lanning sh ould include pr oviding anARFF bu ildin g which can s imultan-eously store both vehicles.
F.A.R. P art 139.323Traffic /Win d In di ca to rs
Any a irpor t cer t ifica ted under Par t 139is requ ired to main ta in a wind cone tha tpr ovides s u r fa ce win d dir ect ionin format ion visua lly to pilots a ndlighted for n igh t oper a t ions. Asegmen ted circle is required when thereis no a ir t ra ffic cont rol tower . Tellur ideRegiona l Air por t cur rent ly ha s asegmen ted circle and a lighted windcone and complies with th is sect ion .
F .A.R. Par t 139.329, Groun d Vehicles;F .A.R. Par t 139.333, P rotection ofNava ids; and F .A.R. Par t 139.335,Public Protection rela te t o cont rollingaccess and secur ing a irfield naviga -t iona l aids from poten tia l van dalismand/or t heft. Secur ity fen cing andaccess gat es a re genera lly used tocomply wit h th is section. The airportper imeter is fenced with a mix of cha inlink and wildlife fencing. An electr onicaccess ga t e is loca ted nor th of themain tenance facility an d limit s a ccessto the a pr on by on ly those previouslyauthor ized by the a irpor t t o haveaccess. This fencing is adequate forcomplia nce with th is sect ion. Noa ddit iona l fencin g is needed for t hea irport a t th is t ime.
F.A.R. P art 139.331Ob st ru c tio n s
Each object in each area with in theauthor ity of the a irport which exceedsany of the heights , or penet ra tes theimaginary surfa ces descr ibed in F .A.R.Par t 77, must be removed, m a rked, orlight ed. The necessa ry requ irem entssha ll be determined by an appr ovedFAA aeron a ut ica l s tudy. Obs t ruct ionswill be m ore fully exa mined dur ing theprepara t ion of t he a irpor t layou t plan(ALP) set for the a irpor t .
AVIATION FUEL S TORAGE
The TRAA main ta ins fuel stora gefacilit ies at th e airport . Fu el storagetot a ls 10,000 ga llons for 100LL and20,000 ga llons for J et A fuel. Avgas fueluse a t the a irpor t averaged six ga llonsper gener a l avia t ion opera t ion over t hepast year . J et A fuel sa les avera ged 49ga llons per genera l avia t ion opera t ion .These ra t ios were u t ilized as theba selin e to project fut ur e Avgas and J etA use.
Exh ibit 3G presen t s fu ture Avgas a ndJ et A s torage requirements for thea irpor t based upon t hese fuel useprojections. Fuel storage requ irementsare typica lly based upon main ta in ing atwo-week su pply of fuel dur ing anaverage month , however , more frequentdeliver ies can r educe the fuel storagecapacity requirement . This h a s beenthe case for the a irpor t , where morefrequent J et A deliver ies ha ve beenrequired to meet J et A dema nd. Future
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J et A fuel storage r equ ir emen t s havebeen determined based u pon cont inuingof pr act ice. J et A fuel stora gerequirements have been det erminedbased upon ma in ta in ing a five-daysu pply, while the more t r adit iona l two-week su pply was u sed in det erminingAvgas r equirement s. Based upon t heseassu mpt ions, it is an t icipa t ed tha taddit iona l J et A fuel stora ge will beneeded th rough the plann ing period.Avgas storage is an t icipa ted to beadequa te th rough t he plann ing period.
Future facility planning should consideresta blishing a self-service fuel island.Th is islan d sh ould be placed nea r themajor ity of based a ircr a ft for ease ofaccess a nd use.
AIRCRAFT WASH F ACILITY
Present ly, there a re no designa teda ir cra ft wash facilit ies on the a irpor t .Considera t ion should be given toes tablish ing an a ircra ft wash facility a tthe a irpor t to collect a ircraft cleaningfluids used du r ing the clean ing process.
Other a irpor t s have combined ana ir cra ft owner ma in tenance facilit ywith the wash facility. This t ypicallyhas involved covering th e wash r acka rea . Th ese a rea s provide for thecollect ion of used a ircra ft oil and otherhazardous materials a nd p rovide acovered a rea for a ircra ft washing andligh t main tenance. The development ofa simila r facility a t Tellur ide Regiona lAir por t could r edu ce en vironmen ta lexposure and provide a n addit iona lrevenue sour ce which could be used toam ort ize developmen t costs.
AIRP ORT ACCES S
Access to the a irport is provided by LastDollar Road. Last Dollar Road connectswith Highway 145, which pr ovides thep rimary regiona l access for the a rea .Last Dollar Road is a two-lane roadway.The sect ion of Highwa y 145 at thein tersect ion with Last Dolla r Road istwo lan es. A left tur n la ne is providedfor east boun d vehicles on Highway 145turn ing to Last Dollar Road. This wa sadded in 2001. While a specific left -turn lane is not provided at Last DollarRoad for vehicles wish ing to tu rn easton Highwa y 145, sufficien t a rea exist sa t the in ter sect ion for veh icles t u rn ingr igh t to bypa ss veh icles wa it ing to turnleft .
Tra ffic coun t s complet ed by San MiguelCounty in September 2001 indica tedthere a re approxima tely 1,233 vehiclet rips a long Last Dolla r Road each day.Of these, 954 accessed th e airport . Asim ila r study in 1997 indica ted anaverage da ily volume of 898 vehicles onLa st Dolla r Road. The number ofvehicles destined on ly for the a irpor twas not determined a t tha t t ime. F AAAC 150/5360-13, Design Gu idelines forAirport T erm inal Facilities, indica t esthe volume per lane of an a irpor t accessbetween 1,200 to 1,600 vehicles perhour .
The avia t ion demand forecasts projectedthe number of veh icle tr ips for t hea irpor t . Th is project ion indica t ed tha tthe a irport -only vehicle t r ips could beexpected to grow to 3,500 by the end ofthe planning per iod . Based on theexist ing and forecas t t ra ffic volumes, itis not expected tha t addit ion a l laneswill be needed a long Last Dolla r Roadto serve the a irpor t .
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A specific determin a t ion of the level ofser vice and ca pa city of the La st DollarRoad/Highwa y 145 in tersect ion has notbeen complet ed. Sufficien t t ra ffic countda ta is not available to complete th isana lysis . To complete th is type ofa na lysis, specific deta ils on the peakhour t ra ffic volume a nd coun ts ofveh icle tu rn ing movements a re needed.These types of counts have not beencompleted for th is in tersect ion recent ly.
A concern with the Las t Dolla r Roa d/Highway 145 in ter sect ion is sigh tlimita t ions which prevent adequa teviews of t r a ffic a long Highwa y 145.With the recent addit ion of a left -turnlane for t r a ffic heading east on Highway145, the capacity of th is in t er sect ion hasbeen improved. Without consider ingt r a ffic signa ls, th e most compr ehensiveimprovemen ts to the in ter sect ion wh ichcan be m ade would in clude providingaddit iona l lanes and turn lanes for a lldirections a nd sh ift ing the in ter sect ionto the south to provide adequ a te viewsof Highway 145 t ra ffic. This would besim ila r to t he impr ovement s maderecent ly a t Society Turn .
A dra ft ver sion of the Transpor ta t iona nd Park ing Element of the Tellur ideRegiona l Area master plan pr epa red inAugust 2001 suggests some impr ove-ments for La st Dollar Road a nd a ccessto the a irport . This pla n st ipu la t es t ha tshoulders should be added to LastDollar Road when t ra ffic volum es reach1,500 veh icles per da y. It fur therst ipulat es tha t widened shoulders, tu rnlanes, and auxilia ry lanes sh ould beprovided a t the in tersect ion when t ra fficvolume rea ches 1,500 veh icles per da y.Th is pla n a lso ca lls for pr oviding pu blicand employee bus service between t hea irpor t and the Town of Tellur ide and
Town of Moun ta in Village. Providingpu blic t r anspor ta t ion to the a irportcould redu ce t he t ra ffic volume on LastDollar Road sign ificant ly. This wouldhave the effect of reducing t he numberof pr ivat e and on-demand vehicleswh ich t ranspor t t ravelers t o Tellur ideor Mounta in Village.
UTILITIES
Electr ica l, wa ter , and sa n ita ry sewerservices a re ava ilable a t the a irpor t .E lect r ica l ser vice is provided by the SanMiguel Power Associa t ion . Water andsanita ry services a re provided by an on-sit e well and sept ic system . Noin for m a t ion collect ed dur ing t h ein ve n t or y e ffor t r eve a le d a n ydeficiencies in providing elect r ica lser vice a t the a irport . Therefore, it isassu med tha t a ll fut ur e elect rica l needswill be sufficien t ly met . The a irport isout side th e boun dar ies of the sewerser vice bounda r ies. Therefore, un lessthe bounda r ies can be exten ded for th isservice, the a irpor t will have to rely onthe on-site wells and sept ic syst em forwater and san ita ry sewer services. Newavia t ion facilities (ha ngar s, t ermina lbuildings) will likely requ ire new u t ilityext ensions to primary ser vice lines a ndshould be in cluded in fu ture designestima tes.
S U MMAR Y
The in ten t of th is chapter has been toou t line the facilit ies requ ired t o meetpoten t ia l aviat ion demands pr ojectedfor Tellu r ide Regiona l Airport th roughthe long t er m planning horizon. Thenext st ep is to develop a direct ion for
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developmen t t o best m eet th eseprojected needs. The remainder of the
mast er pla n will be devoted to out lin ingth is direction, its schedu le, an d costs.
