11
Key Purpose & Need Issues
• Efficiently meet demand through the 2025 planning horizon– 864,000+ annual operations– 180-200 operations during peak daytime hours– Balance peak hour arrival/departure capability
• Maintain reasonable level of delays (high level of customer service)– Balance performance in all weather conditions– Enable ATC & pilot efficiency/minimize runway crossings
• Consider the current state of the industry/assure financial feasibility– Defer the need for major capital expenditures to the extent possible– Consider opportunities for new ATC and avionic technology and procedures
• Maintain community compatibility/minimize environmental impacts– Maintain the spirit of the current noise abatement program– Strive to avoid major environmental impacts
• Comply with required operational, security and safety standards
22
Annual Aircraft Operations
0
100,000
200,000
300,000
400,000
500,000
600,000
700,000
800,000
900,000
1,000,00019
9119
9119
9219
9219
9319
9319
9419
9419
9519
9519
9619
9619
9719
9719
9819
9819
9919
9920
0020
0020
0120
0120
0220
0220
0320
0320
0420
0420
0520
0520
0620
0620
0720
0720
0820
0820
0920
0920
1020
1020
1120
1120
1220
1220
1320
1320
1420
1420
1520
1520
1620
1620
1720
1720
1820
1820
1920
1920
2020
2020
2120
2120
2220
2220
2320
2320
2420
2420
2520
25
YearYear
Ann
ual A
ircra
ft O
pera
tions
Forecast Annual Aircraft OperationsHistoric Annual Aircraft Operations
Future Capacity
Needs
Existing Airfield Capacity
4 Runway Airfield CapacityCurrent
ConstructionProgram
33
Hourly Rate of Arrivals and Departures
Hourly Rate of Arrivals and DeparturesComparison of Master Plan 2004 and 2025 Demand Cases
-120
-100
-80
-60
-40
-20
0
20
40
60
80
100
120
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day
Hou
rly R
ate
of O
pera
tions
<----
--D
epar
ture
s
Arr
ival
s ---
---->
MP 2004 Arrival Rate MP 2004 Departure Rate MP 2025 Arrival Rate MP 2025 Departure Rate
92 Peak Hour Arrivals
92 Peak Hour Departures
55
Dependent = An arrival or departure on one runway must be coordinated with an arrival or departure on a second runway.
Independent = An aircraft can land or depart on one runway, while another aircraft is landing or departing on a second runway.
Dual Parallel Runways with 1,200 Foot Separation
• Dependent Departures• Dependent Arrivals/Departures• Dependent Arrivals• Minimum runway separation for
airplane Design Group V and VI (B-747,B-777, A380)
1,200’
Dual Parallel Runways with 2,500 Foot Separation
2,500’
• Independent Departures• Independent Arrivals/Departures• Dependent Arrivals
Dual Parallel Runways with 4,300 Foot Separation
• Independent Departures• Independent Arrivals/Departures• Independent Arrivals
4,300’
Triple Parallel Runways with 4,300 and 4,300Foot Separation
• Independent Departures• Independent Arrivals/Departures• Independent Arrivals
4,300’ 4,300’
Intersecting Runways
• Dependent Departures• Dependent Arrivals/Departures• Dependent Arrivals
Low Capacity High Capacity
Triple Parallel Runways with 4,300 Foot Separation
Runway Planning Parameters
66
Runway Planning Parameters
2,500-4,300 feet
2.5 nm
1.5 nm1.5 nm
Aircraft 1
Aircraft 2
Aircraft 3
4,301-9,000 feet
6.0 nm
4.3 nm2.0 nm
Aircraft 1
Aircraft 2
Aircraft 3
Runway Separation between 2,500 and 4,300 feet Runway Separation between 4,301 and 9,000 feet
Staggered Runway Thresholds
Parallel Dependent ILS/MLS Runway Approach Requirements
2,500’
NearFar
500’
• When the thresholds are staggered and the approach is to the near threshold, the 2,500 foot separation can be reduced by 100 feet for each 500 feet of threshold stagger.
• Provides for simultaneous radar controlled arrivals and departures.• When the thresholds are staggered and the approach is to the far threshold, the 2,500 foot separation
requires an increase of 100 feet for each 500 feet of threshold stagger.
77
Runway Planning ParametersSame Runway Approach Separation
TrailingSmallLargeB757
Heavy
Leading
Small
3333
Separation reduced to 2.5 nm within 10 nm of landing runway under certain conditions (e.g. runway occupancy time less than 50 seconds)
TrailingSmall
LargeB757
Heavy
Leading
Heavy
6554
TrailingSmall
LargeB757Heavy
Leading
B757
5444
TrailingSmall
LargeB757
Heavy
Leading
Large
4333
Small – aircraft with a maximum take off weight below 41,000 lbs (Beech 1900, Brasilia, Metro)
Large – aircraft with a maximum take off weight between 41,000 and 255,000 lbs (727, 737, A-320, CRJ, Dash 8, MD-80)
B757 – all Boeing 757 derivatives
Heavy – aircraft with a maximum take off weight above 255,000 lbs (747,767,A-330, DC-10, MD-11)
Aircraft weight classifications on this chart are based on FAA Order 7110.65P, Air Traffic Control. This order prescribes procedures used by air traffic controllers for the control and separation of air traffic. This designation of aircraft is different than that applied by the KCAB for purposes of assessing aircraft noise impacts, in which a "small" aircraft is defined as less than 70,000 pounds and a"large“ aircraft is defined as over 70,000 pounds.
88
Runway Planning Parameters
Simultaneous Independent Dual Approach
NTZ
NTZ
NTZ
NTZ
NTZ
NTZ
NTZ
Simultaneous Independent Triple ApproachDual parallel runways with 3,000 foot separation
One localizer offset 2.5 degreesPrecision Runway Monitor System (PRM) with 1.0 second update
Dual parallel runways with 3,400 foot separation
Precision Runway Monitor System (PRM) with 2.4 second update
Dual parallel runways with 4,300 foot separation
Triple parallel runways with 4,300 foot separations
Precision Runway Monitor System(PRM)
Triple parallel runways with 5,000 foot separations
• No Transgression Zone (NTZ) –A 2,000 foot wide zone, located between parallel runway final approach course in which flight is not allowed • Precision Runway Monitors (PRM) – Provide Controller with high precision secondary surveillance data for aircraft on final approach to parallel
runways. High resolution monitors display maps depicting approaches and NTZ .• Localizer – A navigational aid which provides course guidance to the runway.• Simultaneous Independent Approach Procedures – Permits simultaneous approaches to two/three parallel runways without separation
requirements between adjacent arrival streams.
3,000
3,400
4,300
5,000
5,000
4,300
4,300
1010
Distribution of Wind DirectionAll Weather Conditions
% Wind Coverage
2%
4%
6%
ENE
E
ESE
SE
SSES
SSW
SW
WSW
W
WNW
8%
10%
12%NNNE
NENW
NNWPercent of Wind Coverage
N 6.43NNE 3.45NE 4.04ENE 4.51E 6.33ESE 3.85SE 3.56SSE 3.85 S 11.12SSW 11.90SW 10.02WSW 6.95W 9.52 WNW 5.88NW 4.81NNW 3.78Total 100.00
Note: Thirty years of hourly surface observations from 1973 through 2002 obtained from the National Oceanic and Atmospheric Administration (NOAA) were used to conduct this analysis.
1111
60% 65% 70% 75% 80% 85% 90% 95% 100%
764 ( 0.1%)
343 ( 0.1%)
739 ( 0.1%)
72S ( 0.1%)
738 ( 3.7%)
763 ( 2.4%)
732 ( 3.7%)
752 ( 4.5%)
D9S ( 0.1%)
DC9 ( 0.1%)
735 ( 0.1%)
M88 ( 7.5%)
772 ( 0.5%)
322 ( 0.3%)
762 ( 0.3%)
CVG
Airc
raft
Flee
t -20
25
Percentage of Maximum Aircraft Payload
10,000 ft Runway8,000 ft Runway
Runway Takeoff Length Requirements-Air Carrier
1212
Runway Takeoff Length Requirements-Commuter
0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000
Saab 340A (0.1%)
Dornier 328 (10.5%)
BAE Jetstream 41 (0.4%)
Dash 8-311 (0.6%)
Beechcraft 1900D (0.2%)
Avro RJ-85 (0.9%)
ERJ-135LR (0.5%)
ERJ-140LR (0.3%)
ERJ-145LR (0.6%)
EMB 170LR
EMB 190LR
EMB 195LR
CRJ-200ER (35.1%)
CRJ-700 (25.4%)
CVG
Airc
raft
Flee
t -20
25
Runway Length (Feet)
}(1.8%)
1818
Evaluation Criteria for Next Round
• Environmental- Land Acquisition
- Noise
- Wetlands
- Flood Plains
- Threatened/Endangered Species
- Other Environmental Considerations
• Operational Issues-Safety and Delay
-Interaction with other Runways
-Runway Crossings
-Taxi Distances
-Potential Obstructions
-Other Operational Considerations
1919
Evaluation Criteria for Next Round
• Constructability-Impacts to Airport Facilities
-Impacts to Public Roads
-Operational Impacts During Construction
-Other Construction Considerations
• Finance–Capital Costs
–Funding Eligibility
–Airline Costs
–Benefit-Cost Ratio
–Return on Investment
–Other Financial Considerations