PSO 93/94-13PSO 93/94-13
SCOPE OF WORK
FEASIBILITY STUDY
AND
COST BENEFIT ANALYSIS
FOR
JOINT USE
OF
BOCA CHICA NAVAL AIR STATION KEY WEST
Prepared for:
THE BOARD OF COUNTY COMMISSIONERS =
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COUNTY OF MONROE, FLORIDA
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Prepared by:
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Greiner, Inc.
April 28, 1994
BOCC Approved 5/3/94
SCOPE OF WORK
FEASIBILITY STUDY
AND
COST BENEFIT ANALYSIS
FOR
JOINT USE
OF
BOCA CHICA NAVAL AIR STATION KEY WEST
PHASE I - STUDY DESIGN
TASK I.1 PREPARE SCOPE OF WORK
The consultant will prepare a Scope of Work and budget estimate for a feasibility study and
cost benefit analysis of the joint use of Boca Chica Naval Air Station Key West (Boca Chica
NAS) in accordance with applicable sections of FAA Advisory Circulars 150/5070-6A and
150/5300-13. Specific subtasks include the following:
PHASE II - MOBILIZATION AND INVENTORY
TASK II.1 MOBILIZATION MEETING WITH COUNTY
Upon receipt of the Notice to Proceed from the County, the Consultant will begin work on
the study. The first step in the process, mobilization, consists primarily of the Consultant
working closely with County to: 1) review the Scope of Work; 2) ensure key issues have
been identified; 3) establish a review process, to include a technically oriented interface
between the Consultant and the County, 4) schedules, and 5) deliverables.
TASK II.2 DATA COLLECTION (KWIA)
Following the mobilization meeting with the County, project data will be collected from
sources identified by the County. Data collection will include existing reports, operational
statistics, drawings, and financial information including the contents of the KWIA airport
master plan, environmental assessment, and terminal area plan.
TASK II.3 FACILITY INSPECTION/ASSESSMENT (KWIA)
The consultant will make a visual inspection of KWIA facilities to assess their current
description, apparent capacity, and space requirements as a basis for determining space
requirements at Boca Chica NAS under joint usage scenarios.
Monroe County, SOW, 4/28/94
TASK II.4 WORKING PAPER (INVENTORY KWIA)
The consultant will prepare a working paper summarizing the findings of data collection and
facility inspection/assessment for review and comments by the County.
TASK II.5 MOBILIZATION MEETING WITH NAVY
The consultant will meet with representatives of Boca Chica NAS in a mobilization meeting
to be arranged by the County. The consultant will discuss the scope of work for the study
and identify needs for data collection and inspection/assessment of certain types and areas
of Boca Chica NAS facilities.
TASK II.6 TOUR OF BOCA CHICA NAS
The consultant will tour aviation related facilities and areas of Boca Chica NAS that may
be considered for joint use civilian/military operations. In addition, the consultant will look
at facilities and/or undeveloped land areas that may require development for civil
operations and support separate from Navy operations.
TASK II.7 DATA COLLECTION (BOCA CHICA NAS)
The consultant will collect Boca Chica NAS aeronautical operational data applicable to the
potential joint use of Boca Chica NAS. Specific data collection will include: existing and
future levels of aircraft operations; flight tracks; identification of NAVAIDS and lighting
systems; and restricted or contaminated areas. Operational data of particular interest are
high priority operations such as low fuel status returns and high speed take offs/landings.
TASK II.8 ASSESSMENT OF AVAILABLE FACILITIES
The consultant will assess the availability, capacity, and condition of Boca Chica NAS
facilities and areas that could be shared for joint usage. Areas available for development
of new facilities will also be assessed. Requirements for modification of certain military
systems such as airfield lighting and NAVAIDS to meet civil operational standards will be
discussed.
TASK II.9 WORKING PAPER (INVENTORY/BOCA CHICA)
The consultant will prepare a working paper summarizing the findings of Boca Chica NAS
data collection and facility inspection/assessment for review and comments by
representatives of the County.
Monroe County, SOW, 4128/94 2
PHASE III - ACTIVITY FORECASTS
TASK III.1 REVIEW EXISTING KWIA AND BOCA CHICA FORECASTS
The consultant will review existing KWIA and Boca Chica NAS activity forecasts to verify
that their level of breakdown is consistent with levels of detail necessary for this study. The
goal will be to utilize existing activity statistics and forecasts to the maximum extent. No new
forecasts will be generated.
TASK III.2 COMPILE INTO SCENARIO LEVELS
The consultant will compile KWIA and Boca Chica NAS forecast data to arrive at
composite forecasts for each of the joint use operational scenarios.
TASK III.3 WORKING PAPER (FORECASTS)
The consultant will compile a working paper complete with derivation of composite forecasts
for each joint use operational scenario to be considered. The working paper will be
submitted to the representatives of the County and Navy for review and comments.
TASK IIIA PROGRESS MEETING WITH COUNTY/NAVY (FORECAST &
INVENTORY)
The consultant will meet with representatives of the County and Navy to discuss the working
papers on inventories and forecasts and comments received from the County. Working
papers will be revised to incorporate applicable comments.
PHASE IV - DEMAND/CAPACITY. FACILITY REQUIREMENTS, AND ALTERNATIVES
TASK IV.1 DEFINE SCENARIOS
The consultant will define and examine three operational scenarios. The scenarios to be
considered are described as follows:
• Limited Joint Use - Joint use of Boca Chica NAS facilities by commercial
charter aircraft.
• Full Commercial Joint Use - Joint use of Boca Chica NAS facilities by both
scheduled and non-scheduled commercial air carriers.
• Unlimited Joint Use - Unlimited joint use of Boca Chica NAS facilities by
commercial and general aviation aircraft.
Monroe County, sow, 4/28/94 3
TASK IV.2 SCENARIO DEMAND/CAPACITY ANALYSIS (KWIA AND BOCA
CHICA)
The consultant will calculate demand capacity relationships for joint use of KWIA and Boca
Chica NAS. They include forecast traffic and facilities to identify deficient and surplus
capacities for airfield, airspace, NAVAIDS, building areas, support facilities, and airport
access.
TASK IV.3 FACILITY REQUIREMENTS FOR SCENARIOS (KWIAAND BOCA
CHICA NAS)
The consultant will identify facilities required to balance future activity forecasts and future
facilities for each of the operational scenarios considered.
TASK IVA PREPARE PRELIMINARY OPERATIONAL AND PHYSICAL
ALTERNATIVES
The consultant will correlate operational and physical requirements to develop preliminary
detailed descriptions of operational characteristics and physical layouts for each of the
scenarios considered. Preliminary physical layout drawings will be prepared.
TASK IV.5 WORKING PAPER (DEMAND/CAPACITY, FACILITY
REQUIREMENTS, AND ALTERNATIVES)
The consultant will submit a working paper describing the findings of demand/capacity and
facility requirements tasks and the development of alternatives for the County's review and
comments.
TASK IV.6 WORKING MEETING WITH COUNTY/NAVY
The consultant will schedule a working meeting with representatives of the County and Navy
to review demand/capacity, facility requirements, and the preliminary alternatives.
TASK IV.7 REFINE WORKING PAPER FOR PUBLIC INFORMATION
SESSION
The consultant will refine the working paper on demand/capacity, facility requirements, and
alternatives and develop presentation boards for each of the three alternative scenarios for
presentation at a public information session.
TASK IV.8 PUBLIC INFORMATION SESSION #1
The consultant will organize a public information session at a time and location scheduled
by the County where the consultant will be available for one-on-one questions and answers.
Monroe County, sow, 4/28/94 4
Attendees may submit written comments in addition to the one-on-one question and answer
opportunities. The County will be responsible for advertising the public information session.
PHASE V - REFINE ALTERNATIVES
TASK V.1 REFINE ALTERNATIVES (INPUT FROM PUBLIC RECEIVED)
The consultant will refine scenarios and drawings of proposed alternatives to include County
and Navy comments and public comments received during the public information session
as directed by the County. Revised drawings of the three alternative will reflect the
comments.
TASK V.2 PRELIMINARY COST/BENEFIT ANALYSIS
The consultant will prepare a preliminary cost/benefit analysis based on financial data
collected from the County, operating cost and lease rate estimates collected from Boca
Chica NAS, and order -of -magnitude cost estimates of additional facilities required for each
of the three alternatives. Cost/benefit analyses will include the effects of property
ownership reverter clauses and the potential availability of FAA and other funding.
TASK V.3 WORKING MEETING WITH COUNTY/NAVY
The consultant will meet with representatives of the County and Navy to refine cost/benefit
analyses.
TASK VA FINALIZE COST/BENEFIT ANALYSIS
The consultant will finalize cost/benefit analyses based on the preliminary analyses and
comments received from representatives of the County and Navy.
TASK V.5 WORKING PAPER (COST/BENEFIT ANALYSIS)
The consultant will submit a working paper incorporating the derivation of the final
cost/benefit analyses for review and comments by representatives of the County.
TASK V.6 MEETING WITH COUNTY/NAVY
The consultant will meet with representatives of the County and Navy to finalize
cost/benefit analyses prior to their being made available in public information sessions.
TASK V.7 PUBLIC INFORMATION SESSION #2
The consultant will attend public information session at a time and location scheduled by
the County where the consultant will be available for one-on-one questions and answers.
Monroe County, SOW, 4/28/94 5
Attendees may submit written comments in addition to the one-on-one question and answer
opportunities. The County will be responsible for advertising the public information session.
PHASE VI - FINAL DOCUMENT
TASK VIA PREPARE FINAL DOCUMENT
The consultant will refine the working papers and drawings of proposed alternatives to
include County and Navy comments and public comments received during the public
information sessions as directed by the County. The results will be incorporated into a final
document with exhibits of the final versions of the alternatives. Large drawings of the
alternatives will accompany the final report document.
TASK VI.2 REVIEW MEETING WITH COUNTY/NAVY
The consultant will meet with representatives of the County and Navy to discuss comments
on the final document.
TASK VI.3 FINAL PRESENTATION TO BOARD OF COUNTY
COMMISSIONERS
The consultant will present the final document and drawings to the Monroe County Board
of County Commissioners.
DATE: 4v 2 3 9 ¢- By
(SEAL)
ATTEST: DANNY L. KOLHAGE, CLERK
Byaatjttt e . aar.
Deputy Cleft
DATE:
Monroe County, SOW, 4/28/94
, INC.
an otticer authorized to enter
into contracts on behalf of the
corporation
BOARD UNt'Y CO�SSIONERS
OF 0 CO ,
By
OUT-OF-POCKET EXPENSE BUDGET ESTIMATE
FEASIBILITY STUDY AND COST BENEFIT ANALYSIS
of
JOINT USE OF BOCA CHICA NAS - KEY WEST
COUNTY OF MONROE
Key West, Florida
Expense Items
L Transportation:
Air Fare: 9 round trips TPA to EYW @ $250
3 round trips MIA to EYW @ $180
Car Rental: 7 days @ $40
Taxi/Ground Transportation L.S.
Subtotal
IL Per Diem:
Lodging: 14 days @ $100 per day
Meals: 25 days @ $21 per day
Subtotal
III. Communication Expenses:
Telephone: L.S. @ $300
Postage/Express Service: L.S. @ $300
Subtotal
IV. Production/Presentation Expenses
Diazo:
Blueline/Blackline Prints L.S.
Reproducible Mylars/Base Sheets L.S.
Photocopying, Report Printing/Binding/Graphic/Covers, etc. L.S.
(Report - Draft Copies 12, Final 25)
Presentation Graphics (boards) L.S.
Subtotal
TOTAL PROJECT OUT-OF-POCKET ESTIMATED EXPENSES
TOTAL LABOR BUDGET ESTIMATES
TOTAL PROJECT COST ESTIMATES
Estimated
Cost
$2,250
540
280
100
$3,170
$1,400
525
$1,925
$300
300
$600
$200
200
500
450
$1,350
$7,045
$57,270
$64,315
Monroe Co,SOW, 5-24-94
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9/29/89
a
AC 150/5300-13
cr
Paragraph
fnvu P:Ki]ausislaW a K
Chapter 1. REGULATORY REQUIREMENTS
AND DEFINITION OF TERMS ...................
1. GENERAL.............................................................
2. DEFINITIONS..........................................................
3. RELATED/REFERENCED READING MATERIAL ..................................
4. AIRPORT REFERENCE CODE (ARC) .........................................
5. AIRPORT LAYOUT PLAN ..................................................
6. MODIFICATION OF AIRPORT DESIGN STANDARDS TO MEET LOCAL CONDITIONS ......
7. NOTICE TO THE FAA OF AIRPORT DEVELOPMENT ..............................
8. NOTICE TO THE FAA OF PROPOSED CONSTRUCTION ............................
9. FAA STUDIES..........................................................
10. FEDERAL ASSISTANCE ...................................................
11. ENVIRONMENTAL ASSESSMENTS ...........................................
12. STATE ROLE...........................................................
13. LOCAL ROLE..........................................................
14.to1". RESERVED .............. ............................. ...........
Chapter 2. AIRPORT GEOMETRY ...................
200. INTRODUCTION........................................................
201. PRINCIPLES OF APPLICATION .............................................
202. RUNWAY LOCATION AND ORIENTATION ......................................
203. ADDITIONAL RUNWAYS ..................................................
204. TAXIWAY SYSTEM .......................................................
205. AIRPORT APRONS .......................................................
206. SEPARATION STANDARDS .................................................
207. PARALLEL RUNWAY SEPARATION --SIMULTANEOUS VFR OPERATIONS ...............
208. PARALLEL RUNWAY SEPARATION --SIMULTANEOUS IFR OPERATIONS ...............
2Q9. RUNWAY TO PARALLEL TAXIWAY AND TAXILANE SEPARATION ....................
210. BUILDING RESTRICTION LINE (BRL)........................................
211. OBJECT CLEARING CRITERIA ..............................................
212. RUNWAY PROTECTION ZONE (RPZ).........................................
213.to2". RESERVED........................................................
Chapter 3. RUNWAY DESIGN
300. INTRODUCTION ............................
301. RUNWAY LENGTH .......................................................
302. RUNWAY WIDTH ........................................................
303. RUNWAY SHOULDERS ....................................................
304. RUNWAY BLAST PAD ....................................................
305. RUNWAY SAFETY AREA (RSA) ..............................................
306. OBSTACLE FREE ZONE(OFZ)..............................................
307. RUNWAY OBJECT FREE AREA ..............................................
308. CLEARWAY STANDARDS ..................................................
309. STOPWAY STANDARDS ...................................................
310. DECLARED DISTANCES STANDARDS ........................................
311. RESCUE AND FIREFIGHTING ACCESS ROADS ..................................
312.to 3". RESERVED........................................................
Page
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Chapter 4. TAXIWAY AND TAXILANE DESIGN ........... 33
400. INTRODUCTION........................................................ 33
lim
AC 150/5300-13 9/29/89
a
401.
DIMENSIONAL STANDARDS ...............................................
33
33
402.
TAXIWAY SHOULDERS ..........................................
.......
403.
TAXIWAY SAFETY AREA(TSA).............................................
33
404.
TAXIWAY AND TAXILANE OBJECT FREE AREA (OFA) ............................
33
33
405.
PARALLEL TAXIWAY ....................................................
406.
TAXIWAY INTERSECTIONS ................................................
33
407.
ENTRANCE TAXIWAYS ...................................................
34
34
408.
BYPASS TAXIWAYS......................................................
34
409.
HOLDING BAYS ........................................................
34
410.
TURNAROUNDS........................................................
34
411.
DUAL PARALLEL TAXIWAYS ...............................................
34
412.
TAXIWAY BETWEEN PARALLEL RUNWAYS ....................................
35
413.
EXIT TAXIWAYS........................................................
35
414.
APRON TAXIWAYS AND TAXILANES.........................................
35
415.to499. RESERVED.......................................................
Chapter 5. SURFACE GRADIENT AND LINE OF SIGHT ...... 49
500. INTRODUCTION........................................................ 49
501. BACKGROUND......................................................... 49
502. SURFACE GRADIENT STANDARDS .......................................... 49
503. LINE OF SIGHT STANDARDS .............................................. 56
504.to599. RESERVED....................................................... 56
Chapter 6. SITE REQUIREMENTS FOR
NAVAID AND ATC FACILITIES ...................
59
600.
GENERAL.............................................................
59
601.
MICROWAVE LANDING SYSTEM ............................................
59
602.
INSTRUMENT LANDING SYS'rI;M...........................................
61
603.
NONDIRECTIONAL BEACON ...............................................
63
604.
VERY HIGH FREQUENCY OMNIRANGE.......................................
64
605.
APPROACH LIGHTING SYSTEMS ...........................................
64
606.
OMNIDIRECTIONAL APPROACH LIGIITING SYSTEMS ............................
65
607.
LEAD-IN LIGIITING SYSTEMS ......'........................................
65
608.
AIRPORT ROTATING BEACONS ............................................
65
609.
AIRPORT TRAFFIC CONTROL TOWERS ......................................
65
610.
AIRPORT SURVEILLANCE RADAR ...........................................
66
611.
AIRPORT SURFACE DETECTION EQUIPMENT ..................................
66
612.
RUNWAY VISUAL RANGE FACILITIES ........................................
66
613.
AUTOMATIC WEATHER OBSI?RVATION STATIONS (A«'OS) ........................
66
614.
PHYSICAL SECURITY ....................................................
67
615.
CABLE PROTECTION....................................................
67
616.to699.
RESERVED.......................................................
67
Chapter 7. RUNWAY AND TAXIWAY BRIDGES ...........
69
700.
INTRODUCTION........................................................
69
701.
SITING PRECEPTS......................................................
69
702.
DIMENSIONS ........................... ..............................
69
703.
LOAD CONSIDERATIONS.................................................
69
704.
DECK DESIGN .........................................................
69
705.
MARKING AND LIGIITING................................................
69
706.
OTHER CONSIDERATIONS ...............................................
69
707.
PASSENGER AND BAGGAGE TUNNELS .......................................
70
708.to799.
RESERVED.......................................................
70
iv
9/29/89
AC 150/5300-13
Chapter 8. THE EFFECTS AND TREATMENT OF JET BLAST ....
77
�•
800.
INTRODUCTION........................................................
77
801.
JET BLAST EFFECTS .....................................................
77
802.
BLAST FENCES.........................................................
77
803.
SHOULDERS AND BLAST PADS .............................................
78
Appendix 1. WIND ANALYSIS ....................
87
1.
OBJECTIVE............................................................
87
2.
CROSSWINDS..........................................................
87
3.
COVERAGE AND ORIENTATION OF RUNWAYS ..................................
87
4.
ASSEMBLING WIND DATA .................................................
87
S.
ANALYZING WIND DATA ..................................................
&S
6.
CONCLUSIONS.........................................................
88
I7.
PRESUMPTIONS........................................................
888.
COMPUTER WIND ANALYSIS
88
Appendix 2. THRESHOLD SITING REQUIREMENTS ......... lol
1. PURPOSE.............................................................101
2. APPLICATION..........................................................101
3. LIMITATIONS........................................................... 101
4. EVALUATION CONSIDERATIONS ............................................ 101
5. LOCATING, DISPLACING, OR RELOCATING THE THRESIIOLD ...................... 102
Appendix 3. AIRPORT REFERENCE POINT ............. 107
1. DISCUSSION .....................................................107
2. SAMPLE COMPUTATION 107
3. ACCURACY............................................................107
Appendix 4. COMPASS CALIBRATION PAD ............. 111
1.. PURPOSE --------------------------------------------- ill
2.
BACKGROUND.........................................................111
3.
APPLICATION..........................................................111
4.
DESIGN OF COMPASS CALIBRATION PAD .....................................
5.
LOCATION OF COMPASS CALIBRATION PAD ...................................
112
6.
CONSTRUCTION OF COMPASS CALIBRATION PAD ..............................
112
7.
VOR CHECKPOINT......................................................
113
Appendix 5. SMALL AIRPORT BUILDINGS,
AIRPLANE PARKING, AND TIEDOWNS ...............
117
1.
GENERAL.............................................................117
2.
TRANSIENT APRON ......................................................
117
3.
APRON FOR BASED AIRPLANES .............................................
117
4.
TIEDOWNS............................................................
118
5.
OTIIER CONSIDERATIONS................................................
118
6.
HANGARS.............................................................118
7.
ADMINISTRATION BUILDING ..............................................
118
8.
AIRPORT SURVEY.......................................................122
9.
BUILDING I'LAN........................................................
122
10.
EXPANSIO
122
•
11.
CIRCULATION
CIRCON ................
..........................................
122
12.
WAITING ROOM ........................................................
122
13.
MANAGER'S OFFICE.....................................................123
v
AC 150/5300-13 9/29/89
a
14. EATING FACILITIES..................................................... 123
15. PUBLIC RESTROOMS........................................ 123
16. ROADS AND AUTO PARKING .............................................. 123
Appendix 6. METRIC CONVERSION
AND TYPICAL AIRPORT LAYOUT PLAN ..............
125
1.
2.
GENERAL.............................................................
TYPICAL AIRPORT LAYOUT PLAN ..........................................
125
126
Appendix 7. AIRPORT LAYOUT PLAN
COMPONENTS AND PREPARATION ................
131
1.
2.
3.
4.
5.
6.
7.
NARRATIVE REPORT ....................................................
AIRPORT LAYOUT DRAWING ..............................................
AIRPORT AIRSPACE DRAWING .............................................
RPZ DRAWING.........................................................
TERMINAL AREA DRAWING ...............................................
LAND USE DRAWING ....................................................
AIRPORT PROPERTY MAP ................................................
131
132
134
134
135
136
136
1.
2.
3.
4.
5.
6.
Appendix 8. RUNWAY DESIGN RATIONALE ............
SEPARATIONS.........................................................
OBSTACLE FREE ZONE(OFZ).............................................
RUNWAY SAFETY AREA ..................................................
RUNWAY SHOULDERS AND BLAST PADS .....................................
CLEARWAY...........................................................
STOPWAY.............................................................
139
139
139
139
139
139
139
Appendix 9. TAXIWAY AND TAXILANE
DESIGN RATIONALE ........................ 141
1. INTRODUCTION........................................................ 141
2. BACKGROUND AND RATIONALE ............................................ 141
Appendix 10. TAXIWAY FILLET DESIGN .............. 149
1. INTRODUCTION........................................................ 149
2. EXAMPLE NO. 1, JUDGMENTAL OVERSTEERING ............................... 150
3. EXAMPLE NO. 2, MAINTAINING COCKPIT OVER CENTERLINE ..................... 150
Appendix 11. COMPUTER PROGRAMS ............... 153
1. AVAILABILITY OF COMPUTER PROGRAMS .................................... 153
2. PROGRAMS........................................................... 153
3. WIND ANALYSIS........................................................ 154
4. RUNWAY AND TAXIWAY WIDTH AND CLEARANCE DESIGN STANDARDS .............. 154
5. TAXIWAY EXIT, INTERSECTION, AND CURVE DESIGN AND WINGTIP CLEARANCE ...... 154
6. VIEW EXIT TAXIWAY .................................................... 156
7. PRINT EXIT TAXIWAY ................................................... 156
8. ASPECT RATIO......................................................... 157
9. RECOMMENDED RUNWAY LENGTIIS........................................ 157
10. COLOR.............................................................. 157
vi
9/29/89
AC 150/5300-13
•
Appendix 12. AIRPLANE DATA ................... 165
1. BACKGROUND......................................................... 165
2. EXPLANATORY INFORMATION .............................................. 166
Appendix 13. AIRPLANES ARRANGED BY AIRPLANE
MANUFACTURER, AND AIRPORT REFERENCE CODE ....... 251
Section 1. Alphabetical Listing (U.S. customary units) ................. 251
Section 2. Alphabetical Listing (SI units) ..................... 257
Section 3. Listing Small Airplanes by Airport Reference Code (U.S. customary units) ...... 263
Section 4. Listing Large Airplanes by Airport Reference Code (U.S. customary units) ...... 264
Section 5. Listing Small Airplanes by Airport Reference Code (SI units) .......... 269
Section 6. Listing Large Airplanes by Airport Reference Code (SI units) .......... 270
Appendix 14. INDEX ......................... 275
Table Page
2-1.
Runway separation standards for aircraft approach categories A & B .......................
14
2-2.
Runway separation standards for aircraft approach categories C & D .......................
15
2-3.
Taxiway and taxilane separation standards ..........................................
16
2-4.
Approach surface dimensions ..................................................
18
2-5.
Runway protection zone (RPZ) dimensions .........................................
19
3-1.
Nonprecision instrument and visual runway design standards for aircraft approach categories A & B ..
24
3-2.
Precision instrument runway design standards for aircraft approach categories A & B ............
25
3-3.
Runway design standards for aircraft approach categories C & D ..........................
26
4-1.'
Taxiway dimensional standards ..................................................
36
4-2.
Taxiway fillet dimensions .....................................................
38
Figure
Page
g
2-1.
Typical airport layout........................................................
17
2-2.
Runway protection zone ......................................................
20
3-1.
3-2.
Runway safety area .........................................................
Obstacle free zone (OFZ) for nonprecision instrument and visual .........................
27
28
3-3.
Obstacle free zone (OFZ) for precision instrument runway ..............................
29
3-4.
Clearway................................................................
30
3-5.
Stopway.................................................................
30
3-6.
Declared distances with respect to clearways and stopways ...............................
31
3-7.
Declared distances with respect to displaced and relocated thresholds .......................
32
4-1.
Taxiway intersection details ....................................................
37
4-2.
Judgmental oversteering......................................................
39
4-3.
Maintaining cockpit over centerline ..............................................
40
4-4.
Example of pavement fillet computer program printout .................................
41
4-5.
Entrance taxiway...........................................................
42
4-6.
4-7.
Bypass taxiway............................................................
Dual
42
parallel taxiway entrance ..................................................
43
4-8.
Typical holding bay configurations ...............................................
44
vii
9/29/89
AC 150/5300-13
Chapter 2. AIRPORT GEOMETRY
200. INTRODUCTION. This chapter presents the
airport geometric design standards and
recommendations to ensure the safety, economy,
efficiency, and longevity of an airport.
201. PRINCIPLES OF APPLICATION.
a. Need to Plan. The significance of the
interrelationship of the various airport features cannot
be overemphasized. It is important that airport
authorities look to both the present and potential
functions of the airport.
b. Airport Functions. Coordination with the
FAA and users of the airport should assist in
determining the airport's immediate and long range
functions which will best satisfy the needs of the
community and traveling public. This involves
determining the following:
(1) The operating characteristics, sizes,
and weights of the airplanes expected at the airport;
(2) The ARC resulting from (1);
(3) The most demanding meteorological
conditions in which airplanes will operate;
(4) The volume and mix of operations;
(5) The possible constraints on navigable
airspace; and
(6) The environmental and compatible
land -use considerations associated with topography,
residential development, schools, churches, hospitals,
sites of public assembly, and the like.
c. Airport Layout Plan. When developing
the airport layout plan, application of the standards
and recommendations in this publication to the long
range functions of the airport will establish the future
airport geometry. See appendices 6 and 7 for detailed
information on the development of the airport layout
plan.
202. RUNWAY LOCATION AND ORIENTATION.
Runway location and orientation are paramount to
airport safety, efficiency, economics, and environmental
impact. The weight and degree of concern given to
each of the following factors depend, in part, on: the
airport reference code; the meteorological conditions;
the surrounding environment; topography; and the
volume of air traffic expected at the airport.
a. Wind. Appendix 1 provides information
on wind data analysis for airport planning and design.
Such an analysis considers the wind velocity and
direction as related to the existing and forecasted
operations during visual and instrument meteorological
conditions. It may also consider wind by time of day.
b. Airspace Availability. Existing and
planned instrument approach procedures, missed
approach procedures, departure procedures, control
zones, special use airspace, restricted airspace, and
traffic patterns influence airport layouts and locations.
Contact the FAA for assistance on airspace matters.
c. Environmental Factors. In developing
runways to be compatible with the airport environs,
conduct environmental studies which consider the
impact of existing and proposed land use and noise
on nearby residents, air and water quality, wildlife, and
historical/archeological features.
d. Obstructions to Air Navigation. An
obstruction survey should identify those objects which
may affect airplane operations. Approaches free of
obstructions are desirable and encouraged, but as a
minimum, locate and orient runways to ensure that the
approach areas associated with the ultimate
development of the airport are clear of hazards to air
navigation.
e. Land Consideration. The location and size
of the site, with respect to the airport's geometry,
should be such that all of the planned airport
elements, including the runway protection zones, are
on airport property.
f. Topography. Topography affects the
amount of grading and drainage work required to
construct a runway. In determining runway
orientation, consider the costs of both the initial work
and ultimate airport development. See chapter 5 and
AC 150/5320-5 for further guidance.
Chap 2
AC 150/5300-13
9/29/89
g. Airport Facilities. The relative position of
a runway to other runways, taxiways, aprons,
navigational aids (NAVAIDs), the terminal, hangars,
fire stations, and air traffic control (ATC) facilities
will effect the efficiency of airport operations.
Chapter 6 presents a general overview of the siting
requirements for NAVAIDs located on or in close
proximity to the airport, including references to
appropriate technical publications.
h. Airport Traffic Control Tower Visibility.
The location and orientation of runways and taxiways
must be such that the existing (or future) airport
traffic control tower (ATCT) has a clear line of sight
to: all traffic patterns; the final approaches to all
runways; all runway structural pavement; and, other
operational surfaces controlled by ATC. A clear line
of sight to taxilane centerlines is desirable.
Operational surfaces not having a clear unobstructed
line of sight from the ATCT are designated by ATC as
uncontrolled or nonmovement areas through a local
agreement with the airport owner. See chapter 6 for
guidance on airport traffic control tower siting.
i. Wildlife Hazards. In orienting runways,
consider the relative locations of bird sanctuaries,
sanitary landfills, or other areas which may attract
large numbers of birds or wildlife. Where bird
hazards exist, develop and implement bird control
procedures to minimize such hazards. Consult the
Airport Safety and Operations Division, AAS-300,
Wildlife Biologist or the U.S. Department of
Agriculture, Animal and Plant Health Inspection
Service for guidance. .
203. ADDITIONAL RUNWAYS. An additional
runway may be necessary to accommodate operational
demands, minimize adverse wind conditions, or
overcome environmental impacts.
a. Operational Demands. An additional
runway, or runways, is necessary when traffic volume
xcceds the existing runway's operational capability.
With rare exception, capacity -justified runways are
parallel to the primary runway. Refer to
<,,C' 150/5060-5 for additional discussion.
h. Wind Conditions. When a runway
o; icnt.,tion cannot provide 95 percent wind coverage,
either wid4ning the runway or providing a crosswind
runwav is recommended. Paragraph 2 of appendix 1
addresses the relationship of allowable crosswind to
runway width. AC 150/5325-4 provides discussion on
crosswind runway length.
c. Environmental Impact. An additional
runway may be needed to divert traffic from overflying
an environmentally sensitive area.
204. TAXIWAY SYSTEM. As runway traffic
increases, the capacity of the taxiway system may
become the limiting operational factor. Taxiways link
the independent airport elements and require careful
planning for optimum airport utility. The taxiway
system should provide for free movement to and from
the runways, terminal/cargo, and parking areas. It is
desirable to maintain a smooth flow with a minimum
number of points requiring a change in the airplane's
taxiing speed.
a. item Composition. Through -taxiways
and intersections comprise the taxiway system. It
includes entrance and exit taxiways; bypass, crossover
or transverse taxiways; apron taxiways and taxilanes;
and parallel and dual parallel taxiways. Chapter 4
discusses taxiway design.
b. Design Principles:
(1) Provide each runway with a parallel
taxiway or the capability therefore;
(2) Build taxiways as direct as possible;
(3) Provide bypass capability or multiple
access to runway ends;
(4) Minimize crossing runways;
(5) Provide ample curve and fillet radii;
(6) Provide airport traffic control tower
line of sight; and
(7) Avoid traffic bottlenecks.
205. AIRPORT APRONS. Chapter 5 contains
gradient standards for airport aprons. The tables .cited
in paragraph 206 present separation criteria applicable
to aprons. For other apron criteria, refer to
AC 150/5360-13 and Appendix 5 herein.
206. SEPARATION STANDARDS. Tables 2-1, 2-2,
and 2-3 present the separation standards depicted in
figure 2-1. The separation distances may need to be
increased with airport elevation to meet the runway safety
area (RSA) and obstacle free zone (OFZ) standards.
Appendixes 8 and 9 discuss the relationship between
airplane physical characteristics and the design of
airport elements. The rationale may be used on a
Chap 2
9/29/89
AC 150/5300-13
0
case -by -case basis to adapt separation standards to
meet unusual local conditions or accommodate a
specific airplane within an airport reference code. This
tailoring of standards shall be limited to facility
improvement and additions where the remainder of the
airport is designed to a lower airport reference code.
The ADS computer program cited in appendix 11 may
be used to determine the minimum separation
distances for a specific airplane at a specific location.
It may also be used to determine the increase to these
separation distances for elevation.
207. PARALLEL RUNWAY SEPARATION --
SIMULTANEOUS VFR OPERATIONS.
a. Standard. For simultaneous landings and
takeoffs using visual flight rules (VFR), the minimum
separation between centerlines of parallel runways is
700 feet (210 m).
b. Recommendations. The minimum runway
centerline separation distance recommended for
Airplane Design Group V and VI runways is
1,200 feet (360 m). Air traffic control practices may
justify greater separation distances to hold airplanes
between the runways. Also, centerline spacing under
2,500 feet (750 m) requires observance of wake
turbulence avoidance procedures.
208. PARALLEL RUNWAY SEPARATION --
SIMULTANEOUS IFR OPERATIONS. Subparagraphs
a and b identify centerline separations for parallel
runways with operations under instrument flight rules
(IFR). Placing the terminal area between the parallel
runways minimizes taxi operations across active
runways and increases operational efficiency of the
airport. Extensive terminal area operations may
require greater separations than specified. When more
than one of the following conditions apply, the larger
separation is the required separation.
a. Simultaneous Approaches. Operations
under instrument meteorological conditions (IMC)
require specific electronic navigational aids and
monitoring equipment, air traffic control, and approach
procedures. Authorization for simultaneous precision
instrument approaches require a parallel runway
centerline separation of at least 4,300 feet (1 300 m).
b. Simultaneous Departures or Approaches
and Departures. Simultaneous departures may not
require radar air traffic control facilities.
Authorization for simultaneous departures requires the
following parallel runway centerline separations:
(1) Simultaneous Departures.
(a) Simultaneous, non -radar
departures require a parallel runway centerline
separation of at least 3,500 feet (1 000 m).
(b) Simultaneous, radar departures
require a parallel runway centerline separation of at
least 2,500 feet (750 m).
(2) Simultaneous Approach and
Departure. Simultaneous, radar -controlled approaches
and departures require the following parallel runway
centerline separations:
(a) When the thresholds are not
staggered at least 2,500 feet (750 m).
(b) When the thresholds are
staggered and the approach is to the near threshold,
reduce the minimum 2,500 feet (750 m) separation by
100 feet (30 m) for each 500 feet (150 m) of threshold
stagger to a minimum separation of 1,000 feet
(300 m). A minimum separation of 1,200 feet (360 m)
is recommended for Airplane Design Groups V and VI
runways. See AC 150/5060-5 for a description of
"near" and "far" thresholds.
(c) When the thresholds are
staggered and the approach is to the far threshold,
increase the minimum 2,500 feet (750 m) separation by
100 feet (30 m) for every 500 feet (150 m) of
threshold stagger.
209. RUNWAY TO PARALLEL TAXIWAY AND
TAXILANE SEPARATION.
a. Standards. Tables 2-1 and 2-2 present the
runway centerline to parallel taxiway/taxilane centerline
separation standard. This distance is such to satisfy
the requirement that no part of an aircraft (tail tip,
wing tip) on taxiway/taxilane centerline is above the
runway safety area or penetrates the obstacle free zone
(OFZ). FAA has a computer program for computing
this minimum distance at any elevation. Appendix 11
gives details on availability of this program.
b. Recommendations. To have room for the
acute -angled exit taxiway, provide a runway centerline
to parallel taxiway centerline of at least 400 feet
(120 m) for design group I and II, 500 feet (150 m)
for airport design group III, and 600 feet (180 m) for
airport design groups IV, V, and VI.
Chap 2
11
AC 1-*)11/5300-13
929/89
210. BUILDING RESTRICTION LINE (BRL). The
BRL should be located on an airport layout plan to
identify suitable locations for building areas on
airports. It is recommended that the BRL encompass
the runway protection zones, the runway visibility zone
(see paragraph 503), areas required for airport traffic
control tower clear line of sight, and all airport areas
with less than 35 foot (10.5 m) clearance under the
FAR Part 77 surfaces.
211. OBJECT CLEARING CRITERIA. Safe and
efficient operations at an airport require that certain
areas on and near the airport be clear of objects or
restricted to objects with a certain function,
composition, and/or height. The object clearing
criteria subdivides the FAR Part 77, Subpart C
airspace and the object free area (OFA) ground area
by type of objects tolerated within each subdivision.
Aircraft are controlled by the aircraft operating rules
and not by this criteria.
a. Standards. Object clearance requirements
are as follows:
(1) Object Free Area (OFA). Object
free areas need to be clear of objects except for
objects whose location is fixed by function. Tables 3-1,
3-2, 3-3, and 4-1 specify OFA standard dimensions.
(2) Runway and Taxiway Safety Areas.
Runway and taxiway safety areas need to be clear of
objects except for objects mounted on low impact
resistant supports whose location is fixed by function.
Tables 3-1, 3-2, 3-3 and 4-1 specify runway and taxiway
safety area standard dimensions.
(3) Obstacle Free Zone (OFZ).
Obstacle Free Zones need to be clear of object
penetrations except for frangible NAVAIDs. The term
NAVAIDs includes electrical and visual air
navigational aids, lights, signs, and their supporting
equipment. Paragraph 306 specifies OFZ standard
dimensions.
(4) Threshold. The surfaces used to
locate thresholds need to be clear. These surfaces are
defined in appendix 2.
(5) NAVAIDs. Certain areas need to
be cleared for the establishment and operation of
NAVAIDs. These NAVAID critical areas are depicted
in chapter 6.
(6) TERPS. Certain airspace needs to
be cleared for aircraft operations. This airspace is
determined by the application of operating rules and
terminal instrument procedures (TERPS). Removing
obstructions to air navigation, except those which an
FAA aeronautcal study determined need not be
removed, satisfies these requirements. Subpart C of
FAR Part 77 defines obstructions to air navigation.
b. Recommendations. Other objects which
are desirable to clear, if practicable, are objects which
do not have a substantial adverse effect on the airport
but if removed will enhance operations. These include
objects in the controlled activity area and obstructions
to air navigation which are not covered in
paragraph 211.a, especially those penetrating an
approach surface. Table 2-4 provides the FAR Part 77
approach surface dimensions. On a paved runway, the
approach surface starts 200 feet (60 m) beyond the
runway pavement usable for takeoff or landing,
whichever is more demanding. On an unpaved runway,
the approach surface starts at the end of the area
usable for takeoff or landing.
212. RUNWAY PROTECTION ZONE (RPZ).
a. Standards. The RPZ (formerly the runway
clear zone) is trapezoidal in shape and centered about
the extended runway centerline. It begins 200 feet
(60 m) beyond the end of the area usable for takeoff
or landing. Displacing the threshold does not change
the beginning point of the RPZ. The RPZ dimensions
are functions of the design aircraft, type of operation,
and visibility minimums. Table 2-5 provides standard
dimensions of the RPZ. The RPZ contains two
subareas as shown in Figure 2-2. These subareas are:
(1) The Runway OFA. Paragraph 307
contains the location, dimension, and clearing
standards for the Runway OFA.
(2) The Controlled Activity Area. The
controlled activity area is the portion of the RPZ
beyond and to the sides of the OFA. Within the area
under the control of the airport authority, the
recommendations in the paragraph 212.b are standards.
b. Recommendations. The airport owner
should acquire or control the RPZ to meet the
clearing and land use standards and recommendations.
12 Chap 2
r-... i✓v/-)-uU-13
9/29/89
(1) hand uses should be prohibited
which might create glare and misleading lights or lead
to the construction of residences, fuel handling and
storage facilities, smoke generating activities, and
places of public assembly. Churches, schools, office
buildings, shopping centers, and stadiums typify places
of public assembly.
(2) While it is desirable to clear all
objects from the RPZ, uses such as agricultural
operations, provided they do not attract birds, and golf
courses are normally acceptable outside the OFA.
Automobile parking, although discouraged, may be
permitted provided it is located outside of the runway
OFA extended and below the approach surface.
C. FAA Studies of Objects in the Vicinity of
Airports. The FAA studies existing and proposed
objects and activities, both off and on airports, with
respect to their effect upon the safe and efficient use
of the airports and safety of persons and property on
the ground. These objects need not be obstructions to
air navigation, as defined in FAR Part 77. As the
result of a study, the FAA may issue an advisory
recommendation in opposition to the presence of any
off -airport object or activity in the vicinity of the
airport that conflicts with an airport planning or
design standard or recommendation.
213. to 299. RESERVED.
AC 150/5300-13 9/29/89
N'.
Table 2-1. Runway separation standards for aircraft approach categories A & B
AIRPLANE DESIGN
GROUP
ITEM
DIM
J
I J
I
II
III
IV
Nonprecision Instrument
and
Visual Runway Centerline to:
Parallel Runway
H
- Refer to paragraphs
207 and 208 -
Centerline
Hold Line J
125 ft
200 ft 200 ft
200 ft
250
ft
38 m
60 m 60 m
60 m
75
m
Taxiway/Taxilane
D
150 ft
225 ft 240 ft
300 ft
400
ft
Centerline J
45 m
67.5 m 72 m
90 m
120
m
Aircraft Parking
G
125 ft
200 ft 250 ft
400 ft
500
ft
Area
27.5 m
60 m 75 m
120 m
150
m
Helicopter Touchdown
- Refer
to Advisory Circular 150/5390-2
-
Pad
Precision Instrument Runway
Centerline to:
Parallel Runway
H
- Refer to paragraphs
207 and 208 -
Centerline
Hold Line 3
175 ft
250 ft 250 ft
250 ft
250
ft
53 m
75 m 75 m
75 m
75
m
Taxiway/Taxilane
D
200 ft
250 ft 300 ft
350 ft
400
ft
Centerline
60 m
75 m 90 m
105 m
120
m
Aircraft Parking
G
400 ft
400 ft 400 ft
400 ft
500
ft
Area
120 m
120 m 120 m
120 m
150
m
Helicopter Touchdown
- Refer
to Advisory Circular
150/5390-2
-
Pad
1/ Letters correspond to the dimensions on figure 2-1.
These dimensional standards pertain to facilities for only small airplanes.
The separation distance satisfies the requirement that no part of an aircraft
(tail tip, wing tip) at a holding location or on a taxiway centerline is
within the runway safety area or penetrates the obstacle free zone (OFZ).
Accordingly, at higher elevations, an increase to these separation distances
may be needed to achieve this result.
14 Chap 2
9/29/89
AC 150/5300-13
a
Table 2-2. Runway separation standards for aircraft approach categories C & D
AIRPLANE DESIGN
GROUP
ITEM
DIM
I
II
III
IV
V
VI
Nonprecision Instrument
and
Visual Runway
Centerline
to:
Parallel Runway
H
- Refer
to paragraphs 207
and 208 -
Centerline
Hold Line 2/
250
ft
250
ft
250 ft
250
ft
250 ft
250
ft
75
m
75
m
75 m
75
m
75 m
75
m
Taxiway/Taxilane
D
300
ft
300
ft
400 ft
400
ft
3/
600
ft
Centerline 2/
90
m
90
m
120 m
120
m
3/
180
m
Aircraft Parking
G
400
ft
400
ft
500 ft
500
ft
500 ft
500
ft
Area
120
m
120
m
150 m
150
m
150 m
150
m
Helicopter Touchdown
-
Refer
to
Advisory
Circular
150/5390-2
-
Pad
Precision Instrument Runway
Centerline to:
Parallel Runway
H
- Refer
to paragraphs 207
and 208 -
Centerline
Hold Line 2/
250
ft
250
ft
250 ft
250
ft
280 ft
325
ft
75
m
75
m
75 m
75
m
85 m
98
m
Taxiway/Taxilane
D
400
ft
400
ft
400 ft
400
ft
3/
600
ft
Centerline 2/
120
m
120
m
120 m
120
m
3/
180
m
Aircraft Parking
G
500
£t
500
ft
500 ft
500
ft
500 ft
500
ft
Area
150
m
150
m
150 m
150
m
150 m
150
m
Helicopter Touchdown
-
Refer
to
Advisory
Circular
150/5390-2
-
Pad
1/ Letters correspond to the dimensions on figure 2-1.
The separation distance satisfies the requirement that no part of an aircraft
(tail tip, wing tip) at a holding location or on a taxiway centerline is
within the runway safety area or penetrates the obstacle free zone (OFZ).
Accordingly, at higher elevations, an increase to these separation distances
may be needed to achieve this result.
3/ For Airplane Design Group V, the standard runway centerline to parallel
taxiway centerline separation distance is 400 feet (120 m) for airports at or
below an elevation of 1,345 feet (410 m); 450 feet (135 m) for airports
between elevations of 1,345 feet (410 m) and 6,560 feet (2 000 m); and
500 feet (150 m) for airports above an elevation of 6,560 feet (2 000 m).
Chap 2 15
1 9/29/89
AC 150/5300-13 a
Table 2-3. Taxiway and taxilane separation standards
AIRPLANE
DESIGN
GROUP
ITEM
DIM
IV
V
VI
F69ft
21 m
105 ft
32 m
152 ft
46.5 m
215 ft
65.5 m
267 ft
81 m
324 ft
99 m
Taxiway Centerline to:Parallel Taxiway/J
Taxilane Centerline
Fixed or Movable
Object 2 and 3
K
44.5 ft
13.5 m
65.5 ft
20 m
93 ft
28.5 m
129.5 ft
39.5 m
160 ft
48.5 m
193 ft
59 m
64 ft
19.5 m
97 ft
29.5 m
140 ft
42.5 m
198 ft
60 m
245 ft
74.5 m
298 ft
91 m
Taxilane Centerline to:
Parallel Taxilane
Centerline
Fixed or Movable
Object 2 and 3
39.5 ft
12 m
57.5 ft
17.5 m
81 ft
24.5 m
112.5 ft
34 m
138 ft
42 m
167 ft
51 m
Letters correspond to the dimensions on figure 2-1.
This value also applies to the edge of service and maintenance roads.
Consideration of the engine exhaust wake impacted from turning aircraft should
be given to objects located near runway/taxiway/taxilane intersections.
The values obtained from the following equations are acceptable in lieu of the above
standard dimensions:
Taxiway centerline to parallel taxiway/taxi lane centerline equals 1.2 times
airplane wingspan plus 10 feet (3 m);
Taxiway centerline to fixed or movable object equals 0.7 times airplane wingspan
plus 10 feet (3 m);
Taxilane centerline to parallel taxilane centerline equals 1.1 times airplane
wingspan plus 10 feet (3 m); and
Taxilane centerline to fixed or movable object equals 0.6 times airplane wingspan
plus 10 feet (3 m).
16 Chap 2
9/29/89
AC 150/5300-13
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Figure 2-1. Typical airport layout
Chap 2
17
AC 150/5300-13
a
9/29/89
Table 2-4. Approach surface dimensions
Facilities
Runway End
Approach Surface Dimensions
Inner
Outer
Expected
Approach
Opposite
Length
Width
Width
Slope
To Serve
End
End
feet
feet
feet
run/rise
(meters)
(meters)
(meters)
V
V
5,000
250
1,250
20:1
(1 500)
(75)
(375)
NP
5,000
500
1,250
20:1
Only
(1 500)
(150)
(375)
NP 3/4
5,000
1,000
1,250
20:1
Small
P
(1 500)
(300)
(375)
Airplanes
NP
V
5,000
500
2,000
20:1
NP
(1 500)
(150)
(600)
NP 3/4
5,000
1,000
2,000
20:1
P
(1 500)
(300)
(600)
V
V
5,000
500
1,500
20:1
NP
(1 500)
(150)
(450)
NP 3/4
5,000
1,000
1,500
20:1
Large
P
(1 500)
(300)
(450)
NP
V
10,000
500
3,500
34:1
Airplanes
NP
(3 000)
(150)
(1 050)
NP 3/4
10,000
1,000
3,500
34:1
P
(3 000)
(300)
(1 050)
Large
NP 3/4
V
10,000
1,000
4,000
34:1
NP
(3 000)
(300)
(1 200)
or
NP 3/4
P
Only
P
V
10,000
1,000
4,000
50:1
Small
NP
(3 000)
(300)
(1 200)
NP 3/4
PLUS
Airplanes
P
40,000
4,000
16,000
40:1
(12 000)
(1 200)
(4 800)
V - Visual approach
NP - Nonprecision instrument approach with
3/4-statute mile
NP 3/4 - Nonprecision instrument approach with
3/4-statute mile
P - Precision instrument approach
visibility minimums more than
visibility minimums as low as
18 Chap 2
9/29/89
AC 150/5300-13
V
NP
NP 3/4
P
Chap 2
Table 2-5. Runway protection zone (RPZ) dimensions
Facilities
Runway End
Dimensions For Approach End
Inner
Outer
Expected
Approach
Opposite
Length
Width
Width
RPZ
To Serve
End
End
L
Wl
W2
feet
feet
feet
acres
(meters)
(meters)
(meters)
V
V
1,000
250
450
8.035
(300)
(75)
(135)
NP
1,000
500
650
13.200
Only
(300)
(150)
(195)
NP 3/4
1,000
1,000
1,050
23.542
Small
P
(300)
(300)
(315)
Airplanes
NP
V
1,000
500
800
14.922
NP
(300)
(150)
(240)
NP 3/4
1,000
1,000
1,200
25.252
P
(300)
(300)
(360)
V
V
1,000
500
700
13.770
NP
(300)
(150)
(210)
NP 3/4
1,000
1,000
1,100
24.105
Large
P
(300)
(300)
(330)
NP
V
1,700
500
1,010
29.465
Airplanes
.NP
(510)
(150)
(303)
NP 3/4
1,700
1,000
1,425
47.320
P
(510)
(300)
(427.5)
Large
NP 3/4
V
1,700
1,000
1,510
48.978
NP
(510)
(300)
(453)
or
NP 3/4
P
Only
P
V
2,500
1,000
1,750
78.914
Small
NP
(750)
(300)
(525)
NP 3/4
Airplanes
P
= Visual approach
— Nonprecision instrument approach with visibility minimums more than
3/4-statute mile
— Nonprecision instrument approach with visibility minimums as low as
3/4-statute mile
— Precision instrument approach
19
AC 150/5300-13 a 9/29/89
N
-3
� o �
' to A
O •rl
>1 b
A A N w
1
w
E °O
w 0 4J 4
O 0 U C7+ '
O '•� �4 $ '
O to 04 0 '
N 4J U
4J (0 4.) O '
k 4J k N 1
W m O •rl
w
x 44
E+
UW
h �
PO
O
a
NI �
H
H
H
A
NOTE:
1. See Table 2-5 for
dimension Wit W2, L
2. See Tables 3-1 through
3-3 for dimensions R, Q
Figure 2-2. Runway protection zone
20 Chap 2
U.S. Department
® of Transportation
Federal Aviation
Administration
LJ
Advisory
Circular
Subject: AIRPORT MASTER PLANS Date: June 1985 AC No: 150/5070-6A
Initiated by: APP-400 Change:
CONTENTS
Paragraph Page
Chapter 1. Introduction
1. General................................................................. 1
2. Master Plan Definition ................................................. 2
3. Goal and Objectives Of a Master Plan ..................................... 2
4. Organization and Use of the Advisory Circular ............................. 2
5. International Application ................................................. 3
Chapter 2. The Planning Process
1. General................................................................. 5
2. The Hierarchy of Planning ................................................ 9
3. Master Planning Elements ................................................ 9
4. Master Planning Products ................................................. 11
5. Plan Currency 11
6. Product Approval........................................................ 11
Figures
2-1 Steps In the Master Planning Process -
Organization and Preplanning and First Phase .......................
2-2 Steps In the Master Planning Process. -
Planning the Existing Airport .....................................
2-3 Steps In the Master Planning Process -
New Airport Site Selection ........................................
Chapter 3. Organization and Preplanning
1. General.................................................................
2. Organization............................................................
3. Consultant Selection......................................................
4. Project Scoping .........................................................
5. Consultant Contracts.....................................................
6. Project Application.......................................................
Chapter 4. Issues and Existing Conditions
7
E�
13
13
14
15
15
16
1.
General.................................................................
17
2.
The Issues..............................................................
18
1
3.
4.
Background ...........................................................
Existing Plantt
18
18
U.S. DE
Of Tra
F.dr
Adm
800 Inc
Washer
5. Land Use...............................................................
6. Ground Access, Circulation and Parking ...................................
7. Environmental Data ......................................................
o(licia, 8. Air Traffic Management ..................................................
Penal( 9. Meteorological Data ......................................................
10. Financial Data...........................................................
11. Aviation Activity, Socio Economic, Demographic Data .......................
Chapter 5. Aviation Forecasts
18
19
19
19
19
20
20
1. General................................................................. 21
2. Forecast Elements........................................................ 22
3. Factors Affecting Demand Forecasts ....................................... 23
4. Forecasting Steps ........................................................ 24
5. Sources of Information and Assistance ..................................... 27
,Chapter 6. Requirements Analysis and Concepts Development
1. General.................................................................
2. Demand Capacity Analysis ...............................................
3. Development Assessment ................................................
4. Land Use Criteria........................................................
5. Terminal Planning Criteria ................................................
6. Alternatives Review ......................................................
7. Airspace and Air Traffic Control ...........................................
8. Technology and Operational Improvements ................................
Figures
6-1 Traffic Pattern Airspace ...........................................
6-2 Controlled Airspace ..............................................
6-3 Comparison of Microwave Landing System With
Instrument Landing System .......................................
Chapter 7. Airport Site Selection
1. General.................................................................
2. Study Organization and Role Definition ....................................
3. Site Selection Process, Overview ..........................................
4. Data Assembly and Facility Requirements ..................................
5. Evaluation Criteria.......................................................
6. Site Evaluation..........................................................
7. Transfer Analysis........................................................
8. Regional Airports........................................................
9. Site Approval...........................................................
Chapter 8. Environmental Procedures And Analysis
29
30
30
31
32
33
33
37
35
36
38
41
42
42
43
43
45
45
45
46
1. General................................................................. 47
2. Environmental Actions ................................................... 48
3. Application to Airport Master Planning .................................... 49
iv
a
J
4. Design of the Environmental Study ....................................... 49
5. Cumulative Impact and Tiering ............................................ 51
6. Public Participation....................................................... 52
7. Potential Environmental Impacts .......................................... 53
Chapter 9. Airport Plans
1. General ................................................. .............. 57
2. Airport Layout Plan ...................................................... 57
3. Terminal Area Plan ...................................................... 61
4. Airport Access Plans ..................................................... 61
5. Noise Compatibility Plan ................................................. 61
Figures
9-1 Airport Layout Plan ............................................ 63
9-2 Runway Approach and Clear Zone Plan ............................. 65
Chapter 10. Plan Implementation
1. General................................................................. 67
2. Implementation Schedule ................................................. 67
3. Financial Plan........................................................... 68
4. Financial Feasibility and Economic Analysis ................................ 74
Tables
10-1 First Stage Preliminary Project Cost Estimate ........................ 72
10-2 Second Stage Preliminary Project Cost Estimate ....................... 72
10-3 Third Stage Preliminary Project Cost Estimate ........................ 72
Figures
10-1 First Stage Development .......................................... 69
10-2 Second Stage Development ........................................ 70
10-3 Third Stage Development ......................................... 71
Appendices
Appendix 1 -Bibliography.................................................... 77
Appendix 2 -Airport Master Planning Questionnaire ........................... 79
v
E
CHAPTER 4 ISSUES AND EXISTING CONDITIONS
-
4'�jAa l � / n .ter' �r i�iA'�,•Jn.Aii6I n6F.-0r;.y �.;` �p .. .. i �s _' .. ..
.isasYbx+= ..,w .. '�: � "''1 ;a+r c :»ztL,�'e],,�„r, .e'�"�' "�k'f-e'.rr7. �>f.�•. x .
Operation at a Commercial Service airport
1. GENERAL. While an overview of issues and ex-
isting conditions should occur at the preplanning
stage in order to effectively scope the project, an
early activity in the study will be to assemble and
review all existing information pertinent to the ac-
complishment of subsequent planning steps. For
example, an understanding of the aeronautical, en-
vironmental and socioeconomic issues related to
the airport will be necessary in order to deal with
them in the planning exercise. A knowledge of the
institutional and policy framework within which
the master planning will take place is essential in
order to produce an implementable plan.
A compilation of prior planning studies and
knowledge of other planning efforts which are un-
derway should provide a valuable resource and
avoid duplication. An inventory of the existing
physical plant and an assessment of its condition
and useful life are critical to determining the need
for expanding faciiities. Ar, assessment of land use
on and adjacent to the airport will provide a basis
for decisions on the potential expansion.
Site -specific knowledge of air traffic management
will influence capacity determinations. Data on air-
port revenues and expenses will assist in determin-
ing the financial feasibility of airport improve-
ments, while an array of aviation, socioeconomic
and demographic information will provide the basis
for aviation forecasts.
17
16 . Airport System Development
fairly well predicted and where reasonable prices
can be established at the outset.
Where the level of effort or duration of the project
is uncertain, a cost -plus -fixed -fee contract or time
and materials contract may be necessary. The fixed
price type of arrangement is preferable, however,
and most common for master planning projects.
This type of contract imposes a minimum admin-
istrative burden and provides incentive for effective
cost control and contract performance. Contracts
based on a cost plus percentage of cost are not
recommended and are not allowable if Federal fi-
nancial assistance for the project is contemplated.
6. PROJECT APPLICATION. Most master plan-
ning projects for public airports are supported fi-
nancially with Federal funds. An application for
such funding should be prepared by the airport
operator, with assistance from the consultant, after
coordination with FAA regarding eligibility and -
need. FAA involvement in the scoping process is
essential to the development of a financially sup-
portable planning project that can be processed in a
timely fashion. Indeed, FAA involvement prior to
scoping or designing the study is important if finan-
cial aid in project formulation costs is to be
requested.
18 a Airport System Development
While the types of data discussed herein will be
generally required for most master planning proj-
ects, the degree and emphasis of the data collection
will vary substantially with the size and complexity
of the airport.
2. THE ISSUES. The issues which may influence
the master plan's recommendations should be iden-
tified through discussions with the airport operator,
airlines and other users, the FAA, and public of-
ficials responsible for policy, land use and transpor-
tation planning. A thorough identification of the
issues will assist in developing strategies for dealing
with them, including study emphasis.
Typical issues may include:
— Aviation growth, in general; expansion of
scheduled service; expectations of obtaining
regional carrier service.
— The potential need for a new airport and the
roles of the existing and new airports.
— Major expansion for capacity.
— Ground access problems. For example, the
expansion of terminal capacity may be depen-
dent on gaining approval for a major inter-
change; thus the sequencing of airport and
off -airport actions is crucial.
— Relocation problems related to roads,
powerlines and people.
— Obstructions and landfill site problems.
Many issues relate to the environmental impact
of an airport. At an existing airport avoidance of
increased noise affecting residents of adjacent com-
munities while increasing airport capacity is per-
haps the most notable environmental problem.
However, other environmental considerations may
be more important when planning a new airport.
3. BACKGROUND. The accumulation of concise in-
formation on how the airport evolved, its aero-
nautical role, its place in the community's public
facility infrastructure, and a quantification/
qualification of socioeconomic benefits and costs
may prove useful in planning and as background
information for the master plan report and sum-
mary document. The practice of collecting quan-
tities of remotely relevant information for use as
filler material is to be avoided, however.
4. EXISTING PLANT. The existing airport facilities
can be inventoried by referring to current plans, as
built drawings and other documents on file with
airport management. If there are no verifiable re-
ports on the condition of individual facilities, such
as airfield pavements, lighting, drainage and util-
ities and landside buildings, roads, utilities, then
visual inspection and inquiries may be appropriate
in determining condition and useful life. Typical
airport facilities to be inventoried would be:
— Runways, taxiways and aprons and related
lighting, marking and signing;
— Passenger and cargo buildings and other ter-
minal buildings and areas, by function;
— General aviation buildings and areas, by func-
tion; fire fighting and rescue buildings,
Federal facilities;
— Aviation fuel and aircraft servicing systems;
— Utilities, including water, gas, electric, tele-
phone, drainage and sewage.
5. LAND USE. Land uses on the airport property
and immediately adjacent to it must be reviewed
together because the planning does not end at the
airport property line. Access systems and commer-
cial areas which serve the airport, or are served by
it, are important in planning for airport moderniza-
tion and expansion. Also it is important to know the
land uses in those environs which will be exposed
to the airport's negative impacts of noise and air
pollution. Land usage is a continuously changing
process, particularly in urban environments.
Therefore, the land use inventory must include all
available intelligence on planned and proposed
land uses, in addition to the data on existing uses.
Most land uses are considered compatible with
noise levels less than the 65 day -night average
sound level (Ldn) contour. (See AC 150/5020-1,
Noise Control Compatibility Planning for Airports
and AC 150/5050-6 Airport -Land Use Compatibility
Planning.) While the land use inventory may begin
early in the study, its completion should await the
estimation of the Ldn generated by the aircraft
using the airport in question.
If the airport operator has undertaken a noise
compatibility planning program under the provi-
sions of the Aviation Safety and Noise Abatement
t
Act of 1979, a wealth of land use information will
exist.
The existence of any governmental programs de-
signed to direct land use patterns in the area under
review should be noted. General property values
based on recent sales figures and tax assessments
should be identified.
A collection of all applicable documents, such as
official maps, the latest areawide comprehensive
land use and transportation plan, applicable muni-
cipal zoning ordinances and other land use controls
and unusual building code provisions, will be
needed. Important to recommending practical land
use strategies will be an understanding of the con-
temporary political context and local preference re-
garding potential land use projects.
Land uses which may affect the safe operation of
the airport, or which may influence the way it can be
expended, must be ascertained. Principal among
the concerns are the location of structures which
could constitute obstructions to air navigation or
the existence of other airports which may interfere
with the operations of the airport being studied.
Land uses which may be attractive to birds, thus
presenting a potential hazard to aircraft, should be
identified. For example, such land uses as flood
control areas, stockyards, and sanitary land fills,
may be critical if located near the airport.
Aerial photographs, topographical maps,
obstruction charts, aeronautical charts, approach'
plates and other mapping tools should be used to
examine and display land use details.
6. GROUND ACCESS, CIRCULATION AND PARK-
ING. Data should be gathered about on -airport ac-
cess roads, circulation and service roads, parking
and curb space. Data should include alignments,
condition and capacity. Public transportation serv-
ices, such as bus, rail, taxi and limousine, should be
noted. The split between personal and public trans-
portation should be ascertained. Consultation with
state and local transportation agencies responsible
for planning and operating surface transportation
systems should produce data on proposed highway
and transit plans as well as traffic density statistics
relative to s�m*jce systems leading to and from the
airport. These data will be used to project surface
access requirements.
19 a Ch. 4—Issues and Existing Conditions
7. ENVIRONMENTAL DATA. In addition to the
land uses discussed in paragraph 5, there may be
other land uses or conditions which must be identi-
fied in order to account for environmental con-
sequences. These consequences will likely not be as
critical as the noise impacts but, nonetheless, must
be investigated. Information to be collected will
include air and water quality data used in determin-
ing compliance with Federal and state standards.
Other data to be collected, where applicable, would
include:
— solid waste generation and disposal;
— toxic material disposal;
— floodplains, wetlands;
— endangered/threatened flora and fauna;
— biotic communities;
— parklands/recreational areas;
— historic/architectural/archaelogical/cultural
resources, and prime and unique farmland.
Additionally, the assessment of impacts of potential
major expansion or transfer to a new site may re-
quire socioeconomic data to determine employ-
ment losses or community disruptions.
8. AIR TRAFFIC MANAGEMENT. Information
should be compiled on the use of the airspace and
how the airport's air traffic is, or will be, managed.
This would include information on operational hm-
itations due to traffic interaction with other airports
or reserved airspace, obstructions, noise abatement
procedures, airfield or navigation aid shortcom-
ings. This type of information can be obtained from
FAA personnel who can also provide suggestions
on how to mitigate the limitations. The FAA can also
provide information on plans for installation of air
navigation and approach aids and designation of
instrument runways. Available aeronautical charts
and instrument approach and departure plates
should be examined.
9. METEOROLOGICAL DATA. Historical data on
weather conditions need to be ascertained because
of the weather's effect on airport operations and
capacity. In determining runway orientation and
use, it is important to know the location's prevailing
wind direction and velocity over time. Also, the
average annual ceiling and visibility conditions af-
fect airport capacity because aircraft spacing usually
must increase as these conditions deteriorate.
20 . Airport System Development
Weather data for specific locations is available from
the National Oceanic and Atmospheric Administra-
tion's Environmental Data Service (EDS). The EDS's
National Climatic Center is located in the Federal
Building, Asheville, N.C. 28801.
10. FINANCIAL DATA. In order to determine the
financial feasibility of the master plan's rec-
ommendations and to develop a financial plan, it is
necessary to assemble current financial data. A
compilation of current revenues and costs should
be available from airport management. Typical rev-
enues would come from landing, parking and
hangar fees, ground handling charges, aviation fuel
and oil concessions, fixed base operator rentals and
concessions. Typical sources of terminal area reve-
nue would include terminal rentals and con-
cessions for airline ticketing, shops, restaurants,
bars; auto rental and parking concessions; rentals
for hotels and other on -airport commercial facilities.
Costs are incurred in operations, maintenance, ad=
ministration, and amortization of outstanding debt.
11. AVIATION ACTIVITY, SOCIO-ECONOMIC,
DEMOGRAPHIC DATA. The body of data necessary
for forecasting aviation demand is discussed in de-
tail in Chapter 5, Aviation Forecasts. The assembly
of this data should take place early in the inventory
phase.
CHAPTER 6 REQUIREMENTS ANALYSIS AND
CONCEPTS DEVELOPMENT
Terminal gate at a Commercial Service airport
1. GENERAL. Armed with demand forecasts and
having inventoried the existing airport plant and
reviewed its condition, the planning proceeds to an
investigation of the capability of the airport to ac-
comodate the forecasted demand. The uncon-
strained airside and landside capacity needs are
determined. Should there be financial, physical or
environmental limitations in accomodating capacity
expansion, then the possibilities of diverting air
traffic to another airport or providing for a new
facility must be addressed. The latter will involve
decisions on the roles of the existing and new air-
ports and the extent of development at each.
The time frame for assessing development needs
usually involves short (up to 5 years), intermediate
(10 years) and long term (20 years) periods. While
this is discussed further in Chapter 10, "Plan Imple-
mentation", long range planning is concerned with
the ultimate role of the airport and its related de-
velopment. The intermediate range involves a more
detailed assessment of needs. The short term is
geared to an immediate action program and may
include details not appropriate to the longer time
periods. On the other hand, the intermediate and
long term periods will target development needs
based on the attainment of specific demand levels.
29
30 . Airport System Development
2. DEMAND -CAPACITY ANALYSIS. Airside ca-
pacity is calculated and matched against aircraft
demand forecasts to determine the need and timing
for investments. AC 150/5060-5, "Airport Capacity
and Delay," presents a straightforward meth-
odology for performing this analysis. The meth-
odology gives hourly capacities and annual service
volumes, and permits the estimation of aircraft de-
lay levels as demand approaches and exceeds the
"throughput" capacity of the airfield configuration
being reviewed.
Decisions can be made on the timing of new
airside components by comparing the cost of the
facilities with the benefits of avoiding delays. A
comparison of annual delay with and without the
additional facilities produces a theoretical delay re-
duction in units of time. This total, when multiplied
by average unit aircraft operational costs and pas-
senger time values, can be compared with the an-
nual debt amortization, operational and mainte-
nance costs of the new facilities to arrive at a cost/
benefit relationship.
a. Landside capacity is determined for termi-
nal area and gates, curbside, surface access and
automobile parking. For commercial service air-
ports the AC 150/5360-7A, "Planning and Design
Guidelines for Airport Terminal Facilities" -provides
guidance of a general nature for airports of all ac-
tivity levels. The AC 150/5360-9, "Planning and De-
sign of Airport Terminal Facilities at Nonhub Loca-
tions" provides comprehensive guidance applica-
ble to the lower activity commercial service airports.
The FAA Report (DTFA-01-83-P 88004), "Access to
Commercial Service Airports" is a useful reference
for the planning of an on -airport ground access
systems.
For general aviation airports, the guidance in
AC 150/5300-4B, "Utility Airports, Air Access to
National Transportation", should prove useful.
b. The level of detail of airside and landside
demand/capacity analyses will vary with the com-
plexity of the airport. For low activity airports, ca-
pacity needs may, like the forecasts, already be
available from other studies. If not, the determina-
tion of airside capacity can be readily obtained by
using AC 150/5060-5.
c. For highly complex airport planning stud-
ies, it may be necessary to employ computer pro-
grams for capacity and delay analyses, such as the
FAA's Upgraded Airfield Capacity Model and An-
nual Delay Model, for which tapes are available.
Report DOT/FAA/PM-84/2 Airfield Delay Simula-
tion Model (ADSIM) can also be used to study
airport capacity and delay.
For determining terminal capacity for a highly
complex study, research of available literature on
the subject as well as visits to airports where state of
the art landside planning has taken place may be
desirable.
As with aviation demand forecasting, the effort
and expense in capacity and delay analyses should
be geared to the investment error costs of inade-
quate analysis.
3. DEVELOPMENT ASSESSMENT. The uncon-
strained airside and landside capacity requirements
are imposed on the existing airport and an assess-
ment is made as to whether and how the expanded
facilities can be accommodated. This process in-
cludes a melding of airside and landside concepts to
achieve a balance in capacity among all compo-
nents. In addition to determining the physical ca-
pability of expansion, as well as its timing based on
development costs versus delay reduction benefits,
operational reliability and safety are critical consid-
erations. Of course, the ability of the airport au-
thority to finance the improvements is crucial to the
timing decision and must be reviewed at this point.
a. The airport must be designed to standards
which will accommodate the most demanding air-
plane (critical aircraft). Key guidance documents to
be used in the assessment of an airports physical
development capability are the current editions of
AC 150/5300-12, "Airport Design Standards - Trans-
port Airports" and AC 150-5300-4B, "Utility Air-
ports, Air Access to National Transportation." The
latter document contains terminal guidance for
general aviation airports as well as physical stan-
dards for airports serving aircraft having approach
speeds of less than 121 knots. An assessment of the
landside expansion capability of airports with
scheduled airline service can be guided by the infor-
mation contained in the publications listed in para-
graph 2.
In developing the scope of the master plan
study consideration must be given to rotocraft oper-
ations. Even at airports which presently have few
helicopter operations the master plan should in-
clude approximations of future activity, designation
of current and proposed operating areas and esti-
mates of related facility requirements. At most air-
ports in depth studies will not be required, only
coverage appropriate to realistic expectations. It
should not be assumed however that even when
rotorcraft requirements are nominal, they can be
planned independent of the airport. Likewise, de-
velopment proposed for fixed -wing aircraft should
be reviewed to make sure it does not adversely
impact present or projected rotorcraft operations.
Rotorcraft guidance can be obtained in the current
edition of AC 150/5390-1 "Heliport Design Guide".
While deviations from FAA standards are not
encouraged, it is at the planning stage that the
airport operator should discuss with the FAA po-
tential deviations. If deviations from standards
must occur, there should be a complete discussion
in the master planning documentation of the ra-
tionale and coordination that led to the adjustment.
b. Coordination with local transportation
planning authorities during the inventory phase
should have produced sufficient information to al-
low an assessment of surface access capability, and
whether that which exists or is planned can meet
airport demand.
With the exception of the busier commercial
service airports where access is a capacity con-
straint, airport access planning by local transporta-
tion agencies has historically been effective and
probably will not emerge as the critical constraint of
airport capacity expansion. This is not to say that
off -airport access requirements should be limited in
emphasis. To the contrary, the master planning
study should produce specific recommendations
for removing any existing or potential limitations to
efficient airport access.
The study effort can also serve as an oppor-
tunity for a dialogue on eliminating minor bot-
tlenecks or achieving more efficient access through
immediately implementable non -capital intensive
measures such as signing, directional flow control,
etc.
31 . Ch. 6—Requirements Analysis and Concepts Development
c. In addition to the assessment of the physical
capability of the airport to accommodate expansion,
consideration must be given to the environmental
consequences of an expanded airport operation and
whether they are acceptable. The potential environ-
mental impacts must be considered while review-
ing the alternative airside and landside concepts for
achieving balanced capacity, thus introducing an
element which could severely limit the available
options. The requirements and process for consid-
ering environmental impacts are covered in detail in
Chapter 8.
4. LAND USE CRITERIA. Land use criteria provide
the policy and priorities that will dictate the general
arrangement and sizing of landside facilities and
their relationship to airside facilities. The land use
criteria also suggest the potential requirements for
capital investment and the opportunities for reve-
nue production.
Land use criteria will vary in accordance with the
role of the airport, primarily whether it be a com-
mercial service or general aviation airport, and the
policy requirements of the airport operator. There
are, however, criteria which will likely be applicable
in all cases, such as:
• Adherence to standards in support of safe-
ty in aircraft operations. These include
FAA design and obstruction standards,
such as building restriction lines, dis-
tances between taxiway centerlines and
aircraft parking aprons and obstacles and
obstructions defined by the imaginary
surfaces established in Federal Aviation
Regulation, Part 77.
• Non-interference with line of sight or
other operational restrictions inherent in
siting criteria for FAA control towers, navi-
gation aids, weather equipment, etc. For
example, to protect line of sight from an
existing or planned air traffic control tow-
er, a shadow diagram should be included
as part of the master plan. Guidance is
provided in FAA Order 6480.4 'Airport
Traffic Control Tower Siting Criteria"
which may be reviewed at FAA Regional
Offices.
• Use of existing facilities, insofar as possible
and depending on their location, con-
32 • Airport Svstem Development
dition, and any obligations with respect to
their use such as long term leases.
• Attention to factors which may affect con-
struction cost such as available utilities
and topography.
• Flexibility in being able to accomodate
changes in demand and expansion, both
vertically and horizontally.
• Efficiency in ground access to the served
communities.
• Priority accorded aeronautical activities
where available land is limited.
• Encouragement of revenue producing
land uses which support an aviation -ori-
ented infrastructure.
• Flexibility of non -aeronautical uses so as to
permit expansion of aeronautical facilities.
In developing and applying the land use criteria,
attention must be given to the existing and potential
uses of land in the vicinity of the airport. This is
necessary in view of the possible need to acquire
additional land for airport related activities; because
of environmental impacts which may be minimized
through some form of land use control; and because
of the need to protect aircraft operations from haz-
ards to air navigation, i.e., the erection of tall struc-
tures, operation of other landing areas or establish-
ment of land uses attractive to birds.
Direct control, such as ownership, by the airport
operator of land use within the 75 LDN noise con-
tour is a desirable objective, but it is not always
achievable. If the airport operator, in conjunction
with municipal authorities, can influence how the
environmentally sensitive areas are used, the re-
duction of impacts can be achieved without land
acquisition. If the land can be devoted to such avia-
tion -related activities as air parcel handling facili-
ties, off -airport long-term parking, rental auto park-
ing and processing, etc., both the airport and the
environs benefit. For a discussion of noise planning
compatibility see Chapter 9, Par. 5 "Noise Com-
patibility Plan".
5. TERMINAL PLANNING CRITERIA. In addition
to the application of land use criteria, as outlined in
paragraph 4, the following considerations are im-
portant in applying and integrating landside and
airside concepts.
a. General Aviation Airports.
• Locate the administration area within easy
access of auto parking and public
transportation.
• Fixed base operator facilities should be lo-
cated so as to maximize exposure to mar-
keting opportunities, but separate from
the administration building.
• Minimize the separation, or splitting, of
general aviation functional areas.
• Minimize taxiing times from parking, tie
down, hangar storage, and fixed base op-
erator areas, with priority access to itiner-
ant operations.
• Locate itinerant operational and fueling
areas close to the administration building.
b. Commercial Service Airports.
• Separate airline, general aviation and com-
muter traffic in the apron area but provide
for easy access of general aviation and
commuter passengers to the airline
terminal.
• Consolidate general aviation functional
areas.
• Separate special air carrier functions such
as shuttle, commuter, charter and interna-
tional, but provide for ease of access to
each other and to domestic services.
• Facilitate the inter -airline transfer of pas-
sengers and baggage.
• Encourage the joint use of airline facilities.
• Minimize the curbside to apron walking
distance, processing and transit time.
• Minimize auto parking to curbside access
time and walking distance and access
times to rental car facilities.
• Provide a convenient and reliable public
transportation - curbside interface.
• Simplify internal airport vehicle circula-
tion and terminal access systems; separate
commercial/service vehicles from pas-
senger vehicles.
• Centralize administration facilities and
provide adequate employee service facili-
ties, such as convenient auto parking, ac-
cess to public transportation and direct ac-
cess to off airport highway systems.
• Allow for cargo growth potential and pos-
sible expansion of all -cargo aircraft ac-
tivity. Facilitate cargo transfer and access.
If separate cargo buildings are warranted,
they should be in reasonable proximity to
the passenger terminal.
• Provide for potential growth in helicopter
traffic.
• Provide for efficiency in apron operations,
particularly with respect to aircraft and
service vehicle maneuvering.
• Locate modern fire, crash and rescue facili-
ties so as to meet or exceed response time
criteria.
• Locate aircraft refueling facility within rea-
sonable proximity to terminal area and
provide access separate from public en-
trance road.
• Locate rental car maintenance facilities so
that they are accessible to terminal area.
The application of these criteria, as well as the
development and application of other criteria ap-
propriate to the individual airport case, should be a
coordinated undertaking among airport operator,
consultant and users.
6. ALTERNATIVES REVIEW. Should the assess-
ment of the airport's capacity show that substantial
expansion would be necessary to accommodate
projected demand, there should be an investigation
of alternatives. The alternative of doing nothing and
transferring some or all of the operations to another
airport (existing or new) should be studied in order
to determine whether the investment required to
expand the existing airport's capacity can be sup-
ported on aeronautical, financial and environmen-
tal grounds. A most important objective in this
review is making the best use of existing facilities.
a. The consequences of doing nothing should
be carefully investigated and reviewed in the light
of the community's social and economic goals. The
short term consequences of inaction may not be
readily quantifiable but the long-term impacts may
be severe and the opportunities for providing addi-
tional capacity diminished.
b. The provision of separate "reliever" airports
for general aviation that will draw traffic from the
busy commercial service airport is a well recognized
33 • Ch. 6—Requirements Analysis and Concepts Development
way of reducing general aviation demand. The divi-
sion of airline traffic by type, such as international,
domestic, and shuttle among two or more airports
can systematically balance demand and capacity.
c. The investigation of new site possibilities
should be general in nature, and limited in scope to
that which is necessary to make a decision on alter-
natives. The principal considerations for com-
parison of new sites to the existing airport will be
airspace and airspace capacity, airfield and ground
access development costs, user ground access
costs, (including value of time), aircraft operational
costs, environmental impacts, financial feasibility,
and long-term viability. Consideration also must be
given to alternative roles for the existing airport and
alternative transfer times to a hypothetical new
airport.
7. AIRSPACE AND AIR TRAFFIC CONTROL. In
discharging its responsibility for managing the air
traffic control system and in assuring flight safety,
the FAA performs a number of functions which
have a direct bearing on the development of the
airport master plan. The planner should be familiar
with the pertinent activities and how and when
they may be applicable.
Areas of particular importance involve the es-
tablishment of air traffic procedures concerned with
the use of the terminal airspace, particularly for
approaches and departures; the determination of
what constitutes an obstruction to air navigation;
and the provision of electronic and visual approach
and landing aids.
The airport master planning and layout plan
approval process serves as a focal point for FAA
recommendations with respect to the future de-
velopment and operation of the airport.
a. In developing instrument terminal flight
procedures, the FAA is guided by the document
"United States Terminal Instrument Procedures"
(TERPS) and by FAR Part 91 for VFR procedures. A
similar document, "Procedures for Air Navigation
Services - Aircraft Operations" (PANS-OPS), pro-
mulgated by ICAO, is applicable in the develop-
ment of procedures for non-U.S. airports. Famil-
iarity with the material contained in these publica-
tions will assist the planner in determining
CHAPTER 7 AIRPORT SITE SELECTION
Raleigh County Memorial, Beckley W Virginia
1. GENERAL. Selecting a site for a new airport
comes from a decision that existing airport facilities
cannot be expanded to accommodate aviation de-
mand. In arriving at such a decision, there will
likely have been an investigation of potential new
airport sites for comparison with the alternative of
continuing all operations at the existing airport.
Master planning for high activity airports will
often include an investigation of potential new sites
to permit a review of all options for providing addi-
tional capacity, as discussed in Chapter 6. In these
cases the emphasis is on the need for and feasibility
of a new airport; the site investigation is limited in
scope to that which is necessary to make an in-
formed decision. If the decision points to the need
for a new airport then there should be a preliminary
determination on the role of the existing airport, the
limits to which it might be upgraded and the timing
of transfer of some, or all, operations. to the new
location.
Thus, the site selection process may be a refine-
ment of the preliminary investigation of alternatives
during the master planning of an existing airport.
On the other hand, it may result from a need identi-
fied in other prior or ongoing study efforts as in
regional or state system planning.
Prior to initiating a detailed site selection study,
there should be sufficient evidence of the need for a
41
42 . Airport System Development
new airport and its viability in terms of potential
community and user support as well as the legal,
organizational and financial capability to build and
operate it.
The scope of the site selection process will vary
with the size, complexity and role of the proposed
airport. While many of the steps will be equivalent,
the sophistication of the analysis and the complex-
ity of the decision making process can vary greatly,
in line with the magnitude of the potential develop-
ment investment.
2. STUDY ORGANIZATION AND ROLE DEFINI-
TION. While the organization and preplanning con-
siderations outlined in Chapter 3 are generally ap-
propriate to a site selection study, there may exist
the possibility that a public agency other than that
which operates the existing airport would construct
and operate a new airport. If the establishment of a
new organization is an issue, this may be a study
element in the project, or a parallel activity that
involves timely enactment of enabling legislation. It
is also possible that a new organization would spon-
sor the site selection study. In any case, the agency
sponsoring the study should be one that is legally
and financially capable of developing the airport.
This is a requirement if Federal financial assistance
for the planning study is contemplated.
There should be a consensus as to the intended
role of the new airport, at least to the extent that its
requirements and size can be ascertained. Prior
master or system planning studies will likely have
made this preliminary determination. This does not
rule out a changing of the new airport's role as a
result of the study findings. This could occur for a
new commercial service airport based on environ-
mental impacts, site remoteness or financial limita-
tions. This should not be the case for general avia-
tion or reliever airports. The role of a new
commercial service airport could be:
Supplement the existing commercial service
airport, with emphasis on a specific type of
traffic such as international and long haul
domestic;
Replace the existing airport for all operations,
with the existing airport reverting to non -avia-
tion use; and
— Replace the existing airport for all air carrier
operations with the existing airport reverting
to general aviation status with the possibility
of limited air carrier shuttle or short haul
traffic.
An airport site can be selected and preserved, or
land banked, for potential future use. Detailed
planning for the site would then be delayed until
justified by demand. The opportunity for this
should not be overlooked when an existing military
facility becomes a candidate site. Innovative interim
uses may be possible to assure its availability if
cessation of military activity is contemplated.
3. SITE SELECTION PROCESS, OVERVIEW. In
many cases site selection follows from recommend-
ations made in prior studies of existing airports to
accommodate increased aviation demand. There-
fore, much of the information, such as demand
forecasts and capacity needs, will be available and
can be used with minimum refinement to deter-
mine general airport size and requirements. If this
is not the case, then of course, this kind of informa-
tion must be compiled.
a. When basic information has been as-
sembled the process moves on to a screening of
potential sites and the selection of the most appro-
priate candidate. Again, prior studies may have
identified and evaluated potential sites and the pro-
cess may consist largely of a review and refinement
of this work. Whatever the case, there is a sys-
tematic evaluation of all potential sites, screening
out those that have obvious shortcomings in terms
of construction costs, topography, airspace, access,
and environmental impacts. The number of candi-
dates is narrowed to the fewest possible. Then there
is detailed review of each for comparative purposes.
This review can be aided by the application of
comprehensive evaluation criteria based on com-
munity and regional values and plans as well as
traditional technical factors. The evaluation process
must include a visual inspection of candidate sites.
b. Where the need for the new airport is not
immediate, it will be necessary to make a transfer
analysis. This will compare quantifiable costs of
various transfer times from the existing to new air-
port, assisting in decisions on scheduling land ac-
quisition, construction and financing for the new
facility as well as modernization decisions relative to
the existing airport.
c. The site finally selected will be subjected to
the rigorous review of alternatives as required un-
der the NEPA and commitments will be made on
specific environmental mitigative measures. It will
likely receive a large measure of public scrutiny
through information sessions, representation on
policy, advisory and review committees and finally,
public hearings.
The site must also receive the required Federal,
state and local governmental approvals and cer-
tifications, and the need for a new airport will be
indicated in the FAA's National Plan of Integrated
Airport Systems.
d. The process then moves on to the plans
development stage where airfield, terminal and ac-
cess concepts are detailed within the context of the
approved site. This assumes that the transfer analy-
sis supports an early initiation of the planning and
design activities.
4. DATA ASSEMBLY AND FACILITY REQUIRE-
MENTS. Information may be available from a prior
master planning study done for an existing airport
which found that a new airport is needed. At most,
an updating of this basic data will be needed. Addi-
tional information on a region -wide basis will be
necessary in support of the site investigation ac-
tivity and will include:
— Mapping for the region within which candi-
date sites could conceivably be located, in-
cluding aerial photogrammetry, to-
pographical and geological maps;
— Comprehensive land use and transportation
plans;
— Utility networks, both above and below
ground;
— Data and charts on ground and surface water
conditions and flow;
— Specific data on soil conditions and avail-
ability of construction materials;
— Pertinent land use controls and building
regulations;
— General information on land ownership and
value;
43 • Ch. 7—Airport Site Selection
— Environmental information on a regional
basis similar to that discussed in Chapter 4,
paragraphs 5 and 7;
— Aeronautical charts and other appropriate air-
space and air traffic control information;
— Meteorological information, including wind
data, for all relevant stations —these condi-
tions can vary significantly from airport to
airport within the same general region, and
— Information on structures that could con-
stitute obstructions and land uses which
could attract birds.
The level of detail required for some of this infor-
mation, such as local land use controls, ownership
and values, and soil conditions will be greatest, of
course, for the final candidate sites.
Facility requirements and general airport sizing
may have been determined in prior studies or there
may be sufficient information to develop a prelimin-
ary conceptual configuration and airport size,
which should be sufficient for initial site screening
purposes. However, when the candidate sites are
narrowed down to a final few, it will be necessary to
refine the concepts to fit site specific requirements.
The guidance in Chapter 6 should be followed in
developing site -oriented concepts. It can be ex-
pected that the concepts presented for the site final-
ists may be modified during the plans development
stage and possibly even further during design.
However, modification should not be so extensive
as to invalidate the environmental impact statement
or jeopardize local support.
5. EVALUATION CRITERIA. To evaluate candidate
sites systematically, there must be criteria which
can be applied to each site as a basis for comparison.
Values must be assigned to each of the criterion
based on relative importance. The assignment of
values may be difficult due to different points of
view of what is important and because the nature of
the available data will preclude some of the criteria
from being quantified. There also may be cases
where a unique consideration exists which cannot
be applied to all sites and has to be treated sepa-
rately. On the other hand, there may be one overrid-
ing factor which rules out the need for a systematic
evaluation.
44 • Airport System Development
If a systematic evaluation of candidate sites is
appropriate, the following types of evaluation crite-
ria should be considered.
a. Operational Capability - Even if all candidate
sites, once developed, could provide the opera-
tional capability required by the airport's role, there
may be a variation among sites as to how well each
can perform. For example, the achievement of
lowest category II minima at a site may not be possi-
ble. While this may not be critical, the occasional
requirement for such capability would indicate a
small reduction in service reliability and would con-
stitute a limitation.
b. Capacity Potential - If the need for the new
airport is based largely on the requirement for addi-
tional capacity, the capability of the site to provide
long term capacity is important. Demand forecasts
beyond the traditional planning horizons of, say, 20
years will be highly speculative. However, insuring
capacity capability for long-tergi forecast demand is
important. Key factors are land availability, to-
pography, environmental impacts, and airspace
use.
c. Ground Access - An important consideration
in how well an airport serves the public's air trans-
portation needs is the airport's accessibility. The key
factor is access time, which depends on distance
and the ground transportation infrastructure. An-
other factor is cost of personal and public transpor-
tation and operating/maintenance costs for public
transportation services.
d. Development Costs - Development costs in-
clude airfield, terminal, and ground transportation
capital costs and land acquisition costs. The impor-
tance of development costs are obvious. Also ob-
vious is the fact that there are limits beyond which
the project may not be financially feasible or at
which the costs far outweigh the benefits. This
threshold is quantifiable and easily understood.
Relative cost data will suffice. Precise figures are not
necessary. The key factors influencing construction
costs are topography, geology, ground access dis-
tance and systems, land values and utility system
availability.
e. Environmental Consequences - The environ-
mental impacts associated with airport develop-
ment and operation cannot be overemphasized in
that they may be critical to gaining site approval,
-regardless of where the site may fall in the ranking
process. Environmental impacts must be assessed
in terms of both the human and natural
environment.
(1) Aircraft noise is usually the first impact
which comes to mind. It can be determined through
the use of noise contours based on the general
airport configuration, runway use and activity fore-
casts. The noise impact factor will probably have the
greatest influence on how the site fares in term of
public acceptance.
(2) The impact of the airports location on the
flora and fauna and biotic communities, while im-
portant, may not weigh heavily during the early
stages of the site evaluation process, unless there
are endangered species which will be affected.
(3) While air quality and ground/surface
water quality impacts are important, they will likely
not differ significantly from one site to the other.
Water:quality impacts can usually be minimized
through airport planning and design treatment.
The air quality impacts are not usually significant,
except in densely populated urban environments
where the airport, along with other sources, jointly
contribute to the violation of air quality standards.
(4) A change in the use of the land, either
direct or induced, from agricultural and forest to
more intense development is a quantifiable factor,
but its relative value is subjective.
(5) The existence of endangered species; the
presence of historic, archaeological, architectural
and cultural resources; and a potential effect on
parks and recreation areas are evaluation factors
which are unique and require separate considera-
tion.
f. Socio-Economic Factors - These include the
relocation of families and businesses, changes in
employment and commercial patterns, changes in
tax base and the demand for new public services at
the new site.
g. Consistency with Areawide Planning - A major
airport can be one of the most crucial influences on
regional growth patterns. Even a small airport can
have substantial impacts on land use patterns. How
well the candidate site fits regional land use policy
as expressed in the comprehensive land use and
transportation plan or in a regional airports system
plan will be a key factor in gaining public
acceptance.
6. SITE EVALUATION. If the screening of sites re-
sults in more than one solid candidate, then an
application of the evaluation criteria discussed in
paragraph 5 will be appropriate. If it is not clear
which site is superior, then there must be a further,
more rigorous, application of the evaluation
criteria.
This will involve assigning values to the criteria,
rating each site and summing the weighted ratings.
The summations and the weighted ratings are then
reviewed and subjected to a sensitivity analysis to
detect distortions in the logic.
It cannot be assumed that this analysis con-
clusively points to the best site or that which will
finally be selected. There may be overriding poh -
cal, jurisdictional, institutional, environmental or
financial considerations which may influence the
choice of sites.
a. The process of assigning values to evalua-
tion criteria and rating sites will usually be per-
formed, at least initially, by the consultant, individ-
ually or in conjunction with the airport operator. In
the more complex studies, there may be more ex-
tensive participation in determining values for cri-
teria and in ratings. For example, it may be useful to
conduct surveys among members of an appropriate
advisory committee or committees to obtain values
for the criteria, or a consensus may be required
from members of the policy committee as to the
assignment of values.
b. The application of evaluation criteria will be
aided by field investigation. This will involve the
physical inspection of candidate sites to review per-
tinent physical characteristics. It may be necessary
to take soil samples and borings. Access times over
different routings should be noted as well as any
other pertinent observations. Ground level pho-
tographs, including a 360 degree horizon profile,
will prove useful. An aerial inspection of potential
sites may prove highly desirable in gaining a visual
overview. This may include simulating approaches
and departures to hypothetical runways and, if pos-
sible, taking aerial photographs.
45 • Ch. 7—Airport Site Selection
7. TRANSFER ANALYSIS. A comparative analysis
should be performed for the existing airport and the
new airport to determine the best timing for trans-
fer of all or part of the existing operations to the new
airport. The transfer analysis may assist in schedul-
ing development of the new site and in determining
whether interim expansion of the existing airport's
capacity to prolong its useful life is economically
justified.
a. The analysis is an economic one and does
not treat social, environmental and political issues.
Total cash costs for different transfer dates are com-
puted and the date with the lowest cash cost is the
theoretically best transfer date from an economic
standpoint. Cash costs include those attributable to
airport and access construction costs, aircraft delay
costs and user ground access costs. The costs are
computed in constant (today's) dollars and convert-
ed to "present value". (Present value is a concept
used to compare costs incurred in different time
periods. The present value is the amount of money
necessary to invest today at the going interest rate
in order to have a specific sum of money available at
a given date in the future. The interest rate used
should reflect the market cost of capital.)
b. Construction costs and aircraft delay costs
can be estimated with sufficient accuracy consistent
with the nature of the analysis. However, the eco-
nomic analysis may be highly sensitive to the value
of time assigned to passenger airborne delay costs
and to airport user ground access costs. For exam-
ple, the assignment of high value for time in com-
puting user ground access costs will likely favor a
later transfer date to a remote new airport site. On
the other hand, assessment of a higher value to
passenger airborne delay costs will favor early
transfer from the congested existing airport. While
it is appropriate to consider dollar "proxies" for the
value of time (and probably most appropriate to
assign conservative values), the planner should un-
derstand the sensitivity of the transfer analysis to
these assumptions.
8. REGIONAL AIRPORTS. The potential for hav-
ing one airport serve the aeronautical interests of
two or more communities, which would otherwise
have individual airports, should not be overlooked
during requirements analysis and site selection ac-
tivities. Such consideration is most appropriate
46 . Airport System Development
when two or more nearby communities are in need
of major airport improvements or new sites.
a. The benefits of regional airports are numer-
ous. The consolidation of general aviation activities
results in better services for the user and the consol-
idation of commercial service will result in better
schedules and frequencies for the passenger.
The higher revenues, lower overall operational
and maintenance costs, and possibly even lower
capital costs, could result in a self-sufficient airport
operation. If this is not feasible, at least the distribu-
tion of airport costs over a larger population is a
distinct advantage.
b. In analyzing the potential benefits that
might be derived from consolidation of demand,
the key factor will be user access distance and time.
The elasticity of the ground access will directly in-
fluence the meeting of demand and should be care-
fully evaluated through user surveys and examina-
tion of the regional transportation infrastructure.
c. If the benefits of the regional alternative
clearly outweigh the costs, endorsement by the di-
rectly involved communities may be achievable.
A Early identification of the potential for re-
gional airport applications is a function of airport
system planning. Should the concept prove feasible
as a result of a follow on master planning study, the
support of state authorities should be enlisted for
purposes of state financial assistance and the estab-
lishment of a regional airport authority.
9. SITE APPROVAL. Timely site approval by the
sponsor who will develop and operate the airport is
important because it permits implementation of the
necessary steps to assure airport establishment
while the decision making apparatus is politically
and organizationally intact. The extensive coordi-
native activities that may have taken place to gain
public consensus on the need for an airport and
where it should be located should not be wasted
due to inaction.
Assuming that state and regional approval pro-
cedures have been followed, an important next step
will be Federal approval. FAA approval is necessary
if financial assistance under the Airport and Airway
Improvement Act for follow on planning or site
acquisition and development is contemplated. Such
approval must be supported by environmental doc-
umentation (see Chapter 8), public hearings and
evidence that the proposed airport will be reason-
ably consistent with the planning for the area in
which it is to be located.
Regardless of the applicability of Federal financial
assistance in the planning or development of the
airport, the FAA will advise on the aeronautical
suitability of the site after having studied the site
from the standpoint of airspace use as required by
FAR part 157.