R FAA

Transcription

1 Chapter Four Section 01 - Introduction Section 02 - Criteria for Determination of Facility Requirement Recommendations Section 03 - FAA Design Standards & Non-Standard Conditions Section 04 - Airfield and Airspace Capacity Photo: Glenn Suttenfield 4 Section 1 - Introduction This chapter identifies recommended facilities necessary to satisfy the 20-year forecast of aviation demand at the Shenandoah Valley Regional Airport (SHD). It further identifies facilities needed to adhere to airfield design standards promulgated by the Federal Aviation Administration (FAA) and addresses the goals and objectives of the Shenandoah Valley Regional Airport Commission. For purposes of this analysis, facility needs are discussed based upon their role in serving SHD s airfield or terminal area functions. Airfield facility components include runways, taxiways, navigational aids, aircraft parking areas, and airfield marking, signage and lighting. Terminal area facilities include hangars, the terminal building, airport access and automobile parking, fencing and security, and support facilities. These components serve as the foundation for the airport s capacity and efficiency, and any deficiencies in the design or implementation of the components may create unnecessary congestion or delay in the air transportation system. This chapter is organized to provide: Section 05 - Airside Section 06 - Landside Section 07 - Support Facilities Section 08 - Land Acquisition Section 09 - Demand Based Development Section 10 - Summary an overview of the criteria utilized to develop SHD s facility requirement recommendations for the planning period an identification of existing non-standard FAA design conditions a review the airspace and airfield capacity of SHD recommendations for specific airfield and terminal area improvements and/or facilities. Potential options and preliminary costs for providing identified facilities are to be evaluated in the Alternatives Analysis (Chapter Five). January 2016 Page 4-1

2 Chapter Four 4 Section 2 - Criteria for Determination of Facility Requirement Recommendations The need for new or expanded facilities at SHD is based upon the following factors: Standards presented in FAA Advisory Circular 150/ A (AC-13A), Airport Design Fundamental Airfield Development Criteria Inventory of Existing Facilities (Chapter Two) Forecasts of Aviation Demand for SHD (Chapter Three) Design Aircraft (Chapter Three) Goals and objectives of the Airport Commission Pursuant to FAA AC 150/ A (AC-13A), Airport Design, airports and their associated runways and taxiways are designed and constructed for the most demanding airplane (critical design airplane) currently using or projected to use the facility on a regular basis. The FAA has established airport design criteria based on the airport reference code (ARC) designation, which provides minimum safety standards in accordance with the performance characteristics of the family of aircraft represented by the airport s critical or design aircraft. This particular aircraft, as determined with respect to approach speed and wingspan, is within a design category or family of airplanes that conduct at least 500 annual itinerant operations (combination of landings and takeoffs) per year at the airport. The types of approach aids, lighting, and navigational equipment required at an airport are determined primarily by the level of annual activity, weather, terrain characteristics, and role of the airport in the national system of airports. Guidelines for fundamental airfield development are contained in FAA Order C, Field Formulation of the NPIAS. Fundamental development is considered to be the basic configuration recommended for an airport in the national system and is affected by the type of activity the airport serves. It includes, but is not limited to; land acquisition, aircraft movement areas, landing and navigation aids, and aircraft parking areas. Since SHD is a well-developed facility, many of the fundamental elements have previously been established. However, as SHD continues to grow it is important to consider the expansion or addition of fundamental development to support current and future demand. Development determined to be necessary based upon the analysis contained in this chapter will follow these standards. Fundamental development should be recommended in accordance with the standards and criteria contained in appropriate Advisory Circulars and Orders. Delta Airport Consultants, Inc. Page 4-2

3 Documentation of existing and future design aircraft also influences facility requirement recommendations and needs. As discussed in previous chapters, SHD is currently designated as a commercial service airport with an ARC of C-III. As determined in Chapter Three, the existing design aircraft for SHD is the Embraer 135 and Dash-8 while the future design aircraft is to be the Embraer 135, Dash-8, and Airbus-319. Accordingly, recommended airfield components designed to support Runway 5-23 as well as SHD s terminal facilities for this planning period are to be designed to accommodate the following aircraft: Approach Category C Aircraft - Approach speeds of 121 knots up to, but not including 141 knots Design Group III Aircraft - Wingspans of 79 feet up to, but not including 118 feet It is recommended that SHD remain an ARC C-III airport throughout the planning period. As discussed in Chapter Three, several segments of aviation activity are forecast to experience an increase in operations during the 20-year planning period and hold the potential for accelerated growth beyond forecast levels. These factors include the return of less than daily scheduled air carrier service, growth of the Blue Ridge Community College Flight Department, expansion of services by Dynamic Aviation, and/ or development of an adjoining parcel of land by a major employer. In order to accommodate forecasted growth while at the same time cognizant of the potential the above scenarios may have on SHD, airfield improvements and/or facility enhancements are necessary. The goals and objectives of the Airport Commission also play a significant role in determining the future facility needs and development opportunities for SHD. As discussed in Chapter One, the Airport Commission has set seventeen distinct focus areas as part of this planning effort aligned in the following categories: Airfield & Airspace evaluate enhancements to SHD Airspace including the potential for lower visibility minimums Commercial Passenger Terminal Facilities evaluate the separation between the general aviation and airline terminal areas. Consider expansion possibilities of the existing air carrier terminal to accommodate a less than daily carrier. General Aviation Facilities review the layout and capacity of the existing hangar areas and aircraft parking apron Cargo Facilities evaluate opportunities to support a dedicated Air Cargo Area Support Facilities review the potential to relocate the existing fuel farm and construct an ARFF Training Area Access, Circulation, and Parking analyze SHD s wayfinding elements with emphasis on the Route 256 and Route 711 corridor. January 2016 Page 4-3

4 Chapter Four 4 Section 3 - FAA Design Standards & Non-Standard Conditions FAA Advisory Circular (AC) 150/ A, Airport Design, provides design standards for airport geometrical layout, runway and taxiway/taxilane design and associated elements. The guidance provided by AC 150/ A references many other AC documents for specific applications and is complemented by 14 CFR Part 77. A key objective of any airport planning project should be to identify any non-standard conditions that exist at the facility and offer recommendations on actions to achieve full compliance with FAA standards. Table 4-1 notes non-standard conditions for SHD. Table 4-1. Non-Standard Conditions* Non-Standard Condition Runway/Taxiway separation Source: FAA AC 150/ A 4 Section 4 - Airfield and Airspace Capacity The ability of an airport to accommodate aviation activity is a function of the number of runways, the runway and taxiway configuration, and the mix of aircraft using the airport. The capacity of any runway is finite with respect to the number of hourly and annual operations it may ultimately accommodate. Moreover, capacity is expressed by two principle terms: annual service volume and hourly capacities under Visual Flight Rules (VFR) and Instrument Flight Rules (IFR). These variables are used to provide a quantitative breakdown of the airport s annual service volume (ASV) and hourly capabilities (VFR and IFR). The procedures used for this analysis are detailed in FAA AC 150/5060-5, Airport Capacity and Delay and FAA Airport Design Program, Version 4.2D. 4.4 Part 01 - Runway Capacity Existing Standard Remarks MOS in place Existing Runway Capacity Analysis Annual service volume (ASV) was calculated for the existing runway system configuration at SHD and supports existing and future capacity requirements. Table 4-2 presents a comparison of existing demand versus existing capacity using the FAA Airport Design Program, Version 4.2D. Delta Airport Consultants, Inc. Page 4-4

5 Table 4-2. Existing (2014) Demand versus Existing Capacity Total Operations 1 Annual Service Volume Total Operating Capacity Note: 1 Total Operations (11,918) rounded for calculations. Sources: FAA Design Program Version 4.2D Delta Airport Consultants, Inc. Future Runway Capacity Analysis The future runway capacity was calculated using the same procedure as previously described for Runway As presented in Table 4-3, forecasted demand versus future runway capacity is expected to increase to 9 percent of the ASV during the planning period. No additional runway capacity improvements are required for the planning period. 4.4 Part 02 - Airspace Capacity As detailed in Chapter One, Class E airspace surrounds SHD. Class E airspace is a controlled area which includes airspace corridors identified as federal airways, or which accommodate jet traffic at low altitudes. According to the Support Manager for Airspace and Procedures at Washington Center, there are currently no airspace capacity deficiencies or planned changes that would affect the airspace around SHD. 4.4 Part 03 - Obstructions Existing Obstructions 12, ,000 6% Table 4-3. Future (2033) Demand versus Existing Capacity Total Operations 1 Annual Service Volume Total Operating Capacity 17, ,000 9% Note: 1 Total Operations (16,658) rounded for calculations. Sources: FAA Design Program Version 4.2D Delta Airport Consultants, Inc. A survey was completed to determine if there are obstructions to the Part 77 surfaces up to 100 feet above airport elevation. The obstruction analysis has determined that there are obstructions to the existing Part 77 surfaces to Runway 5. There are no identified obstructions to the approach surfaces to Runway 23. It is recommended in Phase I that all existing obstructions to the Part 77 Approach surfaces to Runway 5 be cleared where practicable, and those that cannot, be mitigated by obstruction lighting. The first priority for obstruction mitigation in the Part 77 surfaces will be acquisition of sufficient property interest in affected lands and removal. However, the cost of acquisition of such property interests (i.e. eminent domain proceedings, etc.) may exceed the cost of installing obstruction lighting. If such an instance occurs, the Commission may coordinate this alternative with the FAA. January 2016 Page 4-5

6 Chapter Four 4 Section 5 - Airside The airport facility requirements are based upon AC-13A as it relates to the current and future design aircraft. As discussed previously, the design aircraft determines the airport reference code from which the airside geometrics are evaluated. 4.5 Part 01 - Runway Analysis This section evaluates the runway length, width, safety areas, and object free areas based on the existing and future aircraft expected to use SHD. The recommendations are based on FAA advisory circulars, specific manufacturers aircraft performance data, and runway use limitations placed on fractional owner operations such as Federal Aviation Regulation (FAR) Part 91K. Discussion of the runway lighting system is in Section 4.5, Part 06 of this chapter. Runway Length and Width The determination of runway length required for an airport is based on standards presented in AC-13A, Chapter 3 and FAA AC 150/5325-4B, Runway Length Requirements for Airport Design. The recommended length for a primary runway at an airport is determined by the family of airplanes having similar performance characteristics requiring the greatest runway length. Additional factors considered include critical aircraft approach speed, maximum certificated take-off weight, useful load and length of haul, the airport s field elevation above sea level, the mean daily maximum temperature at the airfield, and typical runway surface conditions, such as wet and slippery. The initial analysis of recommended runway length for Runway 5-23 at SHD is based on Advisory Circular 150/5325-4B, Runway Length Requirements for Airport Design, which offers guidance on runway length analysis. Using the Airport Planning Manual (APM) for the Airbus A319 and the Airbus A320, the recommended runway lengths are 4,900 feet and 5,400 feet respectively (Figures 4-1 and 4-2). The runway length analysis for SHD was also performed using FAA Airport Design Computer Program 4.2D and procedures outlined in AC-13A. The program includes an aircraft fleet profile designed to be representative of the small and large aircraft that comprise the general aviation aircraft fleet in the United States. For SHD, the program produced a recommended runway length of 6,250 feet to accommodate Airplanes of more than 60,000 pounds (see Table 4-4). The program adjusted for wet runways which helped to calculate the recommended runway length. The existing runway width of 150 feet meets the current standards for a runway with a Runway Design Code (RDC) of C-III-2400 for aircraft greater than 150,000 pounds. In reviewing the runway length requirements produced from the aircraft performance charts and computer program, and from speaking with the Commission staff and obtaining input from airport users, the existing useable primary runway length of 6,000 feet for Runway 5-23 was found to be adequate to accommodate the design craft of an Airbus A319. Delta Airport Consultants, Inc. Page 4-6

7 Airbus A319 Take-off Weight Limitations Figure 4-1. Airbus A319 Take-off Weight Limitations Source: Airbus A319 Airplane Characteristics For Airport Planning AC, Revised December 2007 January 2016 Page 4-7

8 Chapter Four Airbus A320 Take-off Weight Limitations Figure 4-2. Airbus A320 Take-off Weight Limitations Source: Airbus A320 Airplane Characteristics For Airport Planning AC, Revised December 2007 Delta Airport Consultants, Inc. Page 4-8

9 Table 4-4. FAA Airport Design Runway Length Requirements Airport Runway Data Airport Elevation (MSL) Source: FAA Design Program Version 4.2D 1,201 feet Mean daily temperature of the hottest month 73 F Maximum difference in runway centerline elevation Length of haul for airplanes of more than 60,000 pounds Runway Length Recommended for Airport Design Small airplanes with approach speeds of less than 30 knots Small airplanes with approach speeds of less than 50 knots Small airplanes with less than 10 passenger seats 27 feet 900 miles 340 feet 900 feet 75 percent of these small airplanes 2,730 feet 95 percent of these small airplanes 3,240 feet 100 percent of these small airplanes 3,840 feet Small airplanes with 10 or more passenger seats Large airplanes of 60,000 pounds or less 4,210 feet 75 percent of these large airplanes at 60 percent useful load 5,410 feet 75 percent of these large airplanes at 90 percent useful load 6,900 feet 100 percent of these large airplanes at 60 percent useful load 5,500 feet 100 percent of these large airplanes at 90 percent useful load 7,810 feet Airplanes of more than 60,000 pounds 6,250 feet While there is no current justification for a longer runway within the planning period, it is recommended that an ultimate extension of 1,000 feet to Runway 5-23 be depicted on the SHD Airport Layout Plan (ALP). A longer runway may be required to accommodate future cargo operations or heavy maintenance operations at the Airport. Including a 1,000 foot extension on the ALP will help the Airport Commission and community be aware of the impacts of the extension and prepare accordingly to protect the environment around the Airport should the extension become necessary. The Airport Commission is committed to working with Augusta County officials to protect the land use and zoning around SHD for the ultimate runway length of 7,000 feet. The FAA has reviewed this option and generally accepts the basis for depicting a 7,000 foot ultimate runway for SHD. January 2016 Page 4-9

10 Chapter Four Runway Magnetic Declination Runway 5-23 has a true bearing of N E or, converted to decimal degrees, N38.640E. According to the National Oceanic and Atmospheric Administration (NOAA), the magnetic declination at the Airport Reference Point (April 2015) is W (9.500W when converted to decimal degrees) and drifting approximately 00 2 W (.030W when converted to decimal degrees) per year. The magnetic bearing for Runway 5-23 is the true bearing corrected for the magnetic declination at a particular time. If the declination is westerly, it is added to the bearing. The current magnetic bearing (in decimal degrees) for Runway 5-23 is: N38.640E W = N48.140E A change in runway numbers will be required once the magnetic bearing reaches N55.000E, or from the current magnetic bearing. Since the magnetic declination is only drifting approximately.030w per year, or approximately 10 every 33 years, the runway designator numbers will not require any changes in the near future. Pavement Strength and Condition As noted previously, the existing design aircraft for SHD is a composite of the Embraer Legacy business jet and the Dash- 8 turboprop while the future design aircraft is the Airbus A319. The existing design aircraft have max take-off weights of between 40,000 and 50,000 pounds while the future design aircraft has a max take-off weight of approximately 165,000 pounds. Runway 5-23 is constructed of asphalt and is currently reported at a strength of 75,000 pound single wheel, 150,000 pound dual wheel, and 215,000 dual tandem. The PCN for SHD is 44/F/B/ X/U. The runway was last rehabilitated in 2005 and, according to the 2014 SHD Pavement Management Update, has a Pavement Condition Index (PCI) of 63. The FAA is programming AIP funding for runway rehabilitation (cracksealing) in It is further recommended that Runway 5-23 be rehabilitated during Phase II with a pavement overlay. Aircraft operators utilize the published PCN number to help determine if an airfield pavement strength is able to accommodate their aircraft. WHAT DOES THE PCN NUMBER MEAN? 44/F/B/X/U 44: Load bearing capacity of the pavement based on a standard single wheel load at a tire pressure of 181 psi F: Flexible pavement (asphalt) B: Subgrade (soil) strength of Medium X: Maximum tire pressure of High U: Indicates the 44 number was calculated based on physical testing and not theoretical PCN ADDITIONAL INFORMATION CAN BE FOUND IN AC 150/5335-5C Delta Airport Consultants, Inc. Page 4-10

11 Runway Safety Areas (RSA) A RSA is defined as a surface surrounding the runway which is suitable for reducing the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion from the runway. AC-13A designates a minimum runway safety area based on the airport reference code of the runway. A runway with an RDC Code of C-III-2400 is required to have an RSA of 1,000 feet beyond the runway end and 250 feet either side of runway centerline. Runway 5-23 at SHD currently meets these standards. It is recommended that the RSA for Runway 5-23 be maintained throughout the planning period. Runway Obstacle Free Zone Figure 4-3 illustrates the runway obstacle free zone (OFZ) for SHD, which is the volume of airspace centered above the runway centerline and is required to be clear of all objects, except for frangible NAVAIDs. These NAVAIDs need to be located in the OFZ because of their function in order to provide clearance protection for aircraft landing or taking off from the runway, and for missed approaches, where applicable. The OFZ is subdivided as follows: Runway OFZ - The airspace above the runway surface centered on the runway centerline. The elevation of the OFZ at any point is the same as the elevation of the nearest point on the runway centerline. The OFZ extends 200 feet beyond each runway end; however the width may vary depending on the runway classification. SHD has standard OFZ lengths. Inner-Approach OFZ - The volume of airspace centered on the approach area, and applies only to runways with an approach lighting system (ALS). Consequently, this does not apply to SHD. Inner-Transitional OFZ represents the volume of airspace along the sides of the runway OFZ and the inner-approach OFZ, and applies only to runways with approach visibility minimums lower than three-quarter statute miles. Consequently, this does not apply to SHD. Runway 5-23 at SHD currently meets these standards. It is recommended that the ROFZ for Runway 5-23 be maintained throughout the planning period. January 2016 Page 4-11

12 Chapter Four Obstacle Free Zone (OFZ) Shenandoah Valley Regional Airport Runway Object Free Area Figure 4-3. Exhibit 4-3 OFZ Source: FAA Advisory Circular 150/ A The runway object free area (ROFA) is a two dimensional surface centered on the runway centerline. It is provided to enhance the safety of aircraft operations by having the area free of objects except for those that need to be located within the ROFA for air navigation or aircraft ground maneuvering purposes and to taxi and hold aircraft in the ROFA. The ROFA clearing standard requires clearing the OFA of above ground objects protruding above the runway safety area edge elevation. A runway such as Runway 5-23 with an RDC of C-III-2400 is required to have an ROFA of 1,000 feet beyond the runway end and 400 feet either side of runway centerline. The Runway 5 glide slope antenna and shelter are located between Runway 5 and the parallel taxiway within the runway object free area (ROFA). Current FAA guidance recommends, where practicable, that glide slope facilities be located outside the ROFA. It is recommended that a siting analysis be conducted for the relocation of the glide slope facility to the east side of the runway outside the ROFA in Phase III. If the siting analysis indicates the relocation is practicable, it is recommended that the glide slope facility be relocated to the east side in Phase III. Delta Airport Consultants, Inc. Page 4-12

13 Runway Protection Zones Runway Protection Zones (RPZs) are airfield design elements intended to protect airspace, prevent incompatible land uses, and protect people and property on the ground within the vicinity of a runway end. RPZs are trapezoidal shaped areas located on both the arrival and departure ends of a runway within the innermost portion of the FAR Part 77 approach surface. The dimensions of an RPZ are based on the type of aircraft expected to use a runway and its approach visibility minimums. Airports are required by the FAA to control to the greatest extent possible the land within an RPZ to prevent the creation of hazards to landing and departing aircraft. As per AC 150/ A, control is exercised through the acquisition of property interest as well as the clearing and maintenance of RPZ areas of incompatible objects and activities. Such control includes the clearing and maintenance of incompatible objects and activities. The FAA prefers the airport owner control the defined RPZ area in fee simple interest in order to enhance the protection of people and property on the ground. Both the Runway 5 and the Runway 23 RPZs at SHD are either controlled through fee simple interest or easement. The FAA issued a Memorandum on September 27, 2012 titled Interim Guidance on Land Uses within a Runway Protection Zone. The memorandum was issued to help clarify issues raised with the new Airport Design Advisory Circular (150/ A) with regard to new guidance on RPZs. The memorandum discussed land use with respect to existing conditions verses proposed or modified conditions. Table 4-5 lists land uses within RPZs that require coordination with the FAA. Table 4-5. RPZ Land Uses Requiring Coordination with FAA Land Use Buildings and Structures Recreational Land Use Transportation Facilities Additional Details Examples include, but are not limited to: residences, schools, chrurches, hospitals or other medical care facilities, commercial/industrial buildings, etc. Examples include, but are not limited to: golf courses, sports fields, amusement parks, other places of public assembly, etc. Examples include, but are not limited to: rail facilities (light or heavy, passenger or freight), public roads/highways, vehicular parking facilities Fuel Storage Facilities Hazardous Material Storage Wastewater Treatment Facilities Above-Ground Ultility Infrastructure Above and below ground Above and below ground N/A Electrical substations, including any type of solar panel installations Source: FAA Interim Guidance on Land Uses within a Runway Protection Zone. September 27, 2012 January 2016 Page 4-13

14 Chapter Four Figures 4-4 and 4-5 depict the RPZs for SHD. Both the Runway 5 and the Runway 23 RPZs have existing incompatible land uses area in accordance with the memorandum. Runway 5 has a public road (Route 771) and several farm buildings. Runway 23 also has incompatible land uses in the form of a public road (State Route 256). However, because these are existing conditions and not a result of a proposed action, there is no requirement to remove or mitigate them at this time. Where practicable, it is recommended that the Commission acquire fee simple interest in the portions of the RPZs that they do not currently control during Phase I to prevent incompatible land uses. Should Runway 5-23 be extended in the Ultimate phase, it will be necessary for the Commission to coordinate compatible land uses at that time including possible relocation or other mitigation measures to these existing conditions. Runway 5 Runway Protection Zone (RPZ) Shenandoah Valley Regional Airport Figure 4-4. Runway 5 RPZ Delta Airport Consultants, Inc. Page 4-14

15 Runway 23 Runway Protection Zone (RPZ) Shenandoah Valley Regional Airport Figure 4-5. Runway 23 RPZ 4.5 Part 02 - Taxiway and Taxilane Analysis Existing Airport Property Line AC-13A presents design standards for taxiway and taxilane development. A taxiway is defined as a path established for the taxiing of aircraft from one part of the airfield to another. A taxilane is defined as the portion of the aircraft parking area designated for the access between taxiways and aircraft parking positions. 256 Proposed Runway Protection Zone (1,000' x 1,510' x 1,700') Existing Runway Protection Zone (500' x 1,010' x 1,700') Additions or improvements to an airport taxiway system are typically undertaken to increase airport capacity, for operational efficiency, and to enhance safety. An efficient runway/taxiway system will increase an airport s ability to handle arriving and departing aircraft, as well as expedite ground movements between the runway and terminal areas. Figure 4-6 depicts the current terminal area taxiway and taxilane layout. Discussion of the taxiway and taxilane lighting system is contained in Section 4.5, Part 06 of this chapter. January 2016 Page 4-15

16 Chapter Four Terminal Area Shenandoah Valley Regional Airport Figure 4-6. Terminal Area Taxiways FAA Advisory Circular 150/ A, Airport Design requires that taxiways designed for Taxiway Design Group (TDG) 3 aircraft be 50 feet wide. The existing taxiway widths at SHD meet the design standard for a TDG 3. It is recommended that the TDG 3 taxiways should be maintained throughout the planning period using routine maintenance practices. AC-13A also recommends that direct access to the runway from a parking apron be eliminated if possible to avoid runway incursions. Taxiways C (future A3) and D lead directly from the main apron onto the runway. During the next runway or taxiway rehabilitation project in Phase II or Phase III, it is recommended that Taxiway D be removed and aircraft tiedown positioning be oriented to prevent direct access to the runway from the apron. Taxiway A south of Taxiway C does not meet the runway centerline to taxiway centerline separation distance of 400 feet. The runway/taxiway separation transitions from 400 feet to 240 feet at the threshold to Delta Airport Consultants, Inc. Page 4-16

17 Runway 5. It is recommended that the section of Taxiway A south of Taxiway C be reconstructed to meet the proper runway to taxiway centerline separation distance in Phase III. This project will eliminate the Airport s only existing modification of design standard. Similar to a runway, taxiways also have designated object free areas. The Taxiway Object Free Area (TOFA) clearing standards prohibit service vehicle roads, parked airplanes, and above ground objects, except for objects required to be located in the TOFA for air navigation or aircraft ground maneuvering purposes. The TOFA is centered on the taxiway, and for existing ARC C-III aircraft, the TOFA is 186 feet wide. The existing TOFAs at SHD meet design standards for Group III aircraft. It is recommended that the TOFAs be maintained throughout the planning period using routine maintenance practices. The current taxiway system provides adequate access to all the development sites on the west side of Runway At the completion of the third planning phase, all proposed clear span/corporate hangar sites on the west side are proposed to be developed. A new area on the east side of Runway 5-23 will need to be developed to accommodate future hangar development. In order to access any new development sites, a new parallel taxiway to Runway 5-23 will need to be constructed on the east side. Should demand warrant, it is recommended that a partial parallel taxiway to Runway 5-23 be constructed in Phase III to provide access to the east side of the airfield for aviation development purposes. Taxilanes Taxilanes have less restrictive object free area standards than taxiways. For Group I aircraft, the standard taxilane object free area (TLOFA) width is 79 feet, Group II is 115 feet, and Group III is 162 feet. Figure 4-7 shows the current widths for SHD taxilanes. SHD currently has several taxilanes within the Terminal area which are a combination of Group I and Group II. Table 4-6 identifies the taxilanes which do not meet current taxilane object free area requirements. Table 4-6. Taxilane Object Free Area Standards Taxilane TL1 (Group III) TL1 (Group II) Meets Standard No No TL2 (Group I) TL3 (Group I) TL4 (Group I) TL5 (Group I) TL6 (Group I) Transient Apron (Group I) Yes No Yes Yes Yes Yes Source: FAA Advisory Circular 150/ A, Airport Design (AC-13A) January 2016 Page 4-17

18 Chapter Four Taxilanes Shenandoah Valley Regional Airport Figure 4-7. Taxilane Widths It is recommended that the taxilanes be reconfigured and upgraded where practicable to meet current taxilane width and TLOFA standards during the next rehabilitation project for each section. According to the 2014 SHD Pavement Management Update, the PCI for SHD taxilanes is 73. Delta Airport Consultants, Inc. Page 4-18

19 Taxiway Pavement Strength and Condition As noted previously, the existing design aircraft for SHD is a composite of the Embraer Legacy business jet and the Dash-8 turboprop while the future design aircraft is the Airbus A319. The existing design aircraft have max take-off weights of between 40,000 and 50,000 pounds while the future design aircraft has a max take-off weight of approximately 165,000 pounds. Taxiway A is constructed of asphalt and is currently reported at a strength of 75,000 pound single wheel, 150,000 pound dual wheel, and 215,000 dual tandem. The PCN for SHD is 44/F/B/X/U. The taxiways were last rehabilitated in 2006, and according to the 2014 SHD Pavement Management Update, the PCI for the SHD taxiway system is currently 73. It is recommended that Taxiway A and the connector taxiways be rehabilitated during Phase III with a pavement overlay. Taxiway Designation In AC 150/ F, the FAA has recommended a new format for taxiway designations. The new format provides a simple and logical methodology that can help improve situational awareness on an airfield. It is recommended that the taxiways be renamed and new sign panels installed to meet current taxiway designation during the next major runway or taxiway project. Figure 4-8 identifies proposed taxiway designations at SHD. Proposed Taxiway Designations Shenandoah Valley Regional Airport Figure 4-8. Proposed Taxiway Designations January 2016 Page 4-19

20 Chapter Four 4.5 Part 03 - Commercial Service Terminal Parking Requirements The Commercial Service Terminal apron has space to accommodate one aircraft at a time. The apron can accommodate a small turboprop or regional jet aircraft either facing the terminal or parked parallel to the terminal. Large regional jets or narrow body jets can only be accommodated using a pull-in, push-out operation. Figures 4-9 and 4-10 depict the existing commercial terminal apron parking layouts. There is currently not a need for additional apron for the commercial service terminal building. If a less than daily carrier begins operations at SHD, an apron expansion may be required to accommodate both the regional commuter and a narrow body jet at the same time. In addition, a physical barrier between the air carrier and general aviation aprons should be evaluated when these pavement areas are rehabilitated or expanded. Commercial Apron Layout - Airbus A320 Shenandoah Valley Regional Airport Figure 4-9. Commercial Apron Layout - Airbus A320 Delta Airport Consultants, Inc. Page 4-20

21 Commercial Apron Layout - Saab 340 Shenandoah Valley Regional Airport Figure Commercial Apron Layout - Saab Part 04 - General Aviation Aircraft Parking Requirements General aviation aircraft parking requirements vary widely depending on the percentage of transient aircraft using the airport as well as the number of based aircraft owners who choose to tie down their aircraft on the ramp in lieu of leasing hangar space. SHD currently has no identified tie-down locations on the main apron, 21 identified on the transient overnight apron, and 14 identified on the based aircraft apron. Both the transient overnight apron and based aircraft apron are sized for Group I aircraft with circulation for only Group I aircraft. Transient Aircraft Transient aircraft parking requirements typically comprise the largest demand for apron space requirements. Transient aircraft are defined as those aircraft not based at the facility. For the purpose of this analysis, peak day transient operations from the forecast chapter were used to determine apron space requirements. During this Master Plan Update, reviews of local Airport service records and interviews with the Airport staff have determined that approximately 60 percent of all operations are transient operations. Table 4-7 details the transient aircraft activity for the planning period. January 2016 Page 4-21

22 Chapter Four Table 4-7. Transient Aircraft Activity Source: Delta Airport Consultants, Inc. Base 2014 Phase I 2019 Phase II 2024 Phase III 2034 Transient OPS/Busy Day Transient Aircraft/Busy Day Single Engine Piston Multi-Engine Piston Turboprop Jet Rotorcraft Apron parking space allocations for the footprint of typical transient aircraft at SHD are estimated at 250 square yards (sq. yds.) for single engine piston and small multi-engine piston aircraft, 500 sq. yds. for large multi-engine (piston) and turbo-prop aircraft, 900 sq. yds. for jet aircraft and 250 sq. yds. for other aircraft (rotorcraft); these allocations do not include circulation space. After discussions with the Airport staff, it is assumed that 50 percent of the daily transient aircraft will be on the apron simultaneously during a busy day. Table 4-8 presents the apron parking area requirements for transient aircraft for the 20-year planning horizon. Table 4-8. Transient Aircraft Apron Parking Area Requirements (One-Half Transient Activity) Aircraft Types Base 2014 (SY) Phase I 2019 (SY) Phase II 2024 (SY) Phase III 2034 (SY) Single Engine (4) 1,000 (4) 1,000 (4) 1,000 (4) 1,000 Multi-Engine Piston (1) 500 (1) 500 (2) 1,000 (1) 500 Turboprop (2) 1,000 (2) 1,000 (2) 1,000 (3) 1,500 Jet (1) 900 (1) 900 (1) 900 (2) 1,800 Rotorcraft Total Requirements (8) 3,400 (8) 3,400 (9) 3,900 (10) 4,800 Note: (X)=Number of aircraft positions Source: Delta Airport Consultants, Inc. Analysis Delta Airport Consultants, Inc. Page 4-22

23 Based Aircraft Apron Requirements Based aircraft, as opposed to transient aircraft are permanently stored at the airport. For those owners not requiring hangar storage, adequate space for parking and storage of these aircraft on the apron should be provided. There are currently fourteen based aircraft that park on the apron. The square yardage per based aircraft used for this analysis is the same as transient aircraft and does not include Group II circulation requirements. These requirements are presented in Table 4-9. Table 4-9. Based Aircraft Apron Parking Area Tie-down Requirements (SY) Note: (SY)=Square Yards Source: Delta Airport Consultants, Inc. Base 2014 Phase I 2019 Phase II 2024 Phase III 2034 Single Engine (spaces) Tie Down Requirement (SY) 3,500 3,500 3,500 3,500 Total General Aviation Apron Parking Area Space Requirements The preceding discussions have identified the total demand for apron parking area space for the planning period. Apron parking area size requirements have been established for both based and transient aircraft. Table 4-10 presents the apron parking area requirements for the planning period. The analysis indicates that the existing general aviation apron parking area space is inadequate for demand throughout the planning period. The current apron can be broken into four sections: commercial, daily transient, overnight transient, and based. The existing based aircraft section located on the west side of the terminal area between the conventional hangars and T-Hangars violates Group II circulation requirements, and will be converted to a taxilane. As such, it will not be accounted for in apron parking area calculations. Due to the need for standard circulation space around parking areas, the day and night transient aprons can only provide 2,200 and 3,500 square yards of available parking space. The remainder of apron area is accounted for by taxilanes and taxiways and their respective object free areas. The commercial apron is not taken into account during the calculation for apron parking area. It is recommended that the overnight transient apron be expanded in Phase I to accommodate the existing and forecasted activity for both based and transient aircraft. It is recommended that the apron be sized to accommodate up to Group III aircraft, including circulation, and the overnight and based aprons be sized for Group II aircraft parking, including circulation. It is also recommended that hangar aprons be constructed to accommodate conventional hangar development based on the demand summarized in the hangar section. January 2016 Page 4-23

24 Chapter Four Table General Aviation Apron Parking Area Requirements Aircraft Types Transient Aircraft Base 2014 (SY) Note: (0)=Number of aircraft Source: Delta Airport Consultants, Inc. Analysis Phase I 2019 (SY) Phase II 2024 (SY) Phase III 2034 (SY) Single Engine (4) 1,000 (4) 1,000 (4) 1,000 (4) 1,000 Multi-Engine (1) 500 (1) 500 (1) 500 (1) 500 Turboprop (2) 1,000 (2) 1,000 (2) 1,000 (3) 1,500 Jet (1) 900 (1) 900 (2) 1,800 (2) 1,800 Rotorcraft Sub-Total (8) 3,400 (8) 3,400 (9) 4,300 (10) 4,800 Based Aircraft Single Engine (14) 3,500 (14) 3,500 (14) 3,500 (14) 3,500 Total Apron Parking Area Requirements (SY) Existing Apron Parking Area (SY) 6,900 6,900 7,800 8,300 5,700 5,700 5,700 5,700 Deficiencies (-)/Capacity (+) -1,200-1,200-2,100-2,600 It is assumed, for the purposes of determining the necessary apron parking area, an equivalency exists between the amounts of space needed to park varying sizes of aircraft. Everything is measured in standard (Small Piston Engine) tie-downs, which differ from parking positions in that larger aircraft may take up multiple tie-down positions. One position is equivalent to the space needed to park a single engine aircraft. Large Multi-engine piston and Turboprop aircraft will require 2 ½ positions, Jets will require 3, and Rotorcraft will require 2. Table 4-11 details the conversion and deficiency of needed parking positions. As previously noted, the based aircraft parking on the based apron will be removed during the planning period, therefore those tie-down positions will not be accounted in the calculations. Delta Airport Consultants, Inc. Page 4-24

25 Table General Aviation Apron Parking Position Equivalency Aircraft Types (Transient and Based) Base 2014 Phase I 2019 Phase II 2024 Note: (##) Represents Number of Equivalent Tie-Downs *Rotorcraft are omitted due to a lack of need for apron parking spaces Source: Delta Airport Consultants, Inc. Analysis Phase III 2034 Single Engine 18 (18) 18 (18) 18 (18) 18 (18) Multi-Engine 1 (3) 1 (3) 2 (5) 1 (3) Turboprop 2 (5) 2 (5) 2 (5) 3 (8) Jet 1 (3) 1 (3) 1 (3) 2 (6) Sub-Total (Parking Positions) Total Equivalent Tie-Down Positions Existing Tie-Down Positions Deficiencies (-)/Capacity (+) Helicopter Parking Requirements The Airport receives frequent helicopter operations related to emergency services (medical flights). Two designated helicopter parking areas are available to support these functions. The pavement is in good condition and, according to the 2014 SHD Pavement Management Update, has a PCI of 97. Due to the limited size of the apron, helicopter operations cause disruption to the circulation on the apron. Emergency services helicopter operations have been increasing at the Airport. These operations also require the presence of multiple emergency service vehicles (ambulances) to be on the apron for patient transfer. A dedicated helicopter parking pad with space for emergency services vehicles separate from the main apron will reduce disruption to fixed wing operations and increase the safety of the emergency services operations. It is recommended that two dedicated helicopter parking aprons be constructed adjacent to the proposed transient apron expansion in Phase I to support transient helicopter operations and provide sufficient separation from fixed wing aircraft. Apron Pavement The existing pavement serving the Commercial Service and GA Terminal aprons at SHD are in good condition and, according to the 2014 SHD Pavement Management Update, the PCI for the SHD apron area is 80. It is recommended that the pavement be maintained throughout the planning period using routine maintenance practices. The transient and based aircraft aprons are in good condition. January 2016 Page 4-25

26 Chapter Four 4.5 Part 05 - Instrument Approach Procedures SHD currently has four published instrument approaches as listed in Table Table Published Instrument Approach Procedures It is recommended that the existing procedures be maintained or enhanced during the planning period to reduce minimums, but that no further approaches be developed during the planning period. Enhancements would include an approach lighting system to Runway 23 and the installation of a runway visual range (RVR) to reduce the visibility minimums. See Part 06 and Part 07 for additional information. 4.5 Part 06 - Airfield Lighting Systems and Visual Approach Aids Airport Beacon The airport s rotating beacon is located on a tower adjacent to Hangar 1and is in good condition. It is recommended that the rotating beacon and tower be maintained during the planning period using routine maintenance practices. Wind Cone Approach MSL AGL Visibility ILS OR LOC RWY ½ mile RNAV (GPS) RWY ½ mile RNAV (GPS) RWY mile NDB RWY ¾ mile Source: FAA Terminal Procedures The airport s lighted primary wind cone is in good condition. In addition to the primary wind cone, Runway 23 has a lighted supplemental wind cone. It is recommended that the wind cones be maintained during the planning period using routine maintenance practices. Segmented Circle The Airport does not currently have a segmented circle. The addition of a segmented circle is not recommended. Precision Approach Path Indicators (PAPIs) The PAPIs on Runways 5 and 23 were installed approximately ten years ago and are currently in good condition. It is recommended that SHD s PAPI system be maintained throughout the planning period using routine maintenance practices. Delta Airport Consultants, Inc. Page 4-26

27 Runway End Identifier Lights (REILs) The omni-directional REILs for Runway 23 were installed approximately ten years ago and are in good condition; however, do not meet current layout standards as stipulated in AC-13A. It is recommended that the REILs be relocated to the current layout standard during the next runway rehabilitation project in Phase II. Runway Edge Lighting Runway 5-23 is equipped with incandescent High Intensity Runway Lights (HIRLs). This system was rehabilitated in 2007 and is in good condition. It is recommended that the HIRLs be maintained throughout the planning period using routine maintenance practices. Taxiway Edge Lighting The Medium Intensity Taxiway Lights (MITLs) were installed approximately ten years ago and are in good condition. It is recommended that the MITLs be maintained throughout the planning period using routine maintenance practices. Airfield Signage The Airport has a FAA approved Airfield Signage and Marking Plan. It is recommended that the airfield signs be maintained throughout the planning period using routine maintenance practices. When the SHD taxiways are renamed, new sign panels should be installed to correspond to the new designations and the fixtures be modified to LEDs since current technology is shifting to these units. Airfield Electrical Vault The existing airfield electrical vault and associated emergency generator were rehabilitated in 2007 and are in good condition. It is recommended that the vault and emergency generator be relocated during Phase III prior to the East Side Parallel Taxiway construction should demand based scenarios materialize warranting construction of this taxiway system. Runway 5 MALSR The Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR) system is owned and maintained by the FAA and is in good condition. It is recommended that the MALSR be maintained throughout the planning period using routine maintenance practices. Runway 23 Approach Lighting System (ALS) The majority of commercial service traffic arrives from the north and can utilize Runway 23 more efficiently than circling to Runway 5 during periods of low minimums. Runway 23 currently has an approach visibility of not lower than 1 mile. To allow more efficient operations, lower minimums to Runway 23 are required. In 2010, the Virginia Department of Aviation completed a Facilities and Equipment (NAVAID) Study that included all public use airports in the Commonwealth. The Study recommended that an approach lighting January 2016 Page 4-27

28 Chapter Four system (ALS), specifically a MALSR, be installed to Runway 23 at SHD. An ALS to Runway 23 could reduce the visibility minimums to greater than or equal to three quarters of a mile. The ALS could be a mediumintensity approach lighting system (MALS), medium-intensity approach lighting system with sequenced flashers (MALSF), or medium-intensity approach lighting system with runway alignment indicator lights (MALSR). Reducing the minimums below 1 mile will result in a larger Runway Protection Zone (RPZ), and increase the outer width of the Part 77 approach surface. It is recommended that in Phase II an approach lighting system (ALS) to Runway 23 be installed. 4.5 Part 07 - Navigational Aids (NAVAIDS) Navigational Aids (NAVAIDs) are a system of electronic and visual aids that assist pilots with navigating their aircraft in a safe and orderly manner during take-off, approach, and landings. The following are recommendations related to NAVAIDS at SHD: Glide Slope The Runway 5 glide slope antenna and shelter are located between Runway 5 and the parallel taxiway within the runway object free area (ROFA). Current FAA guidance recommends, where practicable, that glide slope facilities be located outside the ROFA. It is recommended that a siting analysis be conducted for the relocation of the glide slope facility to the east side of the runway outside the ROFA in Phase III. If the siting analysis indicates the relocation is practicable, it is recommended that the glide slope facility be relocated to the east side in Phase III. It is also recommended that a new glide slope facility be installed while the existing glide slope facility remains in operation to ensure the lowest minimums are maintained. Localizer The localizer for Runway 5 is owned and maintained by the FAA and is in good condition. It is recommended that the localizer be maintained during the planning period using routine maintenance practices. Distance Measuring Equipment (DME) The existing Non-Directional Beacon (NDB) that serves SHD is proposed to be decommissioned. In 2010, the Virginia Department of Aviation completed a Facilities and Equipment (NAVAID) Study that included all the public use airports in the Commonwealth. This Study recommended that DME be installed at SHD. It is recommended that prior to decommissioning of the NDB, a DME be installed on the existing localizer in Phase I to improve pilot situational awareness and to establish the final approach fix to the Airport. Runway Visual Range (RVR) As a result of the mountainous terrain surround the Airport, the SHD is a Special Pilot-In-Command Qualification Airport as per CFR One method to improve safety at an airport that falls into this category is to improve the approaches. The 2010 Virginia Department of Aviation Facilities and Equipment (NAVAID) Study recommended that a RVR system be installed at the Airport. An RVR provides the best all Delta Airport Consultants, Inc. Page 4-28

29 weather minimums to an ILS equipped airport and will improve the safety of instrument operations. It is recommended that a RVR system be installed during Phase III to reduce minimums in lieu of prevailing visibility. Radar Coverage Due to the Airport s location in the Shenandoah Valley, radar coverage is limited. While there is not a capacity issue in the Shenandoah Valley, this limited radar coverage reduces service and safety to aircraft flying in the valley and using SHD. As a result of the mountainous terrain surrounding the Airport, SHD is a Special Pilot-In-Command Qualification Airport as per CFR In addition to the terrain, the aircraft mix in the valley is very diverse, ranging from commercial service aircraft to gliders which can create a challenge to aircraft operating in the Valley. The 2010 Virginia Department of Aviation Facilities and Equipment (NAVAID) Study recommended that if practicable, radar coverage at the Airport be improved. It is recommended that the Airport continue to investigate methods to improve service in the Valley. 4 Section 6 - Landside Landside facilities include airport buildings, fuel farms, passenger and general aviation terminal buildings, hangars, automobile parking, and fencing. The landside facility requirements were developed from a review of the Inventory and Forecast Chapters of this study, consistent with FAA and industry guidelines. 4.6 Part 01 - Commercial Service Terminal Building The current terminal building was renovated in 2011 and is in very good condition. It is recommended that the building be maintained throughout the planning period using routine maintenance practices. While Frontier Airlines operated at SHD, the existing baggage claim area proved inadequate to accommodate the number of passengers for the size aircraft being used. In addition, the public restroom area in the sterile waiting area is served with only a unisex restroom. While there is limited room available, it is recommended that terminal building be expanded in Phase II to accommodate a larger baggage claim area and full restrooms in the sterile passenger holdroom area should less than daily service return to SHD. 4.6 Part 02 - General Aviation Terminal Building The current general aviation (GA) terminal building was renovated in Because the building was constructed approximately 20 years ago, it is recommended that the building s heating, ventilation, and air condition (HVAC) system, lighting, and windows be replaced in Phase II. These systems are approaching the end of their useful life and can be replaced and upgraded with more energy efficient units to improve functional reliability and reduce utility costs. It is recommended that the remainder of the building be maintained throughout the planning period using routine maintenance practices. January 2016 Page 4-29

30 Chapter Four 4.6 Part 03 - Airport Access and Automobile Parking Airport Access Existing Airport access is via Route 771, Airport Road, which runs parallel to the Airport on the west side of the runway. There is no requirement for additional roadway access during the planning period; however, increased traffic is being experienced on Route 256 as well as the Interstate 81-Route 256 intersection. The nature of these additional vehicular traffic movements could hold the potential to affect access to SHD. In addition, the development of property immediately to the west of SHD for a large employer could further influence the efficient flow of vehicles to/from the Airport. Given these influences, it is recommended in Phase II that SHD coordinate a traffic study of the Interstate 81, Route 256, and Route 771 corridor with the Virginia Department of Transportation to determine if roadway improvements are required. Automobile Parking Existing public auto parking for SHD consists of 528 spaces located in several different areas. For planning purposes, the number of automobile parking spaces required for the GA Terminal and hangars, Commercial Terminal, and Rental Car Ready/Return Areas were calculated separately. GA Terminal Building and Hangar Area For planning purposes, the number of automobile parking spaces required for the GA Terminal is estimated as the sum of the peak hour pilots and passengers (2.5 pilots and passengers per peak hour operation). In addition to terminal traffic, the hangar tenants and Airport Management have approximately 30 employees on site at any one time. Table 4-13 indicates that the number of public automobile parking facilities is sufficient for current and future demand. Table GA Terminal and Hangar Automobile Parking Requirements Aircraft Types Base 2014 Phase I 2019 Phase II 2024 Phase III 2034 Peak Hour Operations Peak Hour Pilots and Passengers Employees Total Spaces Required Existing Spaces GA Terminal Lot Hangar 2 Lot Hangar 3 Lot Hangar 4 Lot Total Existing Spaces Deficiency (-)/Capacity (+) Source: Delta Airport Consultants, Inc. Analysis Delta Airport Consultants, Inc. Page 4-30

31 Commercial Service Terminal Building In 2014, SHD completed an expansion to its public automobile parking area. The following factors were utilized to determine the basis for this project: At the time of the project, SHD was served by 34 seat aircraft with three daily departures/arrivals. The load factor for these flights was 75 percent. The preponderance of SHD passengers were flying for business purposes, therefore only one person occupied a car. A 2011 study published by the Global Business Travel Association Foundation (GBTA) indicated that the average business trip lasts four days. Ten employees work in the Commercial Terminal at one time. Based on these assumptions, approximately 310 parking stalls were needed to meet this demand. As presented in Table 4-14, the existing parking lot capacity is adequate through the planning period. The GA Terminal Parking lot will be able to accommodate any deficiencies in the commercial terminal parking lot near the end of the planning period. Table Commercial Service Terminal Public Automobile Parking Requirements Required Spaces Base 2014 Phase I 2019 Phase II 2024 Phase III 2034 Passengers Airline Employees/Tenants Existing Spaces Total Spaces Required Commercial Terminal Lot Overflow Lot Total Existing Spaces Deficiency (-)/Capacity (+) Source: Delta Airport Consultants, Inc. Analysis Should Less than Daily (LTD) commercial service returns to SHD, the capacity of the existing Commercial Terminal and GA Terminal areas could be adequate in the short term. The LTD service would most likely use an aircraft with approximately 150 seats that depart once per day two to three times per week. It was assumed that due to the use of LTD service by the leisure traveler market, there would be two January 2016 Page 4-31

32 Chapter Four passengers per car. If the aircraft are assumed to by 90 percent full, approximately 204 spaces are required in Phase I for the additional service resulting in an overall deficit of 149 spaces. As depicted in Table 4-15, an automobile parking lot expansion will be needed to support the growth of both the daily and LTD service. Table Commercial Service Terminal Automobile Parking Requirements with LTD Service Required Spaces Source: Delta Airport Consultants, Inc. Analysis It is recommended that the existing parking lot be maintained throughout the planning period using routine maintenance practices. If less than daily service returns to SHD, it is recommended that an automobile parking lot expansion be completed in Phase II. Rental Car Ready/Return Lot Base 2014 Phase I 2019 Phase II 2024 Phase III 2034 Daily Passengers Less than Daily Passengers Airline Employees/Tenants Existing Spaces Total Spaces Required Commercial Terminal Lot Overflow Lot Total Existing Spaces Deficiency (-)/Capacity (+) The Airport currently has 28 spaces allocated to rental cars in a dedicated rental car ready/return lot adjacent to the Commercial Service Terminal; however, current demand exceeds this supply of stalls as these operators use the Commercial Service Terminal parking area for additional vehicles that do not fit in the dedicated rental car lot. If LTD service returns to SHD, an increase in the need for rental cars is anticipated due to the leisure travelers visiting the Shenandoah Valley. It is recommended that the dedicated rental car lot be expanded or a new larger dedicated rental car lot be constructed if less than daily service returns to SHD. Should less than daily service not return, the existing capacity is sufficient provided SHD constructs a rental car service facility. Wayfinding There is little to no wayfinding or signage associated with the Airport from SR 256 to the Airport Access Road. It is recommended that a wayfinding study and improvement project be completed in Phase II. Delta Airport Consultants, Inc. Page 4-32

33 4.6 Part 04 - Hangar Facilities Hangar space requirements include demand generated by based aircraft, normal fixed base operations, and corporate aircraft use. Following discussions with Airport staff, the following assumptions were made to determine hangar space requirements for based aircraft at SHD: 80% of all single engine piston aircraft will require hangar space through the planning period 100% of all turbojet aircraft will require hangar space 100% of all others (i.e., rotorcraft) will require hangar space SHD currently has two 22-unit T-Hangars, one 15-unit T-Hangar, and four conventional hangars. Planning ratios for each type of aircraft were based on discussions with Airport management and are illustrated in Table Table Hangar Planning Ratios Aircraft Types Conventional Hangars T-Hangars Single Engine 0% 80% Multi-Engine Piston 25% 70% Turbo-Prop 100% 0% Business Jet 100% 0% Rotorcraft 100% 0% Source: Delta Airport Consultants, Inc. The conventional hangar space standards that were used for each of the aircraft type to determine the required hangar space are shown in Table These dimensions represent the optimum space required for aircraft parking within the hangar. They do not include additional spacing required for related hangar operations or aircraft circulation. Table Hangar Planning Ratios Aircraft Types Conventional Hangars (SF) Single Engine 1,200 Multi-Engine Piston 1,400 Turbo-Prop 2,400 Business Jet 3,600 Rotorcraft 1,200 Source: Delta Airport Consultants, Inc. January 2016 Page 4-33

34 Chapter Four The total hangar requirements are highlighted in Table The planning model used to for this analysis indicates the airport does not have adequate T-Hangar and conventional hangar space for the planning period. Table Hangar Requirement Summary T-Hangar (Units) Source: Delta Airport Consultants, Inc. Analysis Base 2014 Phase I 2019 Phase II 2024 Phase III 2034 T-Hangar Demand Existing T-Hangars Units Deficiency(-)/Capacity (+) Conventional Hangar Area (SF) Single Engine Multi-Engine Piston 5,600 7,000 7,000 7,000 Multi-Engine Turboprop 7,200 9,600 12,000 16,800 Turbo-Jet 21,600 32,400 39,600 57,600 Other (Rotorcraft, ultralights, gliders) 2,400 3,600 3,600 4,800 Total SF Required 36,800 52,600 62,200 86,200 Existing Space (SF) 35,336 35,336 35,336 35,336 Deficiency(-)/Capacity (+) -1,464-17,264-26,864-50,864 With the trend of larger T-Hangars and smaller corporate hangars (executive hangars) to accommodate large turbo-prop and smaller corporate jets, it is recommended that the oldest T-Hangar (Row 1) be demolished and new executive hangars be constructed in its place in Phase I. It is recommended that a replacement T-Hangar be built in Phase I and additional T-Hangars be built as demand warrants. It is also recommended that conventional hangars be built in Phase I, Phase II, Phase III, and as demand warrants. Delta Airport Consultants, Inc. Page 4-34

35 4.6 Part 05 - Airport Security Program Requirements and Perimeter Fencing As a commercial service airport, SHD is required to meet the provisions of 49 CFR Part 1542 Airport Security through the development and implementation of a TSA approved Airport Security Program. This program obligates the Airport Commission to deploy a number of measures to: provide for the safety and security of persons and property on an aircraft operating in air transportation or intrastate air transportation against an act of criminal violence, aircraft piracy, and the introduction of an unauthorized weapon, explosive, or incendiary onto an aircraft. SHD currently uses a host of initiatives to protect the safety and security of the traveling public and meet the provisions of federal regulations ranging from measures to control the movement of vehicles and personnel within an aircraft operations area, placement of regulatory signage throughout the airport, installation of fencing and gates, monitoring movement of vehicles and personnel in secure areas, issuance and control of security identification media, conducting fingerprint-based criminal history records checks for employees and tenants requiring access to secure areas, use of mutual aid agreements with local law enforcement agencies, personnel training, and records management programs. To achieve compliance with these regulations, the Airport Commission has installed and maintains a perimeter fence and gate system, a computer-based security access control system with associated identification media, closed circuit television cameras, and web-based training equipment and materials. The existing airport perimeter fence and security gate system serving SHD is in good condition and should be preserved throughout the planning period using routine maintenance practices. The security access control system and identification media program were installed in 2002 and have reached their useful life and should be replaced with a uniform access control system in Phase I. As development of additional hangars, a new fuel farm, g.a./air carrier terminal building expansions occur, opportunities should be evaluated for the installation of additional closed circuit television cameras and computerized controlled access points to ensure ongoing compliance with federal regulations and to protect the safety and security of the traveling public. When the ARFF Building Expansion Project is undertaken in Phase II, the potential to provide a dedicated fingerprinting, records retention, and training area for 49 CFR Part 1542 requirements should be evaluated and incorporated into the expanded public safety building. Finally, a physical barrier between the general aviation and air carrier aprons should be evaluated when these pavement areas are rehabilitated or expanded. This barrier will enable SHD to more fully conform to 49 CFR Part (a) which requires an airport to: Ensure that only those individuals authorized to have unescorted access to the secured area are able to gain entry; Ensure that an individual is immediately denied entry to a secured area when that person s access authority for that area is withdrawn; and Provide a means to differentiate between individuals authorized to have access to an entire secured area and individuals authorized access to only a particular portion of a secured area. January 2016 Page 4-35

36 Chapter Four 4 Section 7 - Support Facilities Support facilities play a vital role in the operation of SHD. The sizing, location, and phasing of these facilities must provide flexibility to accommodate the dynamic aviation industry. Support facilities that will be discussed in this section include the following: Aviation Fuel Storage and Delivery Area Snow Removal Equipment (SRE) Storage Building Aircraft Rescue and Fire Fighting (ARFF) Building Automated Weather Observing System (AWOS) Remote ARFF Training Site Airport Perimeter Fence Air Traffic Control Tower (ATCT) Ground Support Equipment (GSE) Storage Building Rental Car Service Facility Water and Sewer Service Airport Commission Offices 4.7 Part 01 - Aviation Fuel Storage and Delivery Area The airport maintains three above ground storage tanks (ASTs), two of which store 10,000 gallons of Jet-A fuel each, and one which stores 16,000 gallons of AVGAS. The fuel facility was constructed in 1986, is in fair condition, and maintains sufficient capacity to meet demand; however, its location negatively impacts other existing facilities, restricts future development, and creates the need for off-site fuel delivery vehicles to operate through active aircraft parking apron areas; a less than desirable operation. The location of the fuel farm is not conducive to surrounding uses such as aircraft hangars and aprons. It is recommended that a new fuel farm facility with secondary containment for up to four 12,000 gallon fuel tanks be constructed in Phase I to current environmental standards and that it be located so future facility development is not impacted. It is further recommended that an emergency generator be provided for the fuel farm. It is also recommended that a dedicated parking area for at least four fuel trucks with secondary containment be constructed in Phase III in the vicinity of the new fuel farm. Delta Airport Consultants, Inc. Page 4-36

37 4.7 Part 02 - SRE Storage Building The SHD snow removal equipment storage building was constructed in 2002; however, it lacks the capacity to accommodate the necessary fleet included in the Airport s approved FAA Snow Removal Plan required by 14 CFR Part 139. This creates a situation whereby equipment is stored in areas exposed to the weather elements and in aircraft storage hangars. In addition, the SRE Building is sited adjacent to large corporate hangars, T-Hangars, and a small aircraft parking apron causing the potential for conflicts between equipment, personnel, and aircraft movements. It is recommended that a larger SRE Storage Building be constructed in Phase III and that it be located so future facility development is not impacted. 4.7 Part 03 - ARFF Building The current 3,000 square foot aircraft rescue and firefighting (ARFF) building was constructed in 1983 and is located between the GA Terminal Building and Corporate Hangar One. The building s garage bay section houses two (2) pieces of ARFF apparatus, personnel gear, supplies, accessories, and miscellaneous equipment. Due to space limitations, SHD s supply of firefighting chemicals and supplies are stored in other buildings. The office section of the building accommodates all the public safety and facilities personnel and has limited space. Moreover, Transportation Security Administration Regulation (TSAR) Part 1542 functions occur within the building s conference room. Finally, in its January 31, 2014 letter of Correction, the FAA Safety and Standards Branch made the following recommendation up completion of its annual Part 139 certification inspection for SHD: The ARFF vehicles are currently garaged separate from ARFF agents and supplies. It is recommended that when a new ARFF vehicle storage facility is built, it can accommodate all ARFF related equipment and supplies in one facility (new and old). this will facilitate a quicker response by the airport Operations/ARFF/FBO/Maintenance staff. (Reference: AC 150/ A, Chap. 3) It is recommended that the ARFF building be expanded in Phase II in order to accommodate the needs of the firefighting and public safety personnel at SHD, and to more fully comply with 14 CFR Part Part 04 - Automated Weather Observing System (AWOS) The airport has an AWOS system is located between Runway 5-23 and Taxiway A behind the glide slope antenna. It is recommended that if the glide slope facility is relocated in Phase III, the AWOS be relocated behind the glide slope facility at the same time. It is also recommended that if practical, the AWOS be connected to an emergency generator to remain operational during power failures. It is also recommended that the AWOS electronics be upgraded, a second ceilometers added, and a freezing rain sensor added in Phase I. January 2016 Page 4-37

38 Chapter Four 4.7 Part 05 - Airport Perimeter Raod Due to terrain, SHD is not currently served with a complete property perimeter access road to allow for perimeter/wildlife inspections and access for emergency response vehicles, as required by 14 CFR Part 139. In its January 31, 2014 Letter of Correction, the FAA Safety and Standards Branch made the following recommendation upon completion of its annual Part 139 inspection of SHD: During the upcoming master plan review it is advised that the review evaluate the construction of an airport perimeter road. Currently, there is no road that will allow for perimeter/wildlife inspections and access for emergency response vehicles. In conjunction with construction of relocated Taxiway A, the glide slope relocation and partial east side taxiway projects, it is possible that the current terrain variances may be resolved and a perimeter road constructed. It is recommended that the feasibility of constructing a Perimeeter Access Road be considered during the design of the relocated Taxiway A, the glide slope relocation and partial east side taxiway projects. 4.7 Part 06 - Remote Aircraft Rescue and Firefighting Facility (ARFF) Training Site SHD currently uses a remote gravel area near the airfield electrical vault to conduct ARFF training as prescribed under 14 CRF Part 139. The existing concrete ramp on the west side of the runway has also been used in the past. Due to the frequent use of the concrete apron for aircraft parking and the poor existing conditions at the east side training area, these areas are not optimal for serving the training needs of SHD s ARFF personnel and mutual aid agencies. It is recommended that in Phase III a long term permanent location be developed as a remote ARFF training site that will not impact future aviation development or airfield operations. 4.7 Part 07 - Air Traffic Control Tower (ATCT) The Shenandoah Valley has limited radar coverage, and due to significant costs, it is unlikely that a new ground based radar will be installed to provide adequate coverage in the Valley. As a result of the mountainous terrain surrounding the Airport, SHD is a Special Pilot-In-Command Qualification Airport as per CFR In addition to the terrain, the aircraft mix in the valley is very diverse, ranging from commercial service aircraft to gliders, which can create a challenge to aircraft operating in the Valley. The installation of an Air Traffic Control Tower at SHD could help minimize the impacts of the inadequate radar coverage and increase the safety of aircraft using SHD and flying in the Valley. It is recommended that an Air Traffic Control Tower be constructed in Phase III. 4.7 Part 08 - Ground Support Equipment (GSE) Storage Building The Airport currently does not have covered storage for the Airport s ground support equipment fleet. Most of the equipment is store in the open air behind the existing T-Hangar units. The equipment includes: luggage carts, tugs, auxiliary power units, and mobile stairways. The life span and reliability of the equipment is significantly reduced by continued exposure to weather elements, especially the winters in the Valley. Delta Airport Consultants, Inc. Page 4-38

39 The current storage location is also not convenient to the Commercial Service Terminal building where the equipment is needed. It is recommended that a dedicated ground support equipment (GSE) storage building be constructed within a reasonable distance from the Commercial Service Terminal building in Phase I. 4.7 Part 09 - Rental Car Service Facility The Airport has seen an increase in the use of rental cars and recently completed a dedicated twenty-eight space rental car parking area adjacent to the air carrier terminal. In order to prepare the vehicles for the next user after each use requires several steps and several separate facilities. The Airport would like to consolidate the facilities needed to prepare rental cars for use, including washing facilities, fuel facilities, and minor maintenance facilities into a central location which should be convenient to the terminal area, but not impact future development. It is recommended that a dedicated rental car service facility be constructed in Phase II for use by multiple rental car agencies. 4.7 Part 10 - Water and Sewer Service The utilities at SHD include, power, communications (fiber optic), water and sewer. Gas is not available requiring on site propane storage tanks. As the airport has expanded, improvements have been made to communications, fiber optic, and power infrastructure, however, water and sewer service have been not been improved except immediately within airport boundaries to connect new service. While able to accommodate domestic water service needs, the ability to provide fire coverage has been hampered due to low water pressure. This issue has created challenges with meeting fire protection needs and has been a major road block for constructing buildings and any hangars larger than 12,000 square feet. A recent proposal to construct a large hangar was hampered when it was determined that a substantial water storage tank would be required with a separate well to feed the tank. The well is required as the water pressure within the existing service is not adequate enough to accommodate both fire trucks and fill the tank as it s used to feed sprinklers. Additionally, the water at SHD is not on a loop, creating water hammer and the potential for other issues associated with water being trapped at the end of a service line. These issues have created breakage in lines over the years and challenges with water fixtures in both quality and water pressure. Possible options to improve water pressure are completing a looped watermain for the Airport to draw off or construct a water tower in vicinity of the Airport. Sewer service at the airport is provided via gravity feed to a pump station on the airport. The pump station then lifts the sewage along and old road alignment to the north and then westward toward Weyers Cave. This service, while adequate, crosses future development and impedes future growth unless relocated. It is recommended that a water and sewer evaluation and improvements project be completed in Phase I to ensure that when new facilities are proposed, adequate water and sewer services are available. While this study is to be used to identify capacity deficiencies, the total federal/state funding participation rate for recommended improvements is to be determined based on public use percentage of the improvements. January 2016 Page 4-39

40 Chapter Four 4.7 Part 11 - Airport Commission Offices As a public body created through the Acts of the Virginia General Assembly, the Airport Commission is required to adhere the Virginia Public Records Retention Act which stipulates timelines for the cataloging and storage of records and documents of this body. While the Airport Commission offices are adequate to support staff functions, storage areas for documents, either in paper or electronic format, are extremely constrained. It is recommended that during the planning period opportunities for creating additional storage areas for Airport Commission records and documents be evaluated in order to remain compliant with State requirements. 4 Section 8 - Land Acquisition 4.8 Part 01 - Fee Simple SHD currently consists of approximately 433 acres. As depicted on Figure 4-11 and as listed on Table 4-19, several adjacent parcels of land have been identified for fee simple acquisition by the Airport Commission in order to meet FAA standards for the control of the Airport RPZs. In addition, given the rolling grades throughout SHD s property and elevation changes between the runway and landside facilities, future development will require substantial sources of fill material. Table Proposed Land Acquisition Summary Area Acreage Purpose Recommended Phase Ownership of Existing 23 RPZ I Control of Existing 5 RPZ I Control of Existing 5 RPZ I Access/Development/Borrow Source I 5 16 Development/Borrow Source I 6 35 Development/Borrow Source ULT Development/Borrow Source III/ULT 8 36 Control of Ultimate 23 RPZ ULT Total Source: Delta Airport Consultants, Inc. Delta Airport Consultants, Inc. Page 4-40

41 Proposed Land Acquisition Shenandoah Valley Regional Airport Figure Proposed Land Acquisition Acquisition on fee simple ownership of Areas 1-3 (27.0 acres) will ensure the Airport Commission remains compliant with FAA standards to control, to the greatest extent possible, land areas constituting current RPZs at SHD. Acquisition of Area 4 (18.5 acres) will provide direct ground access to the mid-field development area envisioned for general aviation and/or support facilities and services. Area 4 is also a source for future borrow material to support development projects envisioned during the planning period. Areas 5 and 6 (51.0 acres) also provide borrow material for development projects as well as the potential to support future air and landside aviation infrastructure. Area 7 (135.0 acres) affords development of the east side of the airport and will serve as a source of fill/borrow material expected to be required for this development area. Similar to Areas 1-3, Area 8 (36.0 acres) is necessary for control of the Ultimate RPZ for a Runway 5-23 constructed to 7,000 feet. It is recommended fee simple interest be acquired in the above areas of land during the planning period. January 2016 Page 4-41

42 Chapter Four 4.8 Part 02 - Easement Acquisition There are four properties adjacent to SHD that have obstructions to the existing Runway 5 approach surfaces. The most cost effective way to gain control of off-airport airspace in order to mitigate obstructions is usually through the acquisition of avigation easements. Since these four properties are not needed for airport development or RPZ control, it is recommended that in Phase I, avigation easements be acquired over those properties that have existing obstructions in order to permit the removal or lighting of the obstructions. T F Proposed Easements Shenandoah Valley Regional Airport A R D Figure Proposed Easements Delta Airport Consultants, Inc. Page 4-42