3.1 CRITICAL AIRCRAFT

Transcription

1 The purpose of the demand capacity analysis is to determine an airport s capacity and its ability to support the forecasted aviation demand. Facility requirements identify development, replacement, and/or modification of airport facilities to accommodate the existing and 20-year forecasted demand. In addition, alternative analyses will be presented in appropriate sections to discuss various airport configurations to accommodate the 20-year demand. Methodology used to determine facility requirements begins with an examination of an airport s major components. Airfield Airspace Buildings Landside/surface access It is important to note that each of these system components should be balanced, in order to achieve system optimization. Any deficiencies in airport facilities that encompass these four elements will be identified based on standards presented in FAA AC 150/ Airport Design (Change 7), and FAA AC 150/5060-5, Airport Capacity and Delay. Recommended improvements to facilities will be noted. 3.1 CRITICAL AIRCRAFT The airport must be designed to standards, which will accommodate the most demanding airplane (critical aircraft), which is currently using or is projected to use the facility on a regular basis (defined as 500 operations per year or more). The weight, wingspan, and performance characteristics of these aircraft, in conjunction with site-specific conditions, determine an airport s geometry in terms of runway/taxiway configurations, lengths, and separations. Table (page 3-2) describes the existing and future critical aircraft for the. 3-1

2 Table Critical Aircraft for Runway 2-20 Criteria Pilatus PC-12 Citation Excel Gulfstream 200 Time Frame/Phase Existing/Phase I Existing/Phase I Phase II/Phase III Airport Reference Code B-II B-II C-II Wingspan (feet) Approach Speed (mph) 105 (1) 117 (2) 162 Maximum Takeoff Weight (lbs) 9,920 20,000 35,600 Number of Engines Gear Configuration Single Dual Dual (1) Estimate with stall speed of 95 mph (Aviation Week, January 13, 2003) (2) Estimate from similar aircraft (Aviation Week, January 12, 1998) Source: Talbert & Bright Inc. (February 2003) Critical Aircraft Support In order to establish the most appropriate critical aircraft as defined by the FAA, information was obtained from the FBO (SkyTech, refer to Appendix D for analysis). This initial information was a review of transient forms filled out by aircraft visitors to the FBO (SkyTech). From these forms, a list of turbofan aircraft visits is tabulated on Table Table Transient SkyTech Turbofan Summary Type of Aircraft Number of Visits Type of Aircraft Number of Visits Citation Excel 5 Beechjet 2 Citation 5 2 Beechjet Citation Beechjet 400A 2 Citation Executive Jet 1 Falcon Hawker Falcon 1 Hawker Falcon 50 1 Jet 3 Lear 35 1 Lear 31A 1 Lear 25 2 Lear Jet 1 Lear 55 1 Total 31 Source: SkyTech (January 2003) Table is a partial listing for approximately four months of visitors requiring FBO services and voluntarily filling out the FBO form. As shown, Citation aircraft represent the most frequent turbofan visitors, with the Citation Excel leading this partial list. 3-2

3 The FBO (SkyTech) also documented frequent operational usage by the Pilatus PC-12 single-engine turboprop aircraft. SkyTech s maintenance facility is the designated maintenance facility for owners of ten Pilatus aircraft. In addition, SkyTech has a demonstrator Pilatus (home based at the Rock Hill/York County Airport [Bryant Field]) that averages approximately three flights a week. A second demonstrator aircraft is on order. Flights/Year Operations/Year Single Demonstrator Pilatus Maintenance 100 to Total 562+ The operational origin and destination of the Pilatus aircraft are directly to the FBO maintenance hangar and; therefore, not listed on the terminal sign-in sheet. Given the above data, a dual listing of the Pilatus PC-12 and Citation Excel aircraft would best serve as the critical aircraft designation for the Existing and Phase I time frames. Both aircraft are considered as B-II aircraft for design classification. The Gulfstream 200 is shown as the anticipated critical aircraft for the Phase II and Phase III planning time periods. This classification is consistent with the previous FAA-approved Master Plan for the Rock Hill/York County Airport (Bryant Field, April 1994) AIRPORT CAPACITY Airport capacity was calculated using airport capacity and aircraft delay calculations from Chapter 2 of FAA AC 150/5060-5, Airport Capacity and Delay. This chapter contains calculations for determining hourly airport capacity, annual service volume (ASV), and aircraft delay for long-range airport planning. To utilize this methodology, the airport operational characteristics must, in essence, meet the following assumptions. A. Runway-Use Configuration must approximate depicted configurations B. Percent Arrivals arrivals equal departures C. Percent Touch-and-Go s 0-50 for mix index D. Taxiways full-length parallel taxiway, ample runway entrance/exit taxiways, and no taxiway problems 11 W.K. Dickson & Company, Inc. (April 1994). Rock Hill/York County Airport/Bryant Field (29J) Update. Prepared for Rock Hill/York County Airport Commission. 3-3

4 E. Airspace Limitations no airspace limitations, which would adversely impact flight operations. Missed approach protection is assured for all converging operations in IFR weather F. Runway Instrumentation the Airport has one runway equipped with an ILS and has the necessary ATC facilities and services to carry out operations in a radar environment ASV (annual service volume) Assumptions A. Assumptions of Table 2-1 (page 5) and Figure 2-1 (page 7) of FAA AC 150/ Airport Capacity and Delay Percent Touchand-Go Annual Demand/ Average Daily Demand * Demand Ratios Average Daily Demand/ Average Peak Hour Demand * Mix Index % (C+3D) Percent Arrivals * In the peak month Note: C = aircraft 12,500 lbs to 300,000 lbs max certified takeoff weight D = aircraft over 300,000 lbs max certified takeoff weight B. Weather IFR weather conditions occur roughly 10% of the time. C. Runway Use Configuration Roughly 80% of the time the Airport is operated with the runway-use configuration, which produces the greatest hourly capacity. Given the assumption and determination that the Rock Hill/York County Airport (Bryant Field) meets or exceeds the assumption parameters, the following capacity and service volume limits were generated. Diagram Number 1 (page 7) Chapter 2 Hourly Capacity Operations/Hour Annual Service Volume Operations/Year FAA AC 150/ VFR IFR Airport Capacity and Delay ,

5 Utilizing Forecast Number III with 2022 annual operational level of 88,000, it is clear that the is not projected to reach its capacity or service volume limits within the 20-year long-range planning time frame. An estimate of Forecast Number II (2022 operational levels) would be 68,809, providing the same conclusion as Forecast Number III. This 6,500 runway judgment assumes that in either Phase II or Phase III, the fleet mix will either approach 100% and/or the useful load factors will approach 90% useful load. This assumption will require justification at time of construction. 3.3 RUNWAY REQUIREMENT The current runway is 5,500 by 100. A review of runway requirements, as defined by FAA AC 150/5325-4A, Runway Length Requirements for Airport Design indicates the following guidelines. Consider a specific airplane or family of airplanes having similar performance characteristics Forecasts should be based on airplanes needing the runway on a regular basis (250 operations a year) Adjustments to minimum frequency can be made under very unusual circumstances When planning for airplanes up to and including 60,000 lbs maximum gross weight, the runway length should be designed for a family of airplanes FAA AC 150/5325-4A Chapter 2 Runway Length Based on Airplane Groupings Given that the is being planned to accommodate aircraft up to 60,000 pounds maximum gross weight, Figures 2-3 (page 6) and 2-4 (page 7) of Chapter 2 in FAA AC 150/5325-4A, Runway Length Requirements for Airport Design were reviewed. Two inputs to these tables include the following. Airport Elevation 667 Normal Maximum Temperature 91 F Runway Length Adjusted for Wet Conditions Figure 2-3 Curves A. 75% 60% useful load 4,800 5,500 B. 75% 90% useful load 6,800 7,000 Figure 2-4 Curves A. 100% 60% useful load 5,600 6,440 B. 100% 90% useful load 8,600 8,

6 Figure Figure 2-3 Runway Length to Serve 75% of Large Airplanes of 60,000 lbs (27,200 kg) or Less Source: FAA AC 150/5325-4A, Runway Length Requirements for Airport Design 3-6

7 Figure Figure 2-4 Runway Length to Serve 100% of Large Airplanes of 60,000 lbs (27,200 kg) or Less Source: FAA AC 150/5325-4A, Runway Length Requirements for Airport Design 3-7

8 Reviewing the graphs, a judgment was made that future runway planning at the Rock Hill/York County Airport (Bryant Field) should provide for a maximum runway length of 6,500. This distance is consistent with FAA guidelines for reliever airports. 3.4 BASED AIRCRAFT HANGAR/TIE-DOWN REQUIREMENTS In Section (page 1-53), it was documented that of the 108-based aircraft in 2002, 95 were stored in hangars and 13 were tied down on the aprons. For forecasting purposes, it was assumed that 80% of future based aircraft would want to be hangared. Given this assumption, Table estimates the total based aircraft to be hangared and/or tied down in each planning phase using two forecast scenarios (Forecast II and Forecast III, refer to page 2-13). The table assumes the following. Two more eight-unit T-hangars will be built in the Taxiway-J area. One T-hangar will be built in Phase I and one in Phase II The port-a-ports will be replaced Additional multiple unit hangars will be either T-hangars, shade ports, or ganghangars under FBO or Airport management New corporate hangars will be stand-alone facilities housing one to three aircraft Table Hangared Aircraft and Based Aircraft Tie-Downs Forecast Scenario Phase I Phase II Phase III Hangar Type Existing II & III II III II III Conventional Shade Ports Port-a-Ports Taxiway "J" T-hangars New T- or Gang-Hangars, or Shade Ports New Corporate Hangars Total Hangared Aircraft Based Aircraft Tied Down Total Based Aircraft Note: Percentage of hangared aircraft of total based aircraft will be 80% for Phases I through III Source: Talbert & Bright, Inc. (February 2003) 3-8

9 3.5 APRON REQUIREMENTS Itinerant Daily Flights/Tie-Downs A significant element for apron requirements is the daily tie-down needs of itinerant/transient aircraft. Table calculates an estimate of this need. The calculation process incorporated findings illustrated on Tables (page 2-15), (page 2-16), and (page 2-17). The final calculations define the itinerant average daily peak month flights. It is assumed that 50% of these flights require tie-downs at the same time. Table Itinerant Aircraft Daily Tie-Downs Forecast Scenarios Phase I Phase II Phase III Existing II & III II III II III Based Aircraft Operations Per Based Aircraft Aircraft Operations 37,675 50,400 57,400 65,500 72,400 88,000 Peak Month Operations (11%) 4, , , , , , Peak Month Flights 2, , , , , , Peak Month Average Daily Flights Percent Itinerant Itinerant Average Daily Peak Month Flights Utilization (50%) Source: Talbert & Bright Inc. (February 2003) Total Tie-Down Requirements Given the itinerant tie-down requirements of Table , it is possible to calculate the apron square footage requirements of both itinerant/transient aircraft and based aircraft FAA Apron Requirements FAA AC 150/ Airport Design suggests 300 square yards of apron for based aircraft and 360 square yards of apron for itinerant aircraft plus 10% for expansion for the next two-year period. A review of these guideline standards indicates that they conform primarily to the typical general aviation airport with predominantly local traffic and some itinerant fly-ins. A review of FAA AC 150/ CHG 5 Airport Design Appendix 5 depicts typical tie-down layouts in Figure A5-2 (as illustrated in Figure , page 3-10). 3-9

10 Figure Figure A5-2 Tie-Down Layouts Source: FAA AC 150/ CHG 5 Airport Design Appendix 5 (page 120) 3-10

11 A review of Figure (page 3-10) illustrates apron square yardages (exclusive of taxi lane areas) of 342 square yards and 490 square yards in the respective diagrams. After extensive review of the typical aircraft that utilize the, a judgment has been made that the FAA typical tie-down areas will best fit the needs of the Airport (refer to Figures and , pages 3-12 and 3-13) Recommended Apron Requirements The decision to use 490 square yards as the itinerant apron standard will best fit the design aircraft of a Gulfstream 200. A review of Table indicates that significant itinerant usage of the Airport by larger aircraft should invoke an increased itinerant aircraft apron standard. Table Typical High-End Itinerant Aircraft Aircraft Name Wingspan Length Gulfstream IV Gulfstream III Falcon Falcon Gulfstream Citation III Lear Jet 35A King Air Source: Aviation Week, Aircraft Specifications (January 2001) Total Apron Square Yards Given the square yardage requirements per type of aircraft, Table (page 3-14) calculates the total theoretical apron space needed. At the present time, a total of 61 regular tie-downs and three large tie-downs are in usage at the Rock Hill/York County Airport (Bryant Field). Some of the tie-downs and apron space are, in essence, holding areas for aircraft maintenance and central taxi lane entrance areas reducing the total apron area documented in Table (page 1-37) from 41,448 square yards to approximately 30,849 square yards. Given this 30,849-square-yard effective apron area, a comparison is made with forecasted apron needs shown in Table (page 3-14). This table indicates new apron requirements by Phase II. However, current tie-down arrangements are not conducive to large aircraft operation and will require adjustment in Phase I. The apron facility needs assume 80% of the based aircraft will be hangared. If the hangared facilities cannot be brought on-line as predicted, then more apron facilities will be needed in earlier periods. 3-11

12 Figure Square-Yard Apron Tie-Down Concept Source: Talbert & Bright (July 2003)) 3-12

13 Figure Square-Yard Apron Tie-Down Concept Source: Talbert & Bright (July 2003) 3-13

14 Table Aircraft Tie-Downs and Apron Square Yardage Square Forecast Scenarios Yards/ Phase I Phase II Phase III Aircraft Existing II & III II III II III Based Aircraft Tie-Downs Total Itinerant Aircraft Tie-Downs Total Square Yardage Requirement Based Aircraft , , , , , ,810.8 Taxi Lane Itinerant Aircraft , , , , , ,496.4 Taxi Lane Total 17, , , , , ,307.2 Existing Effective Apron Areas 30, , , , , ,849.0 Apron Deficit No Deficit No Deficit (5,163.0) (9,058.2) (14,490.6) (30,458.2) Source: Talbert & Bright Inc. (July 2003) 3.6 TERMINAL REQUIREMENTS This section investigates, from a preliminary planning perspective, the following terminal elements: Functional use of the existing terminal Internal square footage elements Terminal expansion Associated automobile parking requirements As depicted in Section (page 1-50), the existing Rock Hill/York County Airport (Bryant Field) terminal has estimated square footage as follows. First Floor Second Floor Total 4,359 square feet 3,007 square feet 7,366 square feet The Airport terminal is essentially new with a 1999 completion date. 3-14

15 3.6.1 Terminal Addition Concept The precise functional elements of a given general aviation terminal can vary widely depending on the total usage envisioned by the airport community. The existing twostory terminal incorporates a variety of activities including space for tenants and conference rooms. Initial Visioning Sessions with the aviation community revealed several desires for changes to the terminal. Larger main conference room Larger pilot lounge Restaurant/coffee shop Table provides a generalized square footage terminal expansion guideline. This guideline incorporates the changes previously mentioned, as well as inclusion of rental car and security office functions. The inspirations behind these additions are: Large Conference Room expansion of existing or new main conference room to twice the existing size Large Pilot Lounge - a progressively large pilot lounge area to include rest areas, as well as training-support and computer needs Restaurant/Coffee Shop the vision shown is for an ultimate 36-seat eating area either adapted to existing areas near the existing kitchen or a new area Rental Cars as corporate activity increases, space should be made available for one to two rental car agencies on-site Security Office a small security office with good ramp line-of-sight Restrooms with the addition of a coffee shop and a larger conference area, new restrooms may be required Table Square Footage Requirements FAA Rock Hill Existing Forecast Scenarios Terminal Area Guidelines Guidelines (3) (s.f.) Phase I Phase II Phase III Peak Hour Passengers Enplaned Passengers General Lobby 100 s.f. pk. Hr. pass (1) N.A. N.A. N.A. N.A. N.A. Departure Lobby 500 to 1,200 s.f. (1) 40 s.f. per seat 1,352 1,352 1,352 1, s.f./seat Rental Car 48 s.f./agency (1) 100 s.f. N.A Coffee Shop 80 seats (/million passengers) 40 s.f./seat N.A. 13 seats 22 seats 36 seats (includes kitchen) 35 to 40 s.f./seat (2) ,

16 Table Square Footage Requirements FAA Rock Hill Existing Forecast Scenarios Terminal Area Guidelines Guidelines (3) (s.f.) Phase I Phase II Phase III 1,000 s.f. to 3000 s.f. (1) Kitchen None 237 s.f Manager's Office None 135 s.f Conference Rooms None ,400 1,400 Tenants None 1,507 s.f. 1,507 1,507 1,507 1,507 Pilot Lounge None 500 s.f ,400 Gift Shop 600 s.f. to 700 s.f. 325 s.f per million passengers Elevator None 22 s.f Security Office None 150 s.f. N.A Maintenance/Storage 12% to 18% of airport (2) 15% of airport 946 1,000 1,350 1,530 Circulation 20% to 30% of airport (1) 20% of airport 1,227 1,477 1,925 2,200 Restrooms 1,500 to 1,800 s.f 500s.f per 500 pk. hr. pass. (2) Total 7,366 8,679 11,264 12,829 (1) FAA AC 150/ Planning and Design of Airport Terminal Facilities at Nonhub Locations (2) FAA AC 150/ Planning and Design Guidelines For Airport Terminal Facilities (3) Talbert & Bright Inc. (February 2003) The above guidelines are for the specific changes envisioned. They assume an active corporate airport without regular scheduled air carrier service. The final terminal expansion guideline should be developed in concert with an architectural expansion study where alternatives can be developed and physical constraints thoroughly reviewed Terminal Parking Requirement As defined in Section (page 1-51), a total of 64 automobile parking spaces are available for terminal parking as of September The observed occupancy rate was 30% to 40% at midday during September As peak hour passengers increase and if coffee shop/restaurant additions are added, the available automobile parking spaces should increase as shown on Table (page 3-17). 3-16

17 Table Automobile Parking Additions Planning Guidelines Parking Spaces Parking Function Existing Phase I Phase II Phase III Peak Hour Enplaned Passengers Regular Rental Car Restaurant/Coffee Shop Total Source: Talbert & Bright, Inc. (February 2003) Daytime usage of an enlarged conference room could increase the automobile parking facility needs. 3.7 ACCESS/PERIMETER ROADWAY Roadway access both to and from the and internal circulation around the Airport are essential elements. Access to both the west and east sides of the Airport are needed given multiple landside support areas West Side Access At present, access to the terminal and west side of the Airport is provided by S-658 (Museum Road) that connects to Airport Road. Museum Road is connected to S.C. 161 (Celanese Road), which is the main arterial road leading to Rock Hill and ultimately I-77. Another access from the west is provided by S-961 (Pennington Road). This route crosses Museum Road and Airport Road to the north of the terminal area North Side Access Airport Road runs around the north side of the Airport outside of the fence line. No direct access to Airport property is provided at this time from this road East Side Access Airport Road connects to S-657 (Homestead Road), which does have a controlled gate access to the east side of the Airport and the Taxiway-J area. Homestead Road, in turn, 3-17

18 connects to Bryant Boulevard that runs through Airport Industrial Park (outside of the Airport fence line) with an ultimate connection to the main arterial S.C. 161 (Celanese Road) South Side Access The south side of the Airport is bounded by S.C. 161 (Celanese Road) and has no direct access to the Airport property Perimeter Roadway At the present time, a perimeter roadway is not provided within the interior side of the Airport fence line. It is recommended that a perimeter roadway be programmed for later stages of development to eliminate the need for vehicular traffic to cross the runway. 3.8 NAVIGATION AIDS Navigation aids at an airport come in numerous forms including general airport identification, specific runway guidance aids, and including in the broad sense air traffic control tower instructions Existing Navigation Aids Existing general navigation aids at the include: Beacon (rotating light) Wind cone and segmented circle ASOS (Automated Surface Observing System) NDB (non-directional radio beacon) VORTAC (Fort Mill) Runway-specific navigation aids at the include: NDB (outer marker for approach to Runway 2) Localizer for approach to Runway 2 MALSR lighting system for approach to Runway

19 PAPI (P2L) approach lights to Runway 2/20 Glide slope for approach to Runway Future Navigation Aids It is proposed that an instrument landing system be developed in Phase III for the approach to Runway 20. This system involves the addition of the following: Localizer for the approach to the ultimate extended Runway 20 MALSR lighting system for the approach to the ultimate extended Runway 20 Glide slope for the approach to Runway 20 Middle marker for the approach to Runway 20 Relocation of PAPI (P2L) approach lights to Runway 20 Generator for NAVAIDs in the event of electrical power failure With the addition of the ILS approach to Runway 20, adjustments will be required either to Airport Road and/or Homestead Road. For Airport Road on the north side, the road will need to be lowered in elevation or the approach lights south of Airport Road raised by approximately 15. Relocation of the road may be necessary to avoid the critical area of the localizer. Homestead Road will also require relocation to avoid the new glide slope critical area. 3.9 FACILITY REQUIREMENTS SUMMARY A summary of facility requirements for the Rock Hill/York County Airport (Bryant Field) is provided on Table (page 3-20). 3-19

20 Table Summary of Facility Requirements Forecast Scenarios Phase I Phase II Phase III Facility Existing II & III II III II III Runway Length 5,500' 5,500' 6,500' 6,500' 6,500' 6,500' Width 100' 100' 100' 100' 100' 100' Strength (pounds) 60,000-D 60,000-D 60,000-D 60,000-D 60,000-D 60,000-D Taxiways Width 35' 35' 35' 35' 35' 35' Parallel west west west west west west Partial Parallel east east east Strength (pounds) 60,000-D 60,000-D 60,000-D 60,000-D 60,000-D 60,000-D Apron (square yards) Based Aircraft Tie-Down Area 8, , , , , ,810.8 Itinerant Aircraft Tie-Down Area 8, , , , , ,496.4 Total 17, , , , , ,307.2 Aircraft Location Based Aircraft Hangared Based Aircraft Tied Down Itinerant Daily Tie-Downs Total Terminal Areas (square feet) Lobby 1,352 1,352 1,352 1,352 Rental Car Coffee Shop ,440 Kitchen Manager's Office Conference Rooms ,541 1,541 Tenants 1, ,507 1,507 Pilot Lounge ,400 Gift Shop Security Office Restrooms Other 2,195 2,499 3,297 3,752 Total 7,366 8,679 11,264 12,829 Terminal Automobile Parking Spaces Regular Rental Car Coffee Shop Total

21 Table Summary of Facility Requirements Forecast Scenarios Phase I Phase II Phase III Facility Existing II & III II III II III Navigation Aids Beacon x x x x Wind Cone and Segmented Circle x x x x ASOS x x x x VORTAC x x x x NDB (Runway 2) x x x x Localizer (Runway 2) x x x x MALSR (Runway 2) x x x x PAPI-2 (Runway 2/20) x x x x Glide Slope (Runway 2) x x x x Middle Marker (Runway 20) x x Localizer (Runway 20) x x MALSR (Runway 20) x x Glide Slope (Runway 20) x x Source: Talbert & Bright Inc. (July 2003) 3-21