5. Facility Requirements

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1 5. Facility Requirements The purpose of this chapter is to compare existing airfield and adjacent landside facilities with the Airport operations and aircraft forecasts developed in the previous chapter (see Table 4.2) to identify improvements required to meet future growth and demand. Additional improvements required to meet certain goals of the Airport will also be highlighted. 5.1 Airport Design Criteria Critical Aircraft An airport is designed based on the characteristics of the most demanding aircraft, in terms of approach speed and wing span, that currently use an airport, or that are projected to use an airport at some point in the future. The critical aircraft for an airport must have 500 or more annual itinerant operations at the airport. Itinerant operations involve a trip extending more than 20 miles from and/or to the airport. A second criterion of airport design is the Part 77 Airspace analysis. For Vista Field, the Part 77 Airspace is sized for a Utility runway propeller driven aircraft weighing less than 12,500 pounds. The drawing and design for the Part 77 Airspace was previously completed and will not be adjusted. This drawing and the Runway Inner Approach Plan and Profile are included in Chapter 9 Airport Layout Plan Drawings. It should be noted that while the Airspace is sized for those aircraft under 12,500 pounds in weight, there are larger aircraft that use the airport. This is acceptable to the FAA so long as the operations of larger aircraft are limited to 500 operations per year. Airport Reference Code The Airport Reference Code (ARC) is a criterion that defines the critical airport dimensions based on the airport s critical aircraft. The ARC is defined specifically by the approach category and the design group of the critical aircraft. The approach category is defined by 1.3 times the stall speed of the aircraft in its landing configuration at its maximum landing weight. The approach category is represented by the letters A, B, C, D, and E as shown in Table 5.1. The design group of the aircraft is based on the aircraft s wing span and is defined by Roman Numerals I, II, III, IV, V, and VI as shown in Table 5.2. Table 5.1 Airport Approach Categories Approach Category A B C D E Approach Speed Less than 91 knots 91-<121 knots 121-<141 knots 141-<166 knots 166 knots or more 30176/Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 30

2 Table 5.2 Airport Design Group Design Group Tail Height (ft.) Wingspan (ft.) I <20 <49 II 20-<30 49-<79 III 30-<45 79-<118 IV 45-< <171 V 60-< <214 VI 66-< <262 Table 5.3 provides typical representative aircraft grouped by ARC. Table 5.3 Representative Aircraft by Airport Reference Code Airport Reference Code Examples A-I small less than 12,500 lbs. B-I small less than 12,500 lbs. Cessna 172, 182 Piper Warrior, Archer, Malibu Piper Seminole, Seneca Cirrus SR-20/22 EADS Tobago, Trinidad Beechcraft Bonanza Mooney Ovation Epic LT Beechcraft King Air 90/100 Beech Baron Cessna 421, Citation I Piper Navajo, Cheyenne B-II small less than 12,500 lbs. Beechcraft King Air 200 Cessna 441 de Havilland Twin Otter 30176/Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 31

3 Airport Reference Code Examples B-I, B-II greater than 12,500 lbs. Pilatus PC 12 Dassault Falcon 10, 20, 50, 200, 900 Beechcraft King Air 300/350 Beechcraft 1900 Cessna Citation II Hawker 400 Embraer 120 Brasilia Saab 340 Dassult Falcon 50EX A-III, B-III de Havilland Dash 7/8 Bombardier Q300 ATR 42/72 Douglas DC-3 Fairchild F-27 Very Light Jets under 10,000 lbs. takeoff weight HondaJet Cessna Citation Mustang Eclipse 500 Embraer Phenom 100 Diamond D-Jet Photo: Honda Manufacturing C-I, D-I Bombardier Learjet 45, 55, 60 IAI Westwind Hawker 125 C-II, D-II C-III, D-III Bombardier CRJ-700, Challenger Series Cessna Citation Soverign Gulfstream 200, 350, 450 (II,III,IV) Hawker 800 Embraer ERJ 135/145 Bombardier Q400 Gulfstream 500/550 (V) Boeing Business Jet Airbus A319/320 Boeing 737, MD-80, MD-90 Bombardier CRJ-900 Embraer 175/ /Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 32

4 Airport Reference Code C-IV, D-IV Boeing 757/767, MD-11, DC-10 Airbus A300/A310 Examples D-V Boeing 747 Series Boeing 777 Series Airbus A340 Light Sport 1320 lb. max takeoff weight; 120 knots max airspeed Kitfox Cessna C-162 Skycatcher Cirrus SRS Icon A5 The most demanding aircraft using Vista Field Airport on a regular basis, with more than 500 annual operations, include the following: Cessna Citation I Beechcraft Baron, Duke Beechcraft C99, King Air 90 Piper Aerostar, Navajo, Cheyenne Rockwell 690 Epic LT Pilate PC 12 The majority of these aircraft are business jets with approach speeds that place them in Approach Category B (up to 121 knots) and a wingspan of less than 49 feet. The Cessna Citation corporate jet has a wingspan of 47.1 feet, thus placing it in Aircraft Design Group I (aircraft with wingspans up to 48.9 feet). Therefore, the ARC for Runway 2-20 of B-I is an appropriate classification. Vista Field Airport has an existing designated ARC of B-I (small) based on use primarily by small general aviation aircraft conducting daytime VFR operations only. The designation of small is limited to aircraft with a gross weight of 12,500 pounds or less. Critical aircraft with the ARC of B-I have an approach speed of between 91 and 121 knots, a wingspan of less than 49 feet, and a tail height of less than 20 feet. 5.2 Future Airport Reference Code and Critical Aircraft As discussed above, the Airport Reference Code (ARC) is an important parameter for airport design. The appropriate ARC for an airport is determined by its design, or critical aircraft, which is the most 30176/Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 33

5 demanding aircraft or family of aircraft that regularly uses the airport. Regular use is defined as at least 500 annual itinerant operations equivalent to an average of one departure per weekday. Two frequent users of Vista Field Airport, UPS and Pacific Cataract & Laser Institute, occasionally fly B-II Large aircraft. FAA standards suggest that the utilization of the B-I class airport by B-II aircraft is acceptable, so long as annual operations are limited to 500. In recent years, due to cargo carrying need, UPS has flown larger aircraft into the Pasco airport on weekdays and only flies into the Vista Field Airport on Saturdays. Thus, the number of B-II operations has diminished in recent years and is less than the 500 FAA maximum. Based on current airport operations and demand, the future Airport Reference Code (ARC) should remain B-I (small). This ARC includes a wide range of many of the most popular business aircraft and insures that the airport is flexible in meeting future demand. Given the use of Vista Field Airport by some aircraft meeting the B-II approach speed category and airplane design group, it is important to also consider the airport to accommodate potential increases in operations of business jets to the extent operations are limited. The aircraft described above, or similar aircraft, anticipate using the airport on a regular basis through the established 20-year planning horizon. Federally funded projects require that critical design aircraft have at least 500 or more annual itinerant operations at the airport for an individual aircraft or family of aircraft. While some larger aircraft are anticipated to use the airport within the planning horizon, implementing improvements based on these larger aircraft will be considered demand-driven. The Part 77 airspace visual runway category for B-II, or B-I large planes, cannot be reasonably achieved because of existing building heights and development in the area. To meet visual runway airspace with a 500 primary surface width would require removal of buildings along Deschutes Avenue as depicted in Figure 5. It would also eliminate several buildings on the west side of the airport, all of which seems impractical. Further consideration of expanding the airspace beyond utility runway category is not thought to be meaningful. Achieving B-I (large) or B-II separations for facilities on the east side is not possible without removing the buildings along Deschutes Avenue. Further consideration of expanding the airport to B-I large or B-II is also not productive. However, since there will be access and large aircraft operating at Vista Field it is recommended the ground clearances for any new facilities attempt to accommodate B-II standards. 5.3 Airside Facilities The airport is currently classified as ARC B-I (small) and is anticipated to remain so for the planning period. FAA Advisory Circular (AC) 150/ Airport Design recommends standard widths, minimum clearances and other dimensional criteria for runways, taxiways, safety areas, aprons and other physical airport features. Dimensions are recommended based on Aircraft Approach Category, in this case not lower than ¾-mile visibility, and the ARC. Table 5.5, Airport Design Standards Evaluation, presents the existing airport dimensional information and the design standards that the airport should have in order to meet FAA recommendations for an ARC of B-I (small) for Runway In addition, standards for an ARC of B-I and B-II are included for discussion of long-term airport planning /Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 34

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7 Table 5.4 Airport Design Standards Evaluation Design Feature B-I (Small) B-I B-II Vista Field Airport Current Runway Centerline to: - Holdline Taxiway Centerline E/240 W - Aircraft Parking Area Runway Width Taxiway Width Runway Safety Area (RSA) - Width Length Beyond Runway End Object Free Area (OFA) - Runway Length Beyond Runway End Taxiway Part 77 Airspace Surface (25 ht) ** Runway Protection Zone (RPZ) - Length 1,000 1,000 1,000 1,000 - Inner Width Outer Width *With not lower than ¾-statute mile approach visibility minimums **Hangars on east side are within airspace 30176/Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 36

8 Runways Capacity FAA Advisory Circular 150/5060-5, Airport Capacity and Delay provides guidance for evaluating the capacity of an airport runway based on configuration, percent of arrivals, percent of touch-and-go operations, aircraft mix, and exits from the runway. An evaluation based on this guidance was not performed due to the lack of historical data specifically collected for these categories. Airport operations are currently estimated at 25,000 for 2010 are expected to grow to 32,000 by The Vista Field Airport has sufficient capacity for future growth based on this forecast. With the present runway length of 4,000 feet, the Airport is able to accommodate all of the anticipated operations for small airplanes. An appropriate required runway length can be calculated using the FAA Airport Design Computer Software and is derived from the airport elevation, the Mean Normal Maximum Temperature, and the maximum difference in runway elevation at the centerline. These calculations were not performed however, given that the location of Vista Field Airport within the City of Kennewick and the fact that the runway could not reasonably be extended without closing public collector roadways. Runway 2-20 has a width of 150 feet and is far beyond the minimum standards for even B-II aircraft of 75 feet. Pavement Strength The existing pavement strength is adequate to support small and large single and multi-engine propeller, turboprop and turbojet aircraft weighing up to approximately 25,000 pounds with single gear. All of the pavement should plan for crack sealing and seal coating at least every five years. Runway Protection Zone (RPZ) and Approaches The purpose of Runway Protection Zones is to protect the people and property on the ground beyond the runway ends. Recent FAA guidance in regards to roads and obstructions within an RPZ clearly state that no new roads or objects are permitted within the RPZ boundary and that removal or relocation of existing roads and objects in RPZs is a high priority where cost effective. It further encourages that the RPZ be owned or at least controlled by the Airport sponsor. Much of the property within the Runway RPZs at either end are currently owned by the Port of Kennewick inside the fence, however a portion of the RPZ on the northeast end extends over Kellogg Street and into Lawrence Scott Park. The airport should attempt to gain at least avigation easements over Kellogg Street and Lawrence Scott Park since they are owned by the City of Kennewick. This would protect the RPZ from obstructions, should the City sell either one in the future. Relocation of Kellogg Street does not seem feasible. Helicopter Operations The number of helicopter operations is relatively small at Vista Field and there are currently no helicopters based at the airport. There are no FAA-approved helicopter approaches to the airport, and no strictly defined helicopter landing procedures are in use. Helicopters are required to use the runway and taxiway system just as an aircraft would. Helicopters typically park on the aprons adjacent to the former FBO building /Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 37

9 Taxiways and Taxilanes All taxiways in use at the airport are 40 feet wide. These widths are sufficient to meet current and forecast needs. The centerline-to-centerline separation for the runway and Taxiway A on the west side is 240 feet, meeting the required separation for ARC B-II and exceeding the required separation for ARC B-I. This taxiway separation is sufficient to meet forecast future demand. The centerline-to-centerline separation for Taxiway B is 166 feet for most of it s length, except the far northern end where it is 228 feet. This distance exceeds the standard for B-I small but does not meet the standard for B-I or B-II. Taxiway A, is in good condition having been crack sealed and slurry sealed in This pavement is able to support large aircraft up to approximately 25,000 pounds with single gear while Taxiway B is only adequate to support small aircraft weighing less than 12,500 pounds. Taxilanes are adequate to serve existing hangars. Additional taxilanes will need to be constructed to serve new hangar development. Aprons and Other Airfield Pavements The apron pavements on the airport are currently in good condition based on the 2005 WSDOT Pavement Condition Index survey. Additional apron space will be needed to accommodate the forecast needs of the airport. There is a small paved apron area between Taxiway A and the runway at midfield that should be rubbleized and removed. Objects Affecting Navigable Airspace (Part 77) The FAA Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable Airspace, apply to existing and manmade objects. According to FAA Form 5010 the Airport Master Record there is a power line 50 feet in height 2000 feet from the on the southwest runway end and a pole 29 feet tall 1,251 feet from the northeast runway end. Airport Navigational Aids (NAVAIDs) Navigational aids and landing aids are sufficient at this time for Runway 2-20 for a B-I visual airport category. There are no visual or instrument NAVAIDs for Runway Vista Field would not be able to accommodate an instrument approach such as ILS or GPS as the airspace would need to meet visual requirement discussed above. Lighting, Signing, and Marking Runway 2-20, along with its associated taxiway system, has adequate lighting, signing, and markings. Approach Procedures Vista Field operates with visual approaches only and is anticipated to do so into the foreseeable future. 5.4 Support Facilities Hangars Although the existing 22 T-hangars on the east side of the airport are nearly leased to capacity, their condition is not overly inviting and it has been discussed for several years to replace these hangars with hangars that would be situated further from the Taxiway so as to provide improved spacing which would allow aircraft to be parked outside the hangars and still be outside of the Taxiway Object Free Area /Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 38

10 As previously discussed in Chapter 4 and shown in Table 4.2 there are currently 25 hangar spaces at Vista Field and the forecasted need is expected to grow to 60. This forecast is based on the assumption that the number of based aircraft will grow relatively quickly in the next few years with the resumption of FBO services at the airport, and that it will grow at a rate of approximately 1.4% per year thereafter. It also assumes, as is the case at most airports that most aircraft owners would prefer that their aircraft be stored in hangars as opposed to tie-downs. Tie-Downs There are currently 19 tie-downs provided at Vista Field, primarily to accommodate transient travelers and aircraft awaiting maintenance opportunities. Four of these are large tie-downs that are situated in close proximity to functioning office buildings at the southern end of the airport on the west side. To allow for some growth in transient operations, it is reasonable to assume that additional tie-downs should be provided at Vista Field to accommodate at least 25 aircraft, including relocation of the existing large tie-downs. These tie-downs can be used by transient aircraft, sport aircraft activities and periodic fly-in events. Airport Access and Vehicle Parking Access to the airport was discussed earlier and is sufficient to meet current and forecasted needs. Vehicular parking is provided on both the west side near the former FBO building and on the east side to the existing T-hangars. Parking is also provided at Jackson Aircraft Services on the east side off of Deschutes Avenue. Parking is currently adequate to meet airport needs but should be expanded as operations grow and new hangar areas are developed. Fencing The current perimeter fencing provides adequate separation from wildlife and safety from public access to the airport. It is in good condition and has ample manual access gates. It is however, desirable to relocate the fence along certain portions of the west side once a decision is made regarding where airport associated development is planned. Aircraft Rescue and Fire Fighting (ARFF) No Aircraft Rescue and Fire Fighting facilities are anticipated to be added at Vista Field. Fueling Facilities Existing fueling facilities were discussed in Chapter 2. Both 100-LL avgas and Jet-A fuel is provided on the east side of the former FBO building. The fuel pumps are situated within the Object Free Area of Taxiway A. If B-II clearances are desired on the west side the fuel dispensers should be moved back. Utilities and Infrastructure Utility services are currently adequate to serve potential Airport development. As additional hangar areas are built out and development moves to other areas, additional infrastructure will be needed to serve additional hangars and possible future commercial development. Property and Easements A portion of the property owned by Brockman Precision on the east side of the airport falls within the Building Restriction Line (BRL) for B-I. It would be in the best interest of the Port to acquire this property through purchase or trade so as to reduce the potential of airport infringements and put all properties subject to building restrictions under Port ownership /Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 39

11 Fixed Base Operators (FBOs) and Aviation-Related Services A Fixed Based Operator Feasibility Study was performed previously at the request of the Port of Kennewick. This study was performed after the decision was made to retain Vista Field as an airport and because of significant interest in reestablishing an FBO presence. Several items were considered in the study: optimum location of an FBO ideal hangar size and amenities for FBO operation analysis of current FBO building potential use of corporate hangars on the east side The findings of this study will be presented in the next chapter Development Alternatives. 5.5 Summary of Airport Facility Needs The following is a summary of key airport facility needs over the next twenty years: Airport Design Runways Maintain the east side of the airport as a B-I Small design criteria. Where practical construct all west side facilities to a B-II separation standard. RPZ Protection Acquiring avigation easements for the Runway Protection Zone (RPZ) not owned by the Port should be a priority. Taxiways/Taxilanes Additional taxilanes will need to be constructed to serve areas as new hangar development occurs. Acquire a portion of the Brockman Precision property that lies within the Building Restriction Line on the east side of the airport. Vehicle Parking Vehicle parking areas should be expanded as FBO and hangar development occurs. Hangars and Tie-Downs Fencing Table 5.5 provides the short- and long-term needs for hangars and tie-down spaces. Relocate the perimeter fence on the west side consistent with the selected future development option /Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 40

12 Table 5.5 Short and Long-term needs for Hangars and Tie-Downs Existing 2020 Needs 2030 Needs Hangars 25 Spaces Relocate existing T- Hangars and add 10 new spaces Tie-Downs 20 Spaces Relocate 4 large tiedowns, add 5 new Spaces Add 25 more Additional Spaces (total of 60) No Additional Spaces Needed* 5.6 Public, Users, and Operators Needs During the course of evaluating the facility needs (both airside and support facilities), meetings were held with pilots that use Vista Field as well as potential FBO operators to identify their issues and concerns about the airport. Minutes of the meeting are included in the Appendix (of the FBO Feasibility Study), with a summary of key comments is provided below. Most of the group agreed that the existing maintenance hangar of 2,500 s.f. is insufficient for proper FBO operations. A minimum size of 6,000 to 10,000 s.f. is recommended. The size of the hangar will really depend on the type of aircraft that are anticipated to be repaired or stored. The needs of an FBO and their capability can vary widely. After a discussion about hangar size, the group seemed to agree that although a larger sized maintenance hangar is ideal, one needs to start somewhere and perhaps it is best to start out with what we have. Currently, the airport is rated B-I which is for aircraft up to a wingspan of 49 feet, weight less than 12,500 lbs, and approach speeds less than 121 knots. They would like to get it rated for B-II for at least ground separations of aircraft with wingspans up to 79 feet. The group felt that the FBO should remain where it is because there is existing infrastructure already in place and the proximity of the fuel tanks. The fuel tanks were upgraded in 1998 and meet environmental considerations. The fuel dispensers are within the B-II object free area and will need to be relocated, but the tanks are located out of the area and can remain in place. There is concern for the aircraft parking to the south of the FBO building. Particularly the noise and blasting of the adjacent office buildings to the north. Desire to have pilot amenities such as wireless internet, sleeping room, conference room, courtesy car, golf cart, local phone service, and maintenance door access to the FBO directly from the runway side. There is a desire to move the pilot lounge closer and visible to the runway, as a more inviting place to relax. The FBO RFP should consider the following additional roles: 30176/Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 41

13 a. Coordinated training with the Kennewick Schools Vocational Program. b. Light Sport Aircraft training. The Vista Field Advisory Board (VFAB) also discussed various development concerns, objectives and options at several meetings. Discussion topics included: Long-term location for the Fixed Based Operator (FBO) Amenities to be included at the FBO Airspace and ground clearances for B-I vs. B-II on west side and east side Object Free Area infringements Existing and future hangar and tie-down needs Commercial and light industrial development potential Commercial options for land sell or lease Zoning and Comprehensive Plan issues Design Standards Public art 30176/Vista Field Master Plan DRAFT CR.docx J-U-B ENGINEERS, Inc. 42

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