Airport Layout Plan Narrative Report

Transcription

1 Airport Layout Plan Narrative Report Yuba County Airport Olivehurst, California Prepared for County of Yuba Prepared by Mead & Hunt, Inc. March 23, 2017

2 YUBA COUNTY AIRPORT AIRPORT LAYOUT PLAN NARRATIVE REPORT Introduction This report documents the major changes to the Airport Layout Plan (ALP) for Yuba County Airport (MYV or the Airport) since the 2008 adoption of the ALP of record. The 2008 ALP was created as part of preparation of an Airport Master Plan. The report conveys this information in the following sections: Summary of Major ALP Elements Airport Inventory Airport Layout Plan Critical Aircraft Future Airport Development Upcoming Projects Pavement Condition The Federal Aviation Administration (FAA) requires ALPs as one element that assists in the administration of Airport Improvement Program (AIP) grants for funding eligible capital improvement programs. ALPs are typically updated every five to ten years to incorporate recent construction, reflect new documentation requirements, and illustrate future projects anticipated over the next 20 years. The 2017 ALP was prepared in accordance with the applicable elements specified in FAA Advisory Circulars (AC) 150/ A Change 1 Airport Design (AC A, hereafter) and 150/5070-6B Airport Master Plans; Code of Federal Regulations (C.F.R.) Part 77 - Safe, Efficient Use, And Preservation of The Navigable Airspace; and the FAA Standard Operating Procedure (SOP) No. 2.0, Standard Procedure for FAA Review and Approval of Airport Layout Plans (ALPs). The updated ALP set includes the following sheets: Sheet 1 Index Sheet 2 Airport Layout Plan Sheet 3 Airport Data Sheet 4 Part 77 Airspace Plan Sheet 5 Runway 14 Outer Approach Sheet 6 Outer Approach Profiles Sheet 7 Runway 14/32 Inner Approach Sheet 8 Runway 5/23 Inner Approach Sheet 9 Departure Surfaces Sheet 10 Runway Centerline Profiles Sheet 11 Building Area Plan Sheet 12 Exhibit A Property Map Page 1 of 23

3 Summary of Major ALP Elements Creation of the 2017 ALP occurred in conjunction with the current Airports Geographic Information System (AGIS) project, FAA AIP No That project is part of the FAA s initiative to update and streamline airport airspace analysis and survey processes and centralize airport data storage into one integrated web-based system, the AGIS. The 2017 ALP updates and incorporates this AGIS obstruction data. The 2017 ALP includes the following major projects already documented in the 2008 ALP: Runway 14/32 to be extended 994 feet to the south. Realignment of a major drainage ditch and construction of new detention basins. Creation of an access road that would parallel the new drainage ditch. Future general aviation (GA) lease areas on east side of the Airport are illustrated near the approach end of Runway 23. Release of property that that overlaps local roads is retained on the Exhibit A of the ALP. The last ALP was conditionally approved by the FAA on May 28, Major changes added to the current ALP that were not on the 2008 ALP include: Realigned taxiways to conform to new standards in AC A. Connector taxiways are realigned to form right-angles. Taxiway D is shown as to be eliminated. The three-node concept is proposed at all intersections. Refined the future aviation building area layout to include a phasing plan with potential building footprints. Added a west-side taxiway for businesses in the southwest quadrant of MYV to access the runways. Proposed future precision approach path indicators (PAPIs) on Runway 14 and 32 to replace existing visual approach slope indicators (VASIs), and future centerline and touchdown lights for approaches on Runway 14. Added a potential future corporate box hangar site near the closed air traffic control tower. Created a full Airspace Plan (six sheets) that includes Part 77 surfaces and inner-approach plan and profiles for each runway end. The Airspace Plan includes objects from the AGIS survey and evaluates these objects against critical airspace surfaces. Prepared a Runway Profile sheet. Airport Inventory This section covers the Airport s location and role, runways, taxiways, existing facilities, navigational aids (NAVAIDs), and instrument approaches. The Airport Inventory tracks the Airport facilities and their condition to provide a basis for making decisions about project priorities and best use of funding. Location and Role MYV is a public use airport serving GA needs for Yuba, Sutter, Butte, Placer, Nevada, and Sacramento Counties. The Airport is located three miles south of central Marysville in unincorporated Yuba County. The Page 2 of 23

4 unincorporated communities of Olivehurst and Linda are located immediately adjacent to the Airport to the east and north respectively. The boundary between Yuba and Sutter counties lies just west of the Airport. Yuba City, the area s largest city, lies immediately across the county line. Downtown Yuba City is about four miles northwest of the Airport. Sacramento is about 25 miles due south of the Airport. Figure 1 illustrates the location of Yuba County in Northern California, and the vicinity of Yuba City and the Airport. Figure 1: Airport Location Map The Airport is located in the Sacramento Valley. Terrain in the Airport s immediate vicinity is level and generally lies between 55 and 65 feet above mean sea level (MSL). The Feather River passes about a mile to the west and forms the Yuba/Sutter County boundary. Page 3 of 23

5 Access to the terminal area in the Airport s southeast quadrant is from Arboga Road, which leads to Sky Harbor Drive. Sky Harbor Drive loops around auto parking near the Airport s entrance. The southwest industrial park is accessed through Skyway, which also branches off from Arboga Road. California State Route 70 is east of MYV, and provides access to Sacramento to the south and Chico to the north. Feather River Boulevard is another major local road and passes just west of the Airport, but provides no direct Airport access. Branch lines of the Union Pacific Railroad circle all but the south side of the Airport. The Airport is classified as Regional/General Aviation in the National Plan of Integrated Airport Systems (NPIAS), and as a regional airport in the California Aviation System Plan. The Airport is expected to retain these roles throughout the 20-year planning period. The Yuba County Board of Supervisors make policy decisions concerning the Airport. Day-to-day operation and maintenance are under the auspices of the Administration Services Department. On-Airport staff includes an Airport manager and maintenance personnel. Runways The Airport has two asphalt runways. Runway 14/32, oriented northwest/southeast, is 6,006 feet long and 150 feet wide. The orientation, length, and width of Runway 14/32 make this the primary runway. Jets and large turboprops use Runway 14/32 almost exclusively. This runway is equipped with an Instrument Landing System that provides a precision instrument approach. A Global Positioning System (GPS)-based RNAV approach exists that provides similar minimums. Runway 5/23 is the crosswind runway, situated east/west, and is 3,314 feet long and 60 feet wide. Runway 5/23 is used by lighter aircraft, usually single-engine piston aircraft, when crosswinds make operating on Runway 14/32 inadvisable. It is also regularly used by agricultural aircraft. Runway 5/32 is occasionally used by recreational and training aircraft for touch-and-go operations. Aircraft parking and most other major building area facilities are located in the southeast quadrant formed by the intersection of the two runways. Complete runway data is detailed on Sheet 3 on the ALP set. Taxiways A system of parallel and connector taxiways links the runways to aircraft parking aprons and other the terminal area facilities. The taxiway system consists of a parallel taxiway for each runway plus five connector taxiways. Taxiway A parallels the east side of Runway 14/32 and Taxiway B parallels the south side of Runway 5/23. All existing taxiways are designed to accommodate taxiway design group (TDG) 3 aircraft. Complete taxiway data is detailed on Sheet 3 on the ALP set. Existing Building Area Facilities Airport building area facilities are concentrated in the southeast quadrant of MYV. Facilities include the Airport management offices, a closed air traffic control tower, fixed base operators, aeromedical base and helicopter parking, T-hangar units, a fuel farm (two above ground tanks, Jet-A and 100 low-lead avgas, tie down aprons (transient and based), box hangars, and automobile parking. Other nonaviation facilities include County and industrial buildings. Page 4 of 23

6 NAVAIDS and Landing Aids NAVAIDs are electronic guides that assist pilot navigation between airports. Landing aides include both visual and electronic aids that guide pilots during landings. Electronic NAVAIDs and landing aids communicate with instruments onboard aircraft. These electronic aids include both ground-based systems and satellites that support the GPS. Visual landing aids include various types of specialized lights and wind indicators that can be seen through aircraft windows. The reliance on sight limits the utility of visual landing aids when visibility is poor and/or distant from the aircraft s position. Electronic NAVAIDs and landing aids are used during all flight conditions and must be used when visibility and cloud ceilings are low enough to be considered instrument meteorological conditions. Existing and future NAVAIDs and landing aids are shown on Sheets 2 and 3 in the Runway and Airport Data Tables and are described below: Very High Frequency (VHF) Omnidirectional Range (VOR): This is a radio beacon that is the only ground-based electronic NAVAID at the Airport. VOR antennae are used for standard terminal arrival (STAR) procedures, instrument approach and departure procedures, and en route navigation. VOR antennae provide directional guidance to pilots, allowing them to navigate from antenna to antenna at prescribed altitudes. The VOR at MYV is located west of the intersection of Runways 14/32 and 5/23. Rotating Beacon: As a civilian airport, this light alternately flashes a white and green light as it rotates. It is used to help pilots visually locate the Airport at night. Instrument Landing System (ILS): This is a precision instrument approach system serving Runway 14 that consists of a localizer antenna, glideslope antenna, and approach lights. These three components assist pilots as follows: Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR) aids pilots in correctly aligning with the runway Localizer antenna provides horizontal course guidance to the runway. Glide slope antenna provides vertical, or descent path, guidance to approaching aircraft. Medium Intensity Runway Edge Lights: These lights outline the limits of the runway for operations at night or during instrument meteorological conditions. Runway End Identifier Lights (REILs): REILs are visual landing aids that help pilots locate the physical runway end or landing threshold location. REILs are two synchronized, unidirectional strobe lights facing the approach to the runway and positioned at an angle of 10 to 15 degrees. According to the FAA, REILs generally have an approximate visual range of three miles in daylight and twenty miles at night. REILs are located at the approach end of Runway 14. Visual Approach Slope Indicator (VASI): The VASI is a visual NAVAID that assists pilots in maintaining the correct glide path on approach to a runway. The VASI light array will signal to a pilot if the aircraft is on the proper glide path with two red and two white lights; too low on the glide path, with all red lights; and too high on the glide path, with all white lights. Approach ends to Runway 14 and 32 are equipped with four-light VASIs. Automated surface observation system (ASOS): An ASOS supports aviation operations through weather reporting. The ASOS at MYV is located northeast of the intersection of Runway 5/23 and Taxiway A. An ASOS is outfitted with sensors that record wind direction and speed, visibility, cloud ceiling, precipitation, and other data. The ASOS broadcasts the minute-by-minute weather reports to pilots. Lighted wind cones: The primary wind cone is located mid-field near the intersection of the two parallel taxiways. Supplemental wind cones are located near each end of Runway 14/32. They provide pilots a quick check on wind direction and velocity just before touching down or departing. Page 5 of 23

7 Aircraft operate at MYV under both visual and instrument meteorological conditions. During instrument conditions, MYV has multiple straight-in instrument approach procedures to Runways 14 and 32. MYV also has a circling instrument approach (GPS) that is not runway specific. It only provides guidance to a point where MYV is visible to the pilot and then the pilot can circle to land on any runway. MYV has multiple procedures because different aircraft are equipped with different aviation electronic (avionic) equipment. Each approach is listed in the Table 2 below and is current as of February 1, Table 2: Instrument Approach Procedures Instrument Approach Runway Approach End Procedure Approach Visibility Minimums 14 ILS 3/4 Statute Mile (SM) 14 RNAV - GPS 3/4 SM 32 RNAV - GPS 7/8 SM 32 VOR 1 SM All GPS (Circling) Visual All GPS (Circling) Visual Source: FAA Aeronautical Information Services The ILS approach for Runway 14 is currently published with a ¾ statute mile visibility minimum. The visibility minimum was recently increased from ½ mile due to construction of an antenna in the vicinity. It is possible that ongoing upgrades to GPS and NextGen technology may make it possible for the visibility minimum to be reduced to ½ mile again. Existing Operations Because an active air traffic control tower does not exist at MYV, all operations counts are estimates. The FAA s 2016 Terminal Area Forecasts (TAF) estimated that there were 35,000 operations in Of these operations, nearly 1,200 are estimated to be jet operations. Itinerant GA operations make up the majority of traffic at 26,000 operations with some additional air taxi traffic. A full breakdown of 2016 operations are detailed in Table 3. Table 3: Existing (2016) Operations Air Carrier Air Taxi GA / Civil Military Total Itinerant Operations , ,300 Local Operations N/A N/A 9, ,000 Totals , ,300 Source: 2016 FAA Terminal Area Forecasts Existing Based Aircraft Table 4 presents the mix of based aircraft at MYV in Historical data in the 2016 TAF show dramatic year-to-year changes in the number of based aircraft occurred in the four years from The TAF indicates that the number of based aircraft dropped 36% from 2007 to 2008, increased by 68% the next year and then declined by 52% in It is believed that these figures reflect problems with the verification process in the early years of the National Based Aircraft Inventory Program. The TAF shows that in subsequent years the number of based aircraft ranged from 58 to 66 with the current number estimated to Page 6 of 23

8 be 63. Airport staff indicate that the number of based aircraft has remained stable since the 2008 Master Plan was adopted. Hangars are fully occupied. Table 4: Existing (2016) Based Aircraft Single- Engine Multi- Engine Jet Helicopter Other 2016 Totals Source: 2016 FAA Terminal Area Forecasts Total Airport Layout Plan This section contains the sheet descriptions, summarizes the non-standard descriptions, and describes the AGIS survey and full airspace plan. An ALP is typically updated every 5 years, or when major projects need to be depicted. The ALP shows future projects that are expected to be built over the next 20 years. Sheet Description Sheet 1 Index Cover sheet that provides a list of all sheets in the ALP set and location maps. Sheet 2 Airport Layout Plan The main ALP sheet shows the entire layout and proposed projects and improvements to the Airport. This includes future Airport projects listed above. It is this sheet that receives the FAA s official stamp of approval when the ALP set is approved. Sheet 3 Airport Data Shows key information pertaining to the Airport, runways, taxiways, critical aircraft, and critical area dimensions. Also includes wind data and the transitional obstacle free zone. Sheet 4 Part 77 Airspace Plan The Part 77 Airspace Plan sheet illustrates the Part 77 Airspace surfaces for the Airport reflecting ultimate runway lengths, elevations, and instrument approaches. Objects from the AGIS survey are evaluated against these surfaces with the results provided in tabular form. See AGIS section below for more information. Sheet 5 Runway 14 Outer Approach Illustrates the outer approach plan for Runway 14. See AGIS section below for more information. Sheet 6 Outer Approach Profiles Illustrates profiles of the Part 77 Airspace surfaces for the Airport, reflecting ultimate runway lengths, elevations, and instrument approaches. See AGIS section below for more information. Sheet 7 Runway Inner Approach and Sheet 8 Runway 5-23 Inner Approach Each sheet presents the relevant airspace surfaces in the inner-approach (RPZ) areas at each runway end. Objects from the AGIS survey are evaluated against these surfaces with the results shown in tabular format. See AGIS section below for more information. Page 7 of 23

9 Sheet 9 Departure Surfaces Illustrates the departure surfaces for each runway. See AGIS section below for more information. Sheet 10 Runway Centerline Profiles Presents the centerline profile for each runway with runway safety area and line-of-sight requirements. Sheet 11 Building Area Plan Illustrates in detail the main building area at MYV (the southeast quadrant). Sheet 12 Exhibit A Property Map Map providing details on all Airport property including proposed property acquisitions and releases. This map was developed using best available data. The property line is not based upon survey quality data. No changes to existing or future property were made on the Exhibit A from the 2008 ALP. Non-Standard Conditions Non-standard conditions presented on Sheet 3 are listed in Table 1 below along with their proposed disposition. Table 1: Non-Standard Conditions Existing Conditions Lead-in taxiway at Runway 5 is non-standard. Lead-in taxiway at Runway 23 is non-standard. Connector taxiways to Runway 14/32 are nonstandard. Exits at 45-degree angles and more than 3-node intersections not recommended by FAA AC 150/ A Change 1, "Airport Design." Tie downs are located within Taxiway A object free area. Threshold siting surface (TSS) penetrations exist to Runway 23. See Sheet 8, Runway 5/23 Inner Approach for more information. Source: Mead & Hunt, 2017 ALP Disposition New right-angle connector taxiway to be constructed. New right-angle connector taxiway to be constructed. New right-angle connector taxiways to be constructed, and renamed in accordance with FAA Engineering Brief No. 89. See Taxiway Table on Sheet 3 for more information. 11 tie-downs on the based and transient aprons to be removed. All obstructions to be lowered or removed; no runway threshold displacement proposed. AGIS and Full Airspace Plan A comprehensive assessment of the Airport s airspace surfaces was not conducted in conjunction with the 2008 Master Plan. The National Ocean Service, an agency of the US Department of Commerce, completed the last such survey in The results of this survey were portrayed in the Obstruction Chart for the Airport published by that agency. As part of this ALP update, an AGIS survey was conducted to provide data for a comprehensive assessment of MYV s airspace. The survey followed FAA guidance for a Vertically Guided Airport Airspace Analysis Page 8 of 23

10 (AAA) Survey, as defined in FAA Advisory Circular 150/ B, General Guidance and Specifications for Submission of Aeronautical Surveys to NGS: Field Data Collection and Geographic Information System (GIS) Standards. The new aerial photography collected as part of this effort provides high-quality obstruction data on objects on the Airport property and underlying the Airport s airspace surfaces. Using this data a newly-developed Airspace Plan (Sheets 4 through 9 in the ALP set) was prepared. The new Airspace Plan sheets include the data and airspace surfaces required by FAA ALP Checklist SOP The resulting Airspace Plan shows multiple data points under Part 77 airspace surfaces, departure surfaces and threshold siting (obstacle clearance) surfaces in plan and profile. Sheets 4 and 5 illustrate Part 77 surfaces with critical objects obtained from AGIS, with Sheet 6 showing profiles. Sheets 7 and 8 show objects near each runway approach end. Sheet 9 evaluates the objects against the departure surfaces. The Airspace Plan illustrates objects in three classifications: Green dots: Objects clear of critical airspace surface by more than 10 feet Yellow dots: Objects clear of critical airspace surface by less than 10 feet Red dots: Objects that penetrate critical airspace This color coding system helps the reader easily identify obstructions and potential future obstructions. In addition, Sheets 7 and 8 provide greater detail on objects near each runway end. Critical Aircraft This section uses available data to determine the existing critical aircraft and the previous forecasts to identify the future critical aircraft. The concepts of the runway design code and taxiway design group (TDC) are introduced and implications for airfield design discussed. Critical Aircraft Definition FAA design standards for an airport are based upon the physical characteristics of the critical aircraft (sometimes called the design aircraft). At general aviation airports the critical aircraft is defined as the most demanding aircraft to regularly use an airport. Regular use is use that meets or exceeds what the FAA calls the substantial use threshold. The FAA defines the substantial use threshold as more than 500 operations per year. The critical aircraft may be a composite of several similar aircraft models. Characteristics of the design aircraft used in facility planning include approach speed, wingspan, tail height, main gear width, cockpit to main gear length, aircraft weight, and takeoff and landing distances. Runway Design Code and Airport Reference Code Many airfield design standards are linked to a coding system called the runway design code (RDC). The RDC relates the physical and operational characteristics of the critical aircraft to specific design standards. The RDC is a three-component code that defines the applicable runway design standards. The first component is the aircraft approach category (AAC). The AAC relates to the approach speed of the design aircraft and is depicted by a letter (A-E), with A being the slowest, and E being the fastest. The second component is the airplane design group (ADG). The ADG relates to the wingspan or tail height of the design aircraft and is depicted by a Roman numeral (I-VI), with I being the smallest and VI being the largest. The final component is the visibility minimum for approaches to the runway. These minimums are expressed in terms of runway visual range (RVR) values. The airport reference code (ARC) is expressed in terms of the AAC and ADG (e.g., C-III) Page 9 of 23

11 Based on these standards, the 2008 ALP recorded the following designations: Runway 14/32 is designated as RDC C-III-2400 runway, designed to accommodate aircraft with approach speeds less than 141 knots, wingspans no greater than 118 feet on a runway with a half mile visibility minimum. Runway 5/23 is designated as a RDC B-I (small)-vis runway, designed to accommodate aircraft with approach speeds less than 121 knots, wingspans of 49 feet or less, aircraft with maximum takeoff weights equal to or less than 12,500 pounds and visual approach minimums. Critical Aircraft Determination To determine the current RDC for the runways, operations by specific aircraft models need to be documented. Determining specific aircraft models operating at MYV is challenging without an operational control tower. Flight Aware and the FAA s Traffic Flow Management System Counts (TFMSC) database were the sources for initial operations data. This was supplemented with observations by Airport and fixed base operations staffs. Flight Aware and TFMSC show data from aircraft operations that file instrument flight plans. Note that Flight Aware and TFMSC data does not represent all operations by jet aircraft. Although pilots of jet aircraft file instrument flight plans more frequently than pilots of piston aircraft, flight plans may not be filed in visual meteorological conditions or flight plans may be canceled prior to arrival. However, Flight Aware and TFMSC do provide a cross section of aircraft using Yuba on a regular basis with an emphasis on jet and turboprop aircraft. Flight Aware data from a six-month sample (November 2015 April 2016) shows regular operations by Cessna Citation jets (550, 560, and 680 series), Gulfstream (400, 500, and 600 series), the Embraer ERJ 135, and the Challenger 600. The TFMSC database was queried for calendar years 2015 and TFMSC data for MYV shows similar aircraft operating at MYV: Citation Jets, Gulfstream, and the Embraer ERJ 135. The strength of the connection between Airport activity and businesses in the area can be seen in the list of businesses that have corporate aircraft regularly using MYV. Sam s Club (Gulfstream 650) Duck hunt clubs (Gulfstream and Embraer ERJ 135) Local natural gas business owner (Gulfstream) Acts at the Tulalip Resort Casino Amphitheater and Toyota Amphitheater (Gulfstream) Miracle Grow (Gulfstream 650) Page 10 of 23

12 Table 7 shows estimated total operations in 2016 by business jets that regularly use MYV along with their approach category and design group. Table 7: Critical Aircraft Evaluation Model Approach Category Design Group Estimated 2016 Operations C525 - Cessna Citation Jet/CJ1 B I 100 C560 - Cessna Citation V/Ultra/Encore B II 100 C650 - Cessna III/VI/VII C680 - Cessna Citation Sovereign B II 120 Embraer ERJ 135/140/Legacy C II 150 H25B - BAe HS 125/ /Hawker 800 C II 60 CL60 - Bombardier Challenger 600/601/604 C II 48 Gulfstream 650 C III 350 GLF5 - Gulfstream V/G500 C III 180 Gulfstream IV D II 100 Total ARC B-I 100 Total ARC B-II 220 Total ARC C-II 438 Total ARC C-III 530 Total ARC D-II 100 Source: MYV Management, Honeycutt Aviation, Flight Aware, and TFMSC Table 7 shows the most critical design group conducting at least 500 operations annually at MYV are C-III aircraft, making this the ARC. The Gulfstream 650 aircraft is the dominant type within the C-III group; therefore, it has been designated the critical aircraft. The largest aircraft regularly operate on Runway 14/32, so it is assumed that most operations in Table 7 are on Runway 14/32. Based on this, the RDC for Runway 14/32 is C-III. Other operation data shows the critical aircraft on Runway 5/23 is the Beech King Air 100. It is a twin-engine turboprop aircraft assigned ARC B-I based on dimensions and performance. The King Air 100 is a much smaller and lighter plane than the Gulfstream 650, therefore, cannot tolerate crosswinds to the same degree. Existing design standards with ARC and RDC are detailed on the ALP on Sheet 3. Future Critical Aircraft Although detailed forecasts are not part of the ALP update, it is appropriate to consider factors with the potential to affect the critical aircraft. In assessing factors that could affect the critical aircraft in the future, the following were considered: The FAA Aerospace Forecasts Fiscal Years projects: The number of jets to increase by 2.5% a year. The number of hours flown by jet aircraft to increase at an average annual rate of 3.1%. The population of counties served by MYV will continue to grow. The California Department of Finance s P-1: State Population Projections forecast Yuba and Sutter Counties to have a compound Page 11 of 23

13 average growth rate of 1.4% over the next 20 years. Along with the population growth will come increased economic activity. The local businesses generating transient jet operations listed above can be expected to continue. Based upon the factors listed above, it is expected the Airport will retain the C-III design code and the Gulfstream 650 will remain the critical aircraft throughout the 20-year planning period. Taxiway Design Group Many taxiway design standards are determined by the TDG. The TDG is based upon the dimensions of the aircraft landing gear (the wheelbase of the main landing gear and cockpit to main gear length). The TDG is used to determine taxiway widths and the size of pavement fillets to be provided at taxiway intersections. Fillet pavement is required to accommodate the inner wheel of the airplane as it turns from one taxiway to another. The critical aircraft for Taxiway A, other taxiways serving Runway 14/32 and taxiways used by large corporate jets is the Gulfstream 650. The Gulfstream 650 is in TDG 2. The critical aircraft for Taxiway B and other taxiways serving Runway 5/23 is the King Air 100. This aircraft falls on the boundary between TDG 1A and 2. Because Runway 5/23 is occasionally used by larger turboprops, TDG 2 will be used for Taxiway B and other taxiways serving Runway 5/23. Taxiway design standards are detailed on Sheet 3 in the Taxiway Data Table. Page 12 of 23

14 Future Airport Development Runway Extension The updated ALP continues to show a 994-foot Runway 14/32 extension to the south. The 1998 ALP and Master Plan proposed the extension to preserve the option of accommodating large corporate aircraft without the necessity of a fuel stop on longer flights. According to the 2008 Master Plan: In order to leave Skyway Drive unaffected, the maximum extension attainable is 1,000 feet. An extension of this amount corresponds well with the above analyses which suggest a length of between approximately 6,700 and 7,300 feet as being desirable. The proposed extension to the south with the parallel taxiway is illustrated in Figure 2. Figure 2: Runway Extension The extension will require relocation of the localizer antenna that is part of the ILS to Runway 14. The runway extension will also create the need for property acquisition south of Skyway Drive for runway protection zone (RPZ) control and approach protection. Future property acquisition is illustrated on the ALP Sheet 2 and Exhibit A Sheet 12 in detail. Taxiway Development Two major taxiway projects are proposed in the 2017 ALP for MYV. First, the existing connector taxiways would be modified to conform to current FAA design standards for taxiways. Second, a west side taxiway would be constructed to allow businesses located in the southwest industrial park to access the Airport. Nonstandard Taxiways Design guidelines in AC A recommend taxiway layouts that enhance safety by discouraging runway incursions. Multiple connector taxiways at MYV are considered non-standard based on this latest guidance. Current design practices relevant to MYV are described below. Non-standard taxiway designs are then identified along with proposed changes to provide standard configurations at MYV. Three-Node Concept The three-node concept is to maintain simple taxiway intersections by reducing the number of taxiways intersecting at a single location. The three-node concept means that a pilot is presented with no more than three choices at an intersection ideally, left, right and straight ahead. Complex intersections that have more than three nodes increase the possibility of pilot error. The three-node concept allows for suitable placement of airfield markings, signage, and lighting. Page 13 of 23

15 Increase Pilot Situational Awareness A pilot who knows where they are on an airport is less likely to enter a runway improperly. Complexity leads to confusion. The three-node concept keeps taxiway systems simple. Increase Visibility Right-angle intersections between taxiways, and between taxiways and runways, provide the best visibility to the left and right for a pilot. Acute angle runway exits provide for greater efficiency in runway usage (at airports with large jet activity), but should not be used as runway entrance or crossing points. A right-angle turn at the end of a parallel taxiway is a clear indication of approaching a runway. Nonstandard Taxiways Taxiways that do not meet current FAA design standards are listed below. The proposed means of correcting the nonstandard is noted. Taxiway A (south connector with existing Runway 32 end): does not connect to a runway end; 45-degree runway entrance. Proposed disposition: replace with right-angle taxiway connecting to the current runway end; with future runway extension, this pavement will become an exit taxiway 1,000 feet from the new runway end. Taxiway A (north connector with Runway 14 end): 45-degree runway entrance. Proposed disposition: replaced with a right-angle taxiway. Taxiway B (west connector with Runway 5 end): 45-degree runway entrance; leads to taxiway aligned with Runway 5. Proposed disposition: replace with right-angle taxiway connecting to the runway end. Taxiway B (east connector with Runway 23 end): 45-degree runway entrance; leads to taxiway aligned with Runway 23. Proposed disposition: replace with right-angle taxiway connecting to the runway end. Taxiway C: 45-degree runway exit. Proposed disposition: replace with right-angle taxiway. Taxiway D: greater than three-node intersection (intersections with Runway 14/32, Runway 5/23, and with Taxiways A and B); 45-degree runway entrance. Proposed disposition: taxiway to be removed. Taxiway E: 45-degree runway entrance. Proposed disposition: replace with right-angle taxiway. Existing taxiways that violate best practices are illustrated in Figure 3 with proposed future taxiways that follow recommended design standards. Future taxiways have been named in accordance with recommendations set forth in FAA Engineering Brief No. 89, Taxiway Nomenclature Convention. West Side Taxiway A west side taxiway is proposed to allow businesses in the southwest industrial park airfield access. The proposed taxiway location with setbacks is detailed on Figure 4. The proposed taxiway will provide throughthe-fence access for private businesses. All through-the-fence agreements will be coordinated with the FAA s Airports District Office (ADO) Compliance Officer before allowing access on the airfield. Page 14 of 23

16 This project will add opportunities to the industrial park businesses due to available infill development in the industrial park. These development opportunities will be available for existing and potential aviation and nonaviation related businesses. It is proposed the west side taxiway be designated as Taxiway C in accordance with Engineering Brief No. 89, Taxiway Nomenclature Convention, after the existing Taxiway C is removed as described above. Tiedown Encroachment The taxiway object free area (TOFA) defines the area that must be free from fixed or movable objects to provide wingtip clearance for taxiing aircraft. Currently the 11 tiedowns nearest Taxiway A lie within the TOFA for this taxiway. These tiedowns are proposed to be removed as part of reconstruction of this apron during the summer of Replacement of Visual Glide Slope Indicators Many airport runways are equipped with visual glide slope indicators to aid pilots during landings. MYV is currently equipped with VASI at both ends of Runway 14/32. PAPIs are proposed to replace the VASIs at both ends of Runway 14/32. PAPIs are replacing VASI systems across the industry because they are less expensive to acquire and maintain. It has become difficult to obtain replacement parts for existing VASI. The future PAPIs are called out on Figure 3. Page 15 of 23

17 Figure 3: Taxiway Modifications Page 16 of 23

18 Figure 4: West Side Taxiway Page 17 of 23

19 In-Pavement Runway Lighting It is proposed that centerline and touchdown lights be installed for approaches to Runway 14. Centerline lights will help guide pilots, especially at night and during adverse weather conditions. Touchdown lights clearly identify the touchdown zone for aircraft, which improves safety when landing in instrument meteorological conditions. This in-pavement light may also reduce instrument approach minimums. Drainage The flatness of the Airport contributes to drainage problems in various areas, with some locations prone to minor flooding. A complete drainage study of the Airport took place at the same time as the 2008 Master Plan. Drainage study findings indicate that one or more detention basins will need to be constructed on the Airport in order to reduce the off-airport flooding potential, which will worsen as additional areas are developed on the Airport. New detention drainage basins and ditches are proposed along with a realigned road on the 2008 ALP. One detention basin is located south of the approach end to Runway 23. This basin will have a ditch extending south to an existing drainage ditch east of the Runway 32 RPZ. A realigned road will parallel the proposed drainage ditch and provide access to future aviation and non-aviation related facilities in the southeast quadrant. A second proposed detention basin is located within the southeast corner of the Runway 32 RPZ. Each basin with the accompanying drainage ditch is retained from the 2008 ALP, and they are illustrated in full on Sheet 2 on the ALP. Through-the-Fence Access Through-the-fence access is a means of allowing aircraft to access MYV from adjacent privately-owned property as well as County-owned non-airport property. MYV currently (2017) has through-the-fence access at two locations. On the west side of the airfield, one parcel at south end of Industrial Park Site No. 5 has existing through-the-fence access. Four parcels adjacent to Taxiway B also have through-the-fence access. Those wishing to obtain through-the-fence access must obtain a permit from the County. Future through-the-fence agreements will need to be coordinated with the FAA s Compliance Officer. Hangar Development Essentially all of the Airport s aviation-related buildings and facilities are located in the southeastern quadrant of the airfield. The age and physical condition of these structures and other facilities varies. The six-bay executive hangar and the hangars along Taxiway B are the newest airport buildings. These, according to the 2008 Master Plan, will remain in place throughout the 20-year time frame. Other buildings likely to continue in existence for 20+ years include the control tower and all T-hangars. Southeast Quadrant Hangar development in the southeast quadrant was conceptually developed as part of the 2008 Master Plan and illustrated in Figure 5 below. An object impeding development in this area is the existing drainage ditch that flows from north to south and divides the potential building area in half. Currently, hangar and other aviation-related development is located west of the drainage ditch with direct access to the taxiways and runways, and non-aviation related buildings are located east of the drainage ditch. Page 18 of 23

20 Figure 5: Master Plan Conceptual Development Page 19 of 23

21 Figure 6: Building Area Page 20 of 23

22 The 2008 Master Plan envisioned a continuous, expanded building area predicated upon realignment of the drainage ditch. Existing non-aviation buildings would be relocated and aviation expansion would occur to the east. Realignment of the drainage ditch will be difficult to implement in the short- and medium-term due to high cost and low priority ranking for an FAA grant. However, a number of hangars could be developed without relocation of the drainage ditch. This initial development would require relocation of the existing nonaviation uses. The existing access road would also need to be converted to a taxilane in the area where it crosses the large drainage ditch. Sites for future hangars within the southeast quadrant include: One site for a large box hangar near the air traffic control tower. Sites on the east side of the drainage ditch. These include T-hangars (42-foot doors), box hangars (45-foot doors), and executive box hangars (65-foot doors). Future development in the southeast quadrant is detailed in Figure 6. Taxiway B East End Future development is shown at the east end of Taxiway B near the approach end of Runway 23. The connector from Taxiway B to Runway 23 is proposed to be realigned as described in the Taxiway Development section above. This will provide space for potential lease and hangar areas. This area of potential development is consistent with what is proposed in the 2008 Master Plan and illustrated in Figure 7. Figure 7: Taxiway B East End Page 21 of 23

23 Upcoming Projects Table 8 shows a list of upcoming projects that are planned to utilize FAA grant funds is presented below. Table 8: Upcoming Projects New Hangar Area Taxiway and Taxiway A/A4 - Design $200,000 New Hangar Area Taxiway and Taxiway A/A4 - Construction $1,100,000 Demolition of Existing Angled Section of Taxiway A- Construction $80,000 Runway 5-23 Rehabilitation- Design $80,000 Runway 5-23 Rehabilitation - Construction $370,000 Taxiways A & B Rehabilitation Design $70,000 Taxiways A & B Rehabilitation - Construction $210,000 Pavement Condition An updated Airfield Pavement Management Plan is currently (2017) in preparation. The most recent pavement evaluation was an Airport Pavement Management System conducted in 2006 for the California Division of Aeronautics. The pavement condition summary graphic from the 2006 inspection is presented in Figure 8. Page 22 of 23

24 Figure 8: Pavement Condition Page 23 of 23