Key Purpose & Need Issues

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1 Key Purpose & Need Issues Efficiently meet demand through the 2025 planning horizon 864,000+ annual operations operations during peak daytime hours Balance peak hour arrival/departure capability Maintain reasonable level of delays (high level of customer service) Balance performance in all weather conditions Enable ATC & pilot efficiency/minimize runway crossings Consider the current state of the industry/assure financial feasibility Defer the need for major capital expenditures to the extent possible Consider opportunities for new ATC and avionic technology and procedures Maintain community compatibility/minimize environmental impacts Maintain the spirit of the current noise abatement program Strive to avoid major environmental impacts Comply with required operational, security and safety standards 1

2 1,000, , , , , , , , , ,000 0 Annual Aircraft Operations 4 Runway Airfield Capacity Future Capacity Needs Current Construction Program Existing Airfield Capacity Forecast Annual Aircraft Operations Historic Annual Aircraft Operations Year Annual Aircraft Operations

3 Hourly Rate of Arrivals and Departures Hourly Rate of Operations < Departures Arrivals > Hourly Rate of Arrivals and Departures Comparison of Master Plan 2004 and 2025 Demand Cases 92 Peak Hour Arrivals Peak Hour Departures Time of Day MP 2004 Arrival Rate MP 2004 Departure Rate MP 2025 Arrival Rate MP 2025 Departure Rate 3

4 Runway Critical Areas 4

5 Runway Planning Parameters Low Capacity Intersecting Runways Dual Parallel Runways with 1,200 Foot Separation High Capacity Dual Parallel Runways with 2,500 Foot Separation 1,200 2,500 Dependent Departures Dependent Arrivals/Departures Dependent Arrivals Dual Parallel Runways with 4,300 Foot Separation Dependent Departures Dependent Arrivals/Departures Dependent Arrivals Minimum runway separation for airplane Design Group V and VI (B-747, B-777, A380) Triple Parallel Triple Parallel Runways Runways with 4,300 and with 4,300Foot Separation Independent Departures Independent Arrivals/Departures Dependent Arrivals 4,300 Independent Departures Independent Arrivals/Departures Independent Arrivals 4,300 4,300 Independent Departures Independent Arrivals/Departures Independent Arrivals Dependent = An arrival or departure on one runway must be coordinated with an arrival or departure on a second runway. Independent = An aircraft can land or depart on one runway, while another aircraft is landing or departing on a second runway. 5

6 Runway Planning Parameters Parallel Dependent ILS/MLS Runway Approach Requirements Runway Separation between 2,500 and 4,300 feet Aircraft 2 2,500-4,300 feet 1.5 nm 1.5 nm Runway Separation between 4,301 and 9,000 feet Aircraft 2 4,301-9,000 feet 2.0 nm 4.3 nm Aircraft nm Aircraft 3 Aircraft nm Aircraft 3 2,500 Near Far 500 Staggered Runway Thresholds When the thresholds are staggered and the approach is to the near threshold, the 2,500 foot separation can be reduced by 100 feet for each 500 feet of threshold stagger. Provides for simultaneous radar controlled arrivals and departures. When the thresholds are staggered and the approach is to the far threshold, the 2,500 foot separation requires an increase of 100 feet for each 500 feet of threshold stagger. 6

7 Runway Planning Parameters Same Runway Approach Separation Leading Trailing Leading Trailing Small Small Large B757 Heavy B Small Large B757 Heavy Leading Trailing Leading Trailing Large Small Large B757 Heavy Heavy Small Large B757 Heavy Separation reduced to 2.5 nm within 10 nm of landing runway under certain conditions (e.g. runway occupancy time less than 50 seconds) Aircraft weight classifications on this chart are based on FAA Order P, Air Traffic Control. This order prescribes procedures used by air traffic controllers for the control and separation of air traffic. This designation of aircraft is different than that applied by the KCAB for purposes of assessing aircraft noise impacts, in which a "small" aircraft is defined as less than 70,000 pounds and a "large aircraft is defined as over 70,000 pounds. Small aircraft with a maximum take off weight below 41,000 lbs (Beech 1900, Brasilia, Metro) Large aircraft with a maximum take off weight between 41,000 and 255,000 lbs (727, 737, A-320, CRJ, Dash 8, MD-80) B757 all Boeing 757 derivatives Heavy aircraft with a maximum take off weight above 255,000 lbs (747,767,A-330, DC-10, MD-11) 7

8 Runway Planning Parameters Simultaneous Independent Dual Approach Dual parallel runways with 3,000 foot separation Simultaneous Independent Triple Approach Triple parallel runways with 4,300 foot separations 3,000 NTZ One localizer offset 2.5 degrees Precision Runway Monitor System (PRM) with 1.0 second update 4,300 4,300 NTZ NTZ Dual parallel runways with 3,400 foot separation 3,400 NTZ Precision Runway Monitor System (PRM) with 2.4 second update Dual parallel runways with 4,300 foot separation Precision Runway Monitor System(PRM) Triple parallel runways with 5,000 foot separations 5,000 NTZ 4,300 NTZ 5,000 NTZ No Transgression Zone (NTZ) A 2,000 foot wide zone, located between parallel runway final approach course in which flight is not allowed Precision Runway Monitors (PRM) Provide Controller with high precision secondary surveillance data for aircraft on final approach to parallel runways. High resolution monitors display maps depicting approaches and NTZ. Localizer A navigational aid which provides course guidance to the runway. Simultaneous Independent Approach Procedures Permits simultaneous approaches to two/three parallel runways without separation requirements between adjacent arrival streams. 8

9 Runway Planning Parameters Source: FAA Instrument Procedures Handbook

10 Distribution of Wind Direction All Weather Conditions Percent of Wind Coverage N 6.43 NNE 3.45 NE 4.04 ENE 4.51 E 6.33 ESE 3.85 SE 3.56 SSE 3.85 S SSW SW WSW 6.95 W 9.52 WNW 5.88 NW 4.81 NNW 3.78 Total WNW W WSW NW SW NNW SSW N 12% 10% 8% 6% 4% 2% S NNE SSE NE SE ENE E ESE % Wind Coverage Note: Thirty years of hourly surface observations from 1973 through 2002 obtained from the National Oceanic and Atmospheric Administration (NOAA) were used to conduct this analysis. 10

11 Runway Takeoff Length Requirements- Air Carrier 762 ( 0.3%) 322 ( 0.3%) 772 ( 0.5%) M88 ( 7.5%) CVG Aircraft Fleet ( 0.1%) DC9 ( 0.1%) D9S ( 0.1%) 752 ( 4.5%) 732 ( 3.7%) 763 ( 2.4%) 738 ( 3.7%) 72S ( 0.1%) 739 ( 0.1%) 343 ( 0.1%) 764 ( 0.1%) 60% 65% 70% 75% 80% 85% 90% 95% 100% Percentage of Maximum Aircraft Payload 10,000 ft Runway 8,000 ft Runway 11

12 Runway Takeoff Length Requirements- Commuter EMB 195LR CRJ-700 (25.4%) CRJ-200ER (35.1%) CVG Aircraft Fleet EMB 190LR}(1.8%) EMB 170LR ERJ-145LR (0.6%) ERJ-140LR (0.3%) ERJ-135LR (0.5%) Avro RJ-85 (0.9%) Beechcraft 1900D (0.2%) Dash (0.6%) BAE Jetstream 41 (0.4%) Dornier 328 (10.5%) Saab 340A (0.1%) 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 Runway Length (Feet) 12

13 2005 Existing Airfield Operation 13

14 North/South Runway Alternatives 14

15 North-South Runway Alternatives Demand/Capacity Evaluation 15

16 East/West Runway Alternatives 16

17 East-West Runway Alternatives Demand/Capacity Evaluation 17

18 Evaluation Criteria for Next Round Environmental - Land Acquisition - Noise -Wetlands - Flood Plains - Threatened/Endangered Species - Other Environmental Considerations Operational Issues -Safety and Delay - Interaction with other Runways - Runway Crossings - Taxi Distances - Potential Obstructions - Other Operational Considerations 18

19 Evaluation Criteria for Next Round Constructability - Impacts to Airport Facilities -Impacts to Public Roads - Operational Impacts During Construction - Other Construction Considerations Finance Capital Costs Funding Eligibility Airline Costs Benefit-Cost Ratio Return on Investment Other Financial Considerations 19

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