1.1.3 Taxiways. Figure 1-15: Taxiway Data. DRAFT Inventory TYPICAL PAVEMENT CROSS-SECTION LIGHTING TYPE LENGTH (FEET) WIDTH (FEET) LIGHTING CONDITION

Size: px

Start display at page:

Download "1.1.3 Taxiways. Figure 1-15: Taxiway Data. DRAFT Inventory TYPICAL PAVEMENT CROSS-SECTION LIGHTING TYPE LENGTH (FEET) WIDTH (FEET) LIGHTING CONDITION"

Garry Carr
5 years ago
Views:

1 1.1.3 Taxiways EWN has an extensive network of taxiways and taxilanes connecting the terminal, air cargo, and general aviation areas with the runways as listed in Figure A 50-foot wide parallel taxiway connects the ends of Runway 04/22 with the terminal and air cargo areas along the east side of the Runway while a 35-foot partial parallel taxiway is located on the west side of the Runway. Runway 14/32 is equipped with a 50-foot parallel taxiway along the north side of the Runway. A series of connector asphalt taxiways link the parallel taxiways with the aprons as shown in Figure These taxiways are identified via alphabetic letters A through M. Figure 1-15: Taxiway Data TAXIWAY LENGTH (FEET) WIDTH (FEET) LIGHTING TYPE LIGHTING CONDITION TYPICAL PAVEMENT CROSS-SECTION PAVEMENT CONDITION & AVG. PCI (2013) A 6, MITL New 2013 B 4, MITL New 2016 C MITL New 2013 D MITL New 2013 E 1, MITL New 2016 F MITL New 2016 G MITL New 2016 H MITL New 2016 J MITL New 2013 K 2, MITL New 2016 L MITL New 2016 M MITL New 2013 Source: TBI analysis, RDM International 4-9 Asphalt Aggregate Base Asphalt Aggregate Base 8 Asphalt 8 Aggregate Base 7.3 Asphalt 10 Aggregate Base Asphalt Aggregate Base 3-6 Asphalt 6 Aggregate Base 5 Asphalt 5.5 Aggregate Base 4.5 Asphalt 6.5 Aggregate Base Asphalt 7-8 Aggregate Base 4-5 Asphalt 7-9 Aggregate Base 4 Asphalt 8 Aggregate Base Asphalt Aggregate Base Fair/Good PCI Very Poor/Fair PCI Sat. 80 PCI Sat. 73 PCI Failed/Sat PCI Fair PCI Fair 62 PCI Sat. 76 PCI Good PCI Fair/Sat PCI Fair/Sat PCI Sat./Good PCI 19 Page

2 Taxilanes are typically used for maneuvering aircraft on aprons and between hangars. The asphalt taxilanes in the General Aviation area of the airport are 20 to 30 wide and are in fair condition. FAA A/C 150/ A lists the required separation distances between the runway centerline and parallel taxiway centerline. These separation distances are noted in Figure Lighting, Marking, and Signage Existing lighting for the runways and taxiways is listed in Figure Lighting is primarily for nighttime visual guidance along the runways and taxiways. The runway edge lights at EWN are in good condition. These lights can be controlled via the Air Traffic Control Tower and by pilots with the Common Traffic Advisory Frequency (CTAF). Both runway ends have Runway End Identifier Lights (REIL), flashing strobe lights that help pilots identify the end of the runway and are particularly useful where surrounding lights may confuse the visual cues of the runway end. The taxiways have Medium Intensity Taxiway Lights (MITL) which are in good condition. The terminal apron, GA aprons, air cargo apron, and T-Hangar taxilanes have elevated flood lighting. A rotating beacon is located at the airport for visually assisting pilots in locating the airfield at night or during inclement weather. The rotating beacon is a green and white flashing light spaced 180 degrees apart. Airport rotating beacons are required for any airport with runway edge lights. The rotating beacon is in good condition and is located adjacent to the air cargo apron. Runway 04/22 is equipped with precision markings and High Intensity Runway Lights (HIRL) due to the ILS approach to Runway 04. Runway 14/32 is equipped with Non-Precision Instrument markings. The existing markings conform to Part 139 requirements and are in good condition. Runway 14/32 also has Medium Intensity Runway Lights (MITL) which are required for night operations. This lighting system is in good condition. The airport is equipped with lighted runway and taxiway directional signage which are in good condition Navigational Aids (NAVAIDS) and Approach Procedures Navigational Aids (NAVAIDS) are radio facilities or, can be visual devices, providing either enroute or approach guidance information to aircraft. Approach NAVAIDs are specialized radio transmission devices that help guide pilots to landing in low visibility conditions. 20 Page

3 The primary approach NAVAID at EWN is an Instrument Landing System (ILS) for Runway 04. ILS provides lateral and vertical guidance on approach to landing and is referred to as a Precision Approach due to its high accuracy. The ILS system consists of a localizer antenna for lateral guidance and glideslope antenna for vertical guidance. ILS systems are grouped into three categories. A Category I (CAT I) ILS is installed at EWN with horizontal and vertical guidance and visibilities minimums only as low as 1-1/8 mile due to existing trees off of the approach end. CAT I procedures are available to instrument rated pilots with supporting avionics equipment installed in their aircraft. EWN is also equipped with a VHF Omni Directional Radio Range (VOR) antenna located near the intersection of the runways. The VOR is a radio broadcasting antenna that allows pilots to navigate to the airport. The VOR is equipped with a Distance Measuring Equipment (DME) antenna which allows pilots to determine their distance from the airport. Runways 04 and 22 are equipped with a 4-box PAPI approach lights which has four light units indicating white, red, or both depending on the aircraft vertical position on the glidepath. Runways 14 and 32 are equipped with 2-box PAPI lights. The PAPI lights are in good condition. EWN is also equipped with a Global Positioning System (GPS) approaches to Runway 04/22. GPS is accurate enough for enroute navigation and limited approach capability. The Runway 04/22 Area Navigation (RNAV) GPS approaches at EWN provide minimums as low as 7/8-mile and 325 above the runway elevation. The airport s published runway approaches procedures are summarized in Figures 1-16 through All the instrument approaches at EWN are designed for Runway 04/22. There are no existing instrument approach procedures to Runway 14/32, only visual approach capabilities. Figure 1-16: EWN Instrument Approach Procedures INSTRUMENT APPROACH AIRCRAFT MINIMUM DESCENT PROCEDURE CATEGORY MSL (ft.) AGL (ft.) Visibility Minimum ILS or LOC RWY 4 All /8 mile* RNAV (GPS) RWY 4 All /8 mile RNAV (GPS) RWY 22 All /8 mile VOR RWY 22 A/B mile C/D /8 mile Notes: - Circling minimums are also published for each of the IAP above - All ILS procedures also have LOC only minimums - LNAV/VNAV procedures also have LNAV minimums Aircraft Approach Category (approach speed): A: 0 90 Knots B: Knots C: Knots D: 141 Knots and above Source: EWN Instrument Approach Procedures, * Temporary Restriction due to trees located off airport property. Visibility minimums for RWY 4 ILS will return to ¾ mi. or lower once obstruction removal is completed. 21 Page

4 Figure 1-17: EWN ILS or LOC RWY 4 Approach Procedure Source: Instrument Approach Plate, Coastal Carolina Regional Airport (December 2016) 22 Page

5 Figure 1-18: EWN RNAV (GPS) RWY 04 Approach Procedure Source: Instrument Approach Plate, Coastal Carolina Regional Airport (December 2016) 23 Page

6 Figure 1-19: EWN RNAV (GPS) RWY 22 Approach Procedure Source: Instrument Approach Plate, Coastal Carolina Regional Airport (December 2016) 24 Page

7 Figure 1-20: EWN VOR RWY 22 Approach Procedure Source: Instrument Approach Plate, Coastal Carolina Regional Airport (December 2016) 25 Page

8 1.1.6 Airspace Aircraft are subject to varying degrees of control depending on the specific airspace and meteorological conditions in which they operate. This system of air traffic control is the responsibility of the FAA, which has the statutory duty to establish, operate, and maintain Air Traffic Control (ATC) facilities and procedures. The Air Traffic Control Tower (ATCT) at EWN provides year-round air traffic control from 6:00 AM to 10:00 PM daily. After hours, air traffic control services are provided by the ATCT at Marine Corps Air Station (MCAS) Cherry Point. Approach and departure control traffic services are also handled by MCAS Cherry Point. Clearance delivery and ground control are handled by the EWN tower. The EWN ATCT is a Federal contract tower meaning that the air traffic controllers are employed by private-sector businesses instead of being FAA employees. The controllers at EWN are employed by Robinson Aviation (RVA). The airspace classifications impose several requirements upon the operations of aircraft, including visibility minimums, cloud clearances, contact with ATC, and special aircraft equipment. EWN is in Class D due to the presence of the ATCT at the Airport. Class D airspace is summarized below and shown on Figure 1-21 while the airspace surrounding EWN is depicted in Figure Class D Airspace is under the jurisdiction of a local Air Traffic Control Tower (ATCT). The purpose of an ATCT is to sequence arriving and departing aircraft and direct aircraft on the ground; the purpose of Class D airspace is to provide airspace within which the ATCT can manage aircraft in and around the immediate vicinity of an airport. Aircraft operating within this area are required to maintain radio communication with the ATCT. No separation services are provided to VFR aircraft. Class D airspace is normally a circular area with a radius of five miles around the primary airport. This controlled airspace extends upward from the surface to about 2,500 feet AGL. When instrument approaches are used at an airport, the airspace is normally designed to encompass these procedures. 26 Page

com/wp-content/uploads/2011/01/airspaceclassification.

9 Figure 1-21: Airspace Classifications Source: Figure 1-22: EWN Surrounding Airspace Source: 27 Page

10 Four of the five closest airports to EWN are military airfields as shown in Figure 1-5. Due to the large presence of military flights in the area and the presences of these airfields, a restricted zone of airspace is located approximately three miles southeast of EWN, known as Restricted Area R Clearance from Cherry Point MCAS Approach Control is required before aircraft can transit this restricted airspace. The airspace sectional chart depicted includes towers located in proximity to the airport. There are eight towers located approximately three nautical miles from EWN to the west, north, and east. These towers range in height from 257 to 720 above ground level. There are also trees in airport proximity which are obstructions to the existing runway ends. The obstruction to Runway 22 will be cleared in CY 2017 and the airport is currently conducting an Environmental Assessment (EA) for obstruction associated with Runway Climate Climate data is used to determine airport facilities such as runway length and orientation. The specific climate elements for New Bern, NC are listed below. Temperature - Temperature can significantly impact aircraft performance. Higher temperatures directly decrease aircraft performance as exhibited by increased runway takeoff distance requirements compared to colder weather. The coldest month in New Bern is January with an average high temperature of 54 F and an average low temperature of 34 F. July is the hottest month with an average high temperature of 90 F, an average low temperature of 72 F 1. Precipitation - Precipitation occurs consistently throughout the year in New Bern. August is generally the wettest month with an average monthly precipitation total of 6.7. April is typically the driest month with an average monthly precipitation total of 3.2. Wind - Wind direction determines runway orientation and the subsequent directional use of each runway. The direction of aircraft operations are determined by the prevailing wind at the given time as aircraft generally land and takeoff into the wind. FAA Advisory Circular 150/ A, Airport Design recommends 95 percent wind coverage by an airport s runway configuration. Coverage is determined using historical wind speed and direction data, applying a crosswind component to each runway, and analyzing the percentage of time the crosswind component is below an accepted velocity. The crosswind component is the wind velocity acting at a right angle to a given runway. FAA-accepted crosswind components are as follows: 10.5 knots for Runway Design Codes A-I and B-I including A-I and B-1 small; 13 knots Runway Design Codes A-II and B-II; 16 knots for Runway Design Codes A-III, B-III, and C-I through D-III; and 1 Temperature and precipitation data from National Climatic Data Center 28 Page

11 20 knots for Runway Design Codes A-IV through D-VI, and E-1 through E-VI. EWN is classified as an A-III/C-II airport and therefore, a 16-knot crosswind component is used to determine the wind coverage. When analyzing wind coverage, there are three meteorological conditions examined: All Weather: All reported ceiling and visibility observations. Visual Meteorological Conditions (VMC): All observations with greater than 1,000 ceiling and greater than 3.0 miles of visibility. Based on data obtained from the FAA for the period , these conditions occurred 80 percent of the time at EWN. Instrument Meteorological Conditions (IMC): All observations with greater than 200 but less than 1,000 ceiling and greater than ½ mile but less than 3.0 miles of visibility. Based on data obtained from the FAA for the period , these conditions occurred approximately 20 percent of the time at EWN. Figure 1-23 lists the calculated wind coverages for each runway at EWN as well as the combined wind coverage for both runways. As can be seen from the table, the existing runway alignments provide greater than 95 percent wind coverage for all crosswind components for All Weather, VMC and IMC conditions. Figure 1-23: Runway Crosswind Coverage Percentages CROSSWIND VMC CONDITIONS KNOTS 4/22 14/32 COMBINED CROSSWIND KNOTS IMC CONDITIONS 4/22 14/32 COMBINED CROSSWIND KNOTS ALL WEATHER CONDITIONS 4/22 14/32 COMBINED Source: FAA Wind Data: Station Coastal Carolina Regional Airport annual period record Page

Source: Chippewa Valley Regional Airport ASOS, Period of Record

Source: Chippewa Valley Regional Airport ASOS, Period of Record Chapter 1 Inventory Runway wind coverage is the percentage of time a runway can be used without exceeding allowable crosswind velocities. Allowable crosswind velocities vary depending on aircraft size