CHAPTER 3 AIRPORT FACILITY REQUIREMENTS

CHAPTER 3 AIRPORT FACILITY REQUIREMENTS 3.1 Introduction The existing runway and taxiway system at Skyhaven Airport provides more than adequate operational capacity to accommodate future peak hour and annual aircraft operations described in all three of the forecast scenarios presented in Chapter 2. According to FAA Advisory Circular 150/5060-5, Airport Capacity and Delay, the hourly capacity of the airfield in visual conditions is 98 operations, and the hourly capacity in instrument weather conditions is 58 operations. The annual service volume is 230,000 operations. The FAA s Terminal Area Forecast projects that aircraft operations will remain at 17,000 annually. As a result, no additional runways or taxiways are needed to enhance operational capacity. However, certain airport facilities are needed to accommodate both existing and future activity. The facilities identified in this chapter would accommodate unconstrained needs. Other factors such as cost, funding availability, and environmental issues, may affect the ultimate facility requirements, and are considered in Chapter 4. Input about airport facilities was also obtained from the SAAC and airport tenants, who identified a number of possible improvements and facilities they felt were needed at Skyhaven Airport (see Appendix 3-A). The following recommendations were based, in part, on this input, as well as projected aviation activity and operational needs. 3.2 Skyhaven Airport Facility Improvements and Needs Runway 15-33: The 2001 AMPU recommended extending Runway 15-33 by 1,000 feet (to a total length of 5,000 ), but only if aircraft operations increased at the High Growth rate presented in that plan. Although actual operations did not grow at that forecasted rate, it is possible that corporate activity could increase in the future if certain improvements are made. Under certain scenarios described in Chapter 2, turbine powered aircraft activity could increase to the level of 500 operations per year by 2028 at Skyhaven Airport. The runway length requirements to accommodate such aircraft are examined in detail later in this chapter. Runway 15-33 is 24 years old and is in fair to poor condition with numerous cracks. As a result, the runway should be reconstructed by 2014. The existing runway is 100 wide, but FAA criteria notes the runway width should be 75 to accommodate ARC B-II aircraft such as the Beech King Air 200. T-Hangars: All of the existing T-hangars are full. The PDA has a list of 31 aircraft owners waiting for hangar space at Skyhaven Airport. Some aircraft owners on the list presently occupy a tiedown on the airport, so if they move their airplane to a hangar the total number of based aircraft would not change. Because aircraft owners are price sensitive, the cost of hangar construction and the subsequent purchase price or lease rate will affect actual demand. It s also possible some owners have sold their airplanes or moved to another airport. As a result, one option would be to construct one row of 10 T- 3-1

hangars, then rent (or sell) every unit, and then reconfirm demand for the next set of T- hangars before beginning construction. Such a process would minimize the risk of overbuilding, particularly since there are T-hangars currently available for both lease and sale at other area airports. If existing T-hangars at other airports are available at a lower price than new ones at Skyhaven Airport, demand for the new hangars at Skyhaven may be less than anticipated. Transient Aircraft Parking: Due to the configuration of the existing terminal based aircraft apron and self-serve fuel pumps, transient aircraft 1 wishing to park at Skyhaven Airport have a limited amount of space available. Transient aircraft typically park for short periods of time (often less than a day), although some aircraft park for 2 or more days. There is a need for additional transient parking space for both turbine-powered and piston-engine aircraft. Turbine aircraft require paved parking vs. turf parking. Transient aircraft pilots and passengers generally want convenient access to the terminal building, particularly if a restaurant or other businesses are located in the building, as well as to ground transportation. A paved parking apron for transient aircraft should be sized to accommodate 2 to 3 aircraft as large as the Beech King Air 200, in addition to six single or multi-engine piston aircraft. The parking positions should also allow for power-in, power-out parking where feasible, particularly for turbine aircraft. Based Aircraft Tiedown Apron: Providing additional transient aircraft parking close to the terminal building would require moving some or all of the existing paved based aircraft tiedowns to another location. A new paved tiedown apron could be constructed south of the terminal building and former FBO maintenance hangar, adjacent to Taxiway A. That would allow the based aircraft on tiedowns to move, and the tiedown apron could be converted to transient aircraft parking. Airport users also recommended that electrical power be provided to the paved aircraft tiedowns in order to heat aircraft engines in the winter, which would also be an additional revenue source for the airport. Self-Serve Aviation Fuel Pumps: There are two existing self-serve fuel pumps (one for 100LL avgas and one for Jet A) located in the middle of the terminal parking apron. Jet A fuel is not currently stored or sold at Skyhaven, so that pump is not being used. Moving the self-serve fuel pumps to another location could provide better access for aircraft wishing to refuel, particularly if Jet A fuel is offered for sale again, the move would also provide more space for transient and based aircraft. In addition, new state-of-the-art fuel pumps could be installed. Improved Instrument Approach to Runway 33: Based on data compiled by a FlightAware, there were 306 instrument aircraft arrivals and departures at Skyhaven Airport between July 1, 2007 and June 30, 2008. In addition, there were also practice (training) instrument approaches conducted during visual weather conditions that were not counted by FAA or tracked by FlightAware. There is a need for lower instrument approach minimums to serve those aircraft, as well as by other aircraft that would prefer 1 Transient aircraft are those that are not based at Skyhaven Airport. FAA also uses the term itinerant to refer to visiting (or non-based) aircraft. 3-2

to land at Skyhaven Airport in poor weather conditions but had to use another airport with lower approach minimums. In February 2010, FAA published an LPV approach to Runway 33 with minimums of 305 height above runway touchdown zone elevation (HAT), and 1 mile visibility. Prior to that, the lowest existing instrument approach minimum to Runway 33 at Skyhaven Airport had been 438 feet above the runway touchdown zone (HAT) and 1 mile visibility (see Appendix 1-B). When weather conditions at Skyhaven Airport are lower than those minimums aircraft must land at another airport. According to FAA, an LPV approach to Runway 33 at Skyhaven Airport could potentially have minimums as low as ¾ mile visibility, which would provide operational benefits compared to the existing approach minimums. The actual approach minimums will be determined by FAA, and published in aeronautical charts. In order to achieve visibility minimums as low as ¾ mile, approach lights to Runway 33 will need to be installed, which is discussed in more detail later in this chapter, as well as in Chapter 4. An LPV is considered by FAA to be a non-precision instrument approach, although it could potentially provide approach minimums as low as 200 feet above the runway touchdown zone and ½ mile visibility, similar to current precision instrument landing system (ILS) minimums. However, FAA design criteria changes as instrument approach minimums are lowered (Table3-1 and Table 3-2). Table 3-1 New Instrument Approaches FAA Criteria Visibility Minimums Facilities 1 mile (existing) ¾ Mile ½ Mile Height Above 400 ft. 340 ft. 300 ft. Touchdown Zone(HAT) Minimum Runway 3,200 ft. 3,200 ft. 4,200 ft. Length Airport Layout Plan Recommend Required Required Runway Markings Non-precision Non-precision Precision Parallel Taxiway Recommend Required Required Runway Edge Lights Medium or Low Medium or High Medium or High Approach Lights Recommend Required Required Source: FAA AC 150/5300-23, Airport Design, Appendix 16, Table A16-1C, Nonprecision Approach Requirements Notes: HAT elevations for planning purposes only actual HAT determined by TERPS. Approach lights for 1 mile or ¾ mile: ODALS, MALS, SSALS, or SALS acceptable. For ½ mile MALSR required. 3-3

Table 3-2 FAA Airport Design Criteria Visibility Minimums Imaginary Surfaces 1 mile (existing) ¾ Mile ½ Mile Primary Surface Width 500 ft. 500 ft. 1,000 ft. Runway Protection Zone (area 8.035 48.978 78.914 acres) Part 77 Approach Surface & Slope 500 x 5,000 x 2,000 @ 20:1 500 x 5,000 x 2,000 @ 20:1 1,000 x 50,000 x 16,000 @ 50:1 Runway Safety Areas 120 ft. x 240 ft. 120 ft. x 240 ft. 300 ft. x 600 ft. TERPS para. 251 20:1 clear 20:1 clear 34:1 clear Sources: FAR Part 77, Objects Affecting Navigable Airspace and FAA AC 150/5300-13, Airport Design The size of some imaginary surfaces increase as visibility minimums are lowered. For example, if the visibility minimums were reduced to ¾ mile (from the current 1 mile) on the instrument approach to Runway 33 after an approach light system such as an ODALS were installed, the runway protection zone (RPZ) to Runway 33 would increase in size from its current 8.04 acres to 48.98 acres, a large portion of which would be located off airport property (Figure 3-1). Based on the current location of the Runway 33 threshold, a large RPZ would require acquiring at least two parcels of property with houses, and possibly realigning Airport Road south of the airport. Given its topography, Skyhaven Airport cannot meet FAA s current criteria to achieve ½ mile visibility because of potential penetrations to the larger imaginary surfaces (such as the 1,000 wide primary surface). In addition, FAA requires a minimum runway length of 4,200 (vs. the existing 4,001 ) in order to publish visibility minimums as low as ½ mile. One of the criteria considered by the FAA in terms of publishing a new instrument approach is the number and location of the penetrations to the imaginary surfaces described in the Terminal Instrument Procedures (TERPS) Handbook, FAA Order 8260.3B, as well as the extent of the penetrations (distance by which they penetrate each surface). An analysis prepared as part of this AMPU indicates that the glidepath qualification surface (GQS) to the existing Runway 33 end is clear, and therefore an LPV approach can be published (which in fact FAA did in early 2010). However, there are penetrations to other imaginary surfaces that could impact the potential approach minimums (Table 3-3). If the Runway 33 threshold were extended 500 feet to the south, as shown in the 2001 Master Plan, trees would penetrate the GQS surface. The trees are located off-airport property, and FAA will not publish a new LPV instrument approach procedure if there are penetrations to the GQS surface. In order to remove the trees, easements would need to be acquired from the property owners, and the approach re-surveyed after the trees were removed in order for the FAA to publish an LPV approach. 3-4

SKYHAVEN AIRPORT MASTER PLAN UPDATE 3-5

Table 3-3 FAA Imaginary Surfaces FAA Imaginary Surface Number of Penetrations Number of Parcels TERPS Glidepath Qualification Surface 0 0 TERPS Precision Final Approach Segment 125 9 AC 5300-13 Appendix 2 Row 4 Criteria Approach 0 0 end of runways expected to support instrument night circling AC 5300-13 Appendix 2 Row 8 Criteria Approach 45 6 end of runways expected to accommodate instrument approaches having visibility minimums ¾ but < 1 statute mile, day or night. AC 5300-13 Appendix 2 Row 11 Criteria Departure 1,452 40 Surface TERPS Visual Portion of the Final Approach Segment 0 0 Standard TERPS Visual Portion of the Final Approach Segment 0 0 Straight-in 20:1 TERPS Visual Portion of the Final Approach Segment 17 1 Straight-in 34:1 TERPS Missed Approach 0 0 FAR Part 77 175 30 Runway Approach Lights: There are currently no runway approach lights at Skyhaven Airport. In order for FAA to publish visibility minimums as low as ¾ mile, approach lights to Runway 33 will need to be installed. The shortest approach lighting configuration, and the one with the fewest number of lights, is the Omni-Directional Approach Light System (ODALS). It consists of 5 light poles with a white strobe light on top of each pole. The approach lights flash sequentially, however, they are not on continuously they are turned by pilots using their aircraft radio when needed, and the lights automatically shut off after 15 minutes. The existing runway lights at Skyhaven are operated in that manner. A more detailed description of the ODALS system is provided in Chapter 4. If the visual portion of the straight-in approach surface (as defined in TERPS) is clear, after the ODALS are installed FAA can publish visibility minimums as low as ¾ mile. Paved Aircraft Run-Up Areas: Airport users expressed a need for paved aircraft run-up areas near the threshold of Runway 33 and 15. Run-up pads allow aircraft to perform pretakeoff checks and wait for ATC clearances while allowing other airplanes access to the runway, thereby preventing traffic bottlenecks. FAA Advisory Circular 150/5300-13, Airport Design, notes that a holding bay (i.e., aircraft run-up area) should be provided when runway operations reach 30 operations per hour. 2 Although Skyhaven Airport is not projected to have this level of activity by 2028, the holding bays would offer 2 Source: FAA AC 150/5300-13, Airport Design, Chapter 4, Taxiway & Taxilane Design, para. 409, Holding Bays 3-6

operational benefits, particularly if additional turbine-powered aircraft use the airport. Runway 33 is the primary use runway, and therefore has the greatest need for a run-up pad. Airport Perimeter Fencing: Additional perimeter fencing is needed, particularly along the north and east side of the airport, to prevent intrusions by people and wildlife into the active airport operation area. Auto Parking Lot: The terminal building s automobile parking lot has numerous pavement cracks and loose pavement material that has become hazardous to both automobiles and pedestrians using the parking lot. This pavement should be reconstructed and remarked which would result in greater parking capacity. Aircraft Wash Rack: Airport users noted that an aircraft wash rack would be useful. This is a paved area with proper drainage and water hookup where an aircraft can be washed. The area should be large enough to accommodate a twin-engine piston airplane such as a Piper Aztec or Seneca. A wash rack could be a source of revenue generation for Skyhaven Airport as well. Current environmental regulations require the runoff to be collected and properly disposed of and not allowed into the airports stormwater drainage system. 3.3 Runway Length Requirements One recommendation made in the 2001 AMPU was to extend Runway 15-33 by 1,000 feet to a total length of 5,000 feet. That recommendation was based on the anticipated need to accommodate corporate aircraft on a regular basis at Skyhaven Airport, although as of late 2009 that type of traffic had not increased to the level needed to trigger the runway extension (see Chart 3-1). However, as described in Chapter 2, it is possible that under certain circumstances corporate aircraft activity at Skyhaven could increase in the future. An analysis of runway length requirements was prepared based on accommodating a variety of corporate aircraft. Extensive corporate aircraft performance data has been compiled by Business & Commercial Aviation Magazine (BCA), a publication of McGraw Hill 3 (see Appendix 3-B for an excerpt of the aircraft data table). This analysis identified numerous turboprops and corporate jets that can takeoff and land on a runway 4,001 long, at maximum gross weight, sea level, in standard atmospheric conditions (Appendix 3-A). Skyhaven Airport is 322 feet above sea level, and the mean maximum temperature in the summer is 83 0 F, which impacts aircraft takeoff performance compared to operating at sea level under standard conditions. 3 BCA Magazine publishes the Purchase Planning Handbook in May of each year. The Handbook provides detailed data on aircraft size and performance characteristics. See Appendix G for a sample of the data. 3-7

Chart 3-1 Skyhaven Airport - Aircraft Operations 2001 AMPU Scenarios vs. Actual High Growth Low Growth Actual 80,000 70,000 60,000 Operations 50,000 40,000 30,000 20,000 10,000 2000 2005 2008 2010 Year The analysis concluded that numerous models of corporate jets, and nine models of turboprops currently in production, can takeoff and land on a 4,001 foot runway at maximum gross weight. The aircraft include the Raytheon King Air 90 and 200, Pilatus PC-12, Cessna Citation CJ1, CJ2, CJ3, Hawker 400XP, Embraer Phenom 100 and 300, Beech Premier 1A, and Cessna Mustang, among others. The BCA analysis used balanced field length in its runway length calculations, which is consistent with federal aviation regulations and standard operating procedures for those types of aircraft. Ten different models of corporate jets were identified that can takeoff at maximum gross weight on runways between 4,001 ft. to 5,000 ft. long, including the Lear 40XR and 45XR; Hawker 750, 850XP, and 900XP; Gulfstream G-350; Falcon 900DX; and the Challenger 300, among others. It is important to note that corporate (and airline) jets frequently do not takeoff at maximum gross weight. Surveys prepared for the National Business Aircraft Association (NBAA) indicate that the typical passenger load for corporate jets and turboprops is three to four passengers, and their typical non-stop stage length is approximately 600 miles, significantly less than most turbine aircraft maximum range or payload. As a result, corporate jets and turboprops typically carry less than their maximum capacity in terms of passengers, baggage, and fuel, and as a result, frequently need less than maximum runway distance for takeoff. That means that a number of corporate aircraft, including the Lear 40XR, Falcon 900DX, Challenger 300, etc., can takeoff and land on a 4,001 foot runway because they typically operate at less than maximum gross weight. 3-8

According to BCA, 44 different models of corporate jets can takeoff on a 4,001 foot runway and fly a 1,000-nm mission non-stop with four passengers and crew. 1,000 nm was the longest non-stop mission analyzed by BCA, and it corresponds with the longest non-stop flight into Skyhaven Airport tracked by FlightAware. These corporate jets ranged in size from Cessna Citation to the Challenger 605, Challenger 850, and Global Express XRS, the Gulfstream G-450 and G-500, the Falcon 7X and 2000, etc. The landing distance for each jet was 3,000 feet or less. Discussions were also held with three insurance companies that write policies for corporate aircraft operators. They were asked if insurance policies limit corporate aircraft from taking off or landing on runways less than 5,000 long, and all three responded that insurance policies do not set such limits. They said that turbine aircraft pilots are allowed to use any runway that meets the standards set in the current aircraft flight manual and federal aviation regulations. The insurance companies indicated that they look more closely at the airport where the turbine airplane is based to ensure that the aircraft can operate from that particular airport with few, if any constraints, and that there are adequate hangar facilities, etc. But when flying into an airport as a transient operation, the airport only needs to meet the aircraft operating specification (for runway length) for that particular flight, and the pilot-incommand of that flight makes that determination. As a result, insurance policies would not restrict corporate aircraft from using Skyhaven Airport if the pilot-in-command determines that the runway is long enough for that particular operation. Conclusion: Runway 15-33 does not need to be extended by 1,000 feet for the following reasons: The existing length of Runway 15-33 (4,001 feet) does not constrain most corporate jets from taking off and landing at Skyhaven Airport. The number of operations by corporate jets large enough to require 5,000 feet for takeoff will not increase sufficiently to meet FAA s threshold of 500 takeoffs and landings per year to be classified as critical design aircraft. Portsmouth International Airport at Pease is 18 road miles, or 32-minute drive time, from Skyhaven Airport. Its Runway 16-34 is 11,321 feet long, has multiple precision instrument approaches, and can accommodate all sizes of corporate jets, up to the Airbus A-380. However, there is room on Skyhaven Airport property to extend Runway 15-33 to the north by 500 feet. Any extension of the runway would enhance its utility, not only for turbine aircraft, but also for larger piston twin-engine airplanes such as the Piper Navajo, Cessna 421, Beech Duke, etc., as well. A 4,500 foot runway would allow some aircraft to takeoff with more fuel and passengers. As a result, a 500 foot extension to the north should be considered, for an ultimate runway length of 4,500 feet, particularly if corporate traffic increases at Skyhaven Airport in the future. Current FAA criteria notes that the minimum runway length in order to achieve instrument minimums as low as 20 3-9

feet and ½ mile visibility is 4,200 feet. Extending Runway 15 by 500 feet will keep that option open for future consideration at Skyhaven Airport. The facilities identified in this chapter are based on unconstrained needs. The lack of transient aircraft parking space, Jet-A fuel, FBO services, and the relatively high instrument approach minimums, are significant constraints to existing corporate aircraft wishing to use Skyhaven Airport. There are number of options that were considered in terms of improving airport facilities, and the alternatives analysis is presented in Chapter 4. That analysis considered other factors such as cost and environmental issues, all of which can affect the ultimate facility layout and configuration. 3.4 Summary of Facility Improvement Recommendations Reconstruct the existing based aircraft tiedown and parking apron and convert it to paved transient aircraft parking apron. It should accommodate at least 2 to 3 Beech King Air 200 sized aircraft (ARC B-II), as well as five to six single and multi-engine piston sized aircraft (ARC B-I), and also allow for power-in and power-out parking for turbine aircraft. Construct 31 additional T-hangars to accommodate existing demand, assuming that demand for that many hangars is confirmed with aircraft owners on the waiting list. In the short term (by 2015) reconstruct Runway 15-33 4,001 x 75, and replace the lighting and electrical system to the runway. Remove, light, or mark the penetrations to the imaginary surfaces in the vicinity of the airport, and associated land and easement acquisition.. Construct a new paved based aircraft tiedown apron. Ultimately extend Runway 15 by 500 feet (x 75 wide) to the north on airport property, to a total length of 4,500 feet, if demand warrants in the future. Install an omni-directional approach light system (ODALS) to Runway 33. Clear the 20:1 visual portion of the TERPS straight-in approach surface to allow visibility minimums as low as ¾ mile. Construct aircraft run-up pads (holding areas) on either end of Taxiway A near the Runway 33 and 15 thresholds. Reconstruct and mark the auto parking lot by the terminal building. Install security fencing around the remainder of airport property. In terms of additional services, continue the process of looking for a full-service FBO to locate at Skyhaven Airport, and also offer Jet-A fuel for sale. Explore the possibility of attracting additional businesses such as avionics repair, aircraft interior installation, on-field restaurant, etc. Modifications or enhancements to some facilities may be required to accommodate the additional businesses. Upgrade the existing 100LL and Jet-A self-fuel pumps. Upgrade the terminal building to ensure that it meets all current building codes as well as the Americans with Disability Act (ADA) requirements.. Construct an aircraft wash rack. 3-10

Acquire property and easements as they become available in order to clear imaginary surfaces and also comply with FAA policies regarding through-the-fence access. 3.5 Skyhaven Airport Advisory Council (SAAC) Airport Planning Survey The SAAC conducted an online survey of airport users to identify what facilities they felt were needed at the airport. The survey also asked respondents to rank airport improvements based on their ability to serve existing users, attract new users, provide benefits to the community, as well as socio-economic and safety benefits. The results of the survey, including comments submitted, are presented in Appendix 3-C. Facility improvements identified by survey respondents included repaving the existing runway, extending the runway by 500 to the north, installing ODALS to Runway 33, creating transient parking, providing additional based aircraft tiedown space and an aircraft wash rack, providing 24-hr. restroom and flight planning facility, renovating the terminal building, adding a restaurant, constructing additional hangars, and attracting an FBO. 3-11