Module 2 Planning, Construction and Environmental Flashcards
National Plan of Integrated Airport Systems (NPIAS)
Provides the federal government perspective on the role of each public-use airport in the national air transportation system. However, NPIAS only addresses the development and planning projects that are eligible for federal funding through AIP
State aviation system plans
Provide more detailed guidance on how the airports within the state can be developed to better meet the aviation needs of the state. State system plans allow planners to better determine how to maximize the return on the investment of public and airport funds and identify which capital development needs would best meet the state’s aviation needs
Metropolitan (regional) aviation system plans
More specific in detail and narrower in focus than a state or regional plan and often take into account airport capacity, inter modal access and the type of traveler within the community. Metro plans can better address areas with more unique needs to provide better options for the community
Landside
Inter modal and ground access areas, such as ingress and egress route to the terminal, parking garages, rental car facilities, public transportation, and other airport support areas
Functional areas within a commercial service airport
- Passenger terminal ticketing counters
- Baggage claim areas
- Concessions
- Restrooms
- Public assembly areas
- Airline clubs
- Mechanical space
- Ground transportation
- Security screening
- Administrative areas
Terminal
- Inter modal transportation
- Vendor storage
- Pet areas
- Business centers
- Fitness facilities
Airside
- Runways
- Taxiways
- Aircraft parking areas within perimeter fence
Grant Assurance #29
“ALP”
- Requires the airport sponsor keep the ALP up to date at all times
- ALP: are drawings used to graphically depict current and future airport facilities
- ALP standards can be found in A/C 150/5070-6B: Airport master plans and FAA’s SOP 2.0 standard procedure for FAA review and approval of ALP’s
ALP
Graphical representation of the existing and proposed airport land, terminal and other facilities and structures owned by the airport, protection zones, and approach areas. It also features a narrative that includes basic aeronautical forecasts, the basis for proposed items of development, rationale for unusual design features or modifications to FAA airport design standards, environmental features that might influence airport operations and those features necessary for future development and a summary of the various stages of development and layout sketches of the major elements
A standard ALP typically includes a narrative and the following sketches:
- Cover sheet
- Airport layout and drawing (aka ALP sheet)
- Airport airspace drawing
- Inner portion of the approach surface drawing
- Terminal area drawing
- Land use drawing
- Runway departure surface drawing
- Airport property map (aka exhibit a)
Additional elements of an ALP
- Data sheet
- Facilities layout plan
- Utility drawing
- Airport access plans
-Also identifies facilities that are no longer needed and includes a plan for their removal
Approved and signed by the FAA:
ALP becomes a legal document. All development carried out on federally obligated airports must be accomplished in accordance with an FAA approved ALP. The FAA’s approval of the ALP signifies FAA concurrence in the conformity of the plan to all applicable airport design standards and criteria. Also reflects agreement between FAA and airport sponsor regarding proposed allocation of airport areas to specific operational and support functions. Doesn’t represent FAA release of any federal obligations attached to land/property in question. Doesn’t approve land use for non-aeronautical purposes
FAA order 5100.38 AIP handbook
Provides supplemental guidance for the preparation of an ALP
If an airport makes a change not reflected in the ALP:
If the FAA determines that the change will adversely affect the safety, utility or efficiency of any federally owned/leased or funded property on/off the airport, the FAA may require the airport to eliminate the adverse effect or bear the cost of rectifying the situation
5 primary functions of the ALP
- It’s an FAA approved plan necessary for the airport to receive AIP funding and to continue to receive PFC funding
- It’s a blueprint for airport development
- It’s a public document that serves as a record of aeronautical requirements and is available for community reference
- It enables the FAA and airport sponsor to plan for improvements
- Working took for staff including operations and maintenance
FAA Part 157: Notice of construction, alteration, activation/de-activation of airports
Requires airport owners and operators to notify the FAA 30 days in advance of any construction, alteration, deactivation or changes in use of any airport
FAA standard form SF-7460-1
Notice of proposed construction or alteration
FAA standard form SF-7480-1
Notice of landing area proposal
- Notice of the activation or alteration of a landing area
- For a new airport site or location, the initial investigation is the responsibility of the airport sponsor, not the FAA
ALP updates
- Reviewed and validated every 2-7 years
- May be necessary if existing projects or facilities at the airport cannot accommodate forecast aeronautical needs or don’t meet airport design standards
- Also considered when numerous changes have been made
- Numerous “pen and ink” changes exist
- Or when ACIP is in need of an update
ALP should reflect:
Any changes that may affect the navigable airspace or the ability of the airport to expand including the physical features on the airport and the critical land uses in and around the vicinity of the airport
Grant assurances specifically require airport mgmt to keep the following items up to date:
- Property lines
- Location and nature of all existing/proposed facilities and structures (navaids, obstructions, roads)
- Location of all existing and proposed non-aviation areas and improvements (parking lots, ground access roads, and water retention ponds)
ALP contents
- Cover sheet
- ALP sheet
- Data sheet
- Facilities layout plan
- Terminal area plan
- Airport airspace drawings
- Inner portions of the approach surface drawing
- On/off airport land use drawings
- Airport property maps
- RWY departure surface drawing
- Utility drawings
- Airport access plans
Cover Sheet
Includes approval signature blocks, airport location maps and other date required by the FAA
ALP sheet
Includes data such as existing /future airfield layout (RW, TWY, taxi lanes, ramp areas), facilities, lines depicting RSAs, OFAs, OFZs, RPZs, airport property lines, the building restrictions line, the RWY visibility line and the locations of the ATCT and other facilities (ARFF)
Data sheet
Contains airport and runway data tables and wind rose. Wind rose is a diagram showing the percentage of time the wind blows from a particular direction and a particular speed. RWYs are normally aligned with the prevailing winds. Crosswind RWY are built to accommodate smaller aircraft that are more susceptible to crosswind effects than larger ones
Facilities layout plan
Depicts existing/future facilities and for larger airports, can go on for several pages. Essentially a closer look at the facilities located at the airport
Terminal Area Plan
Depicts the airport terminal and its surrounding facilities. A structure’s height is usually noted along with obstructions, marking or lighting. For small GA airports, a separate terminal drawing may not be necessary adequate detail is available on the airport layout drawing. The terminal drawing further shows the ground access to the airport terminal area, along with the major highway routes from the airport towards a central business district, other points of destination, or key arterial systems. If applicable, other modes of access, such as rail or water, are also shown
Airport Airspace Drawings
Intended to show all imaginary surfaces identified in FAR part 77, safe, efficient use and preservation of the navigable airspace
Inner portions of the approach surface drawings
Include a profile view that presents all RWY approaches and the location of objects as they affect the approach. The profiles show the existing and planned RWY length. Obstruction data tables and charts are also included on the airspace drawing that provide information about the disposition of the obstruction proposed removal, lighting, marking, etc. May also depict other approach surfaces including the threshold-siting surface and those surfaces associated with the US standard for TERPs
On/off airport land use drawings
Depict existing/recommended uses of all land within the ultimate airport property line and withing the vicinity of the airport, at lease to the 65DNL noise contour. The purpose is to provide airport mgmt with a plan for leasing revenue-producing areas on the airport and for providing guidance on determining allowable compatible uses such as ones for farming, recreational, commercial or industrial. Also provide guidance to local planning commissions for the establishment of appropriate airport area zoning
Airport Property Map
Depicts how various tracts of land were acquired. It includes easements outside the airport property line. The purpose of the map (aka exhibit a) on AIP grant applications, is to identify the legal interest and ownership of land that makes up the airport. The maps assist the FAA in determining/analyzing the current/future use of land acquired with federal funds. Required to be current at all times and area submitted as part of any AIP grant application
RWY departure surface drawing
Depicts applicable departure surfaces
Utility Drawing
Depicts the location and capacity of all utilities on and around the airport
Airport Access Plans
Depicts major routes and modes of transportation that serve the airport. These plans are normally used if access to the airport is a significant issue
ALP approval
- Submitted to ADO to ensure that all existing and proposed developments will be:
1. Safe= meets design standards or modified design standards and provides for safe operation of aircraft
2. Useful= In relation to airport purposes (Make the best use of airport land while minimum impact of off airport structures)
3. Efficient= Planned capacity is sufficient for the forecast demand (efficient flow of traffic with minimal delays, adequate RWY spacing to allow for simultaneous approaches)
FAA has 3 levels of ALP approvals
- Unconditional
- Conditional
- Mixed
Unconditional Approaval
All items of proposed development requiring environmental processing have received environmental approval
Conditional approval
Environmental processing hasn’t been completed for all of the items of proposed development requiring it
Mixed Approval
Some near term projects depicted in the ALP have completed the required (NEPA) reviews while long term projects have not. Elements that are unconditionally approved can be implemented but elements not covered by the NEPA document are conditionally approved and cannot more forward until the required NEPA processes are complete
Airport data and information program
Guides airport sponsors on the collection, submission and mgmt of airport data and information, which ensures airport users have the most current information available on the status of the airport and national airspace system. The program ensures other airport operators, aircraft operators and ATC are also provided with this information. This is achieved through the airport master record
NPIAS
5 year plan updated and published by the FAA every 2 years. The NPIAS lists public use airports and identifies needs that are eligible for federal financial planning and development assistance (Development projects, certain equipment, planning projects) on airports that are considered to be in the national interest
Airport Master Record
Describes the basic operational and services data odf the airport. The regulatory responsibility to keep the FAA abreast of such changes is embodied in title 14 CFR Part 157 notification of construction, alteration, activation, and deactivation of airports
Airport Data Record
- Must be completed on an annual basis
- Form 5010
- FAA uses this information to update the A F/D
Form 5010 Information
- Airfield=RWY length, width, strength
- Approach lighting and airfield lighting configuration
- Enplanements
- Aircraft operations including type (Charter, military, GA)
- Owner/operator of facility
- Obstructions
- Other critical information
Airport planning is performed at several levels:
- NPIAS
- Statewide integrated airport systems
- Regional/metro integrated airport systems
- Airport master plans
Statewide integrated airport systems
Identifies the general location and characteristics of new airports and the general expansion needs of the the existing facilities to meet statewide air transportation goals. This planning is performed or sponsored by state transportation or aviation planning agencies
Regional/metro integrated airport systems
Identifies airport needs for large regional/metro areas. Needs are stated in general terms and are incorporated into statewide system plans. Planning is done by regional/metro planning agencies
Airport Master Plans
Prepared by the owner/operator of individual airports, usually with the assistance of consultants. They detail the specific, long range plans of the individual airport within the framework of statewide and regional/metro system plans. These plans identify the development needs at the individual airports on the basis of forecasts of aviation activity, the potential environmental effects, community compatibility and financial feasibility
Title 14 CFR Part 151
“Federal Aid to Airports”
Addresses the requirements of NPIAS as well as the processes to apply for, receive and implement the funds from an FAA grant
Title 14 CFR Part 152
“Airport Aid Program”
Developed after the Airport/Airway Development Act of 1970 and further expanded the requirements of Part 151
To meet demand for air transportation, the airport system should adhere to the following guidelines:
- The airport should be safe/efficient located at optimum sites, and developed and maintained to appropriate standards
- Should be affordable to users, government, relying on user fees and place minimum burden on general revenue of local/state/federal government
- Should be flexible, expandable and meet increasing demand and accommodate new aircraft
- Be permanent with assurance they will remain open for aeronautical use
- Should be compatible with surrounding communities. Needs of aviation and neighborhoods
- Developed in concert with improvements to ATC system
- Support national objectives for defense, emergency ready and postal delivery
- Extensive and provide convenient access (no more than 20 miles to an airport)
- Help air transportation contribute to productive national economy and international competitiveness
Deciding what projects go into the NPIAS is a function of:
Individual airport master plans, ACIP, ALPs, aviation forecasts , existing RWY capacity and annual airport capacities, airport dimensional standards, as related to each airport’s critical aircraft and other factors such as land acquisition, navaids, and ramp space, certain landside projects, such as projects at air carrier airports that are included as part of the master plan can be included
3 general categories of work are:
- Purpose
- Physical
- Type of work
Purpose
- Safety
- Rehab
- Capacity
- Standards
Physical component
- RWY
- TWY
- Apron
- Equipment acquisition
Type of work
- Construct
- Expand
- Improve
System Plans
Designed to provide a viable, balanced, and integrated air transportation system. Provide local policy makers with detailed information to guide planning for comprehensive land use, ground transportation and other metro development activities
Airport system planning has 4 main elements
- System needs identification
- System wide development cost estimate
- Studies surveys and other planning actions to decide which aeronautical needs should be met by a system of airports
- Standards prescribed by a state (except standards for safety of approaches), for airport development at non-primary public-use airports
Airport system planning process should be consistent with state/regional goals for transportation, land use and the environment, and generally includes:
- Exploration of issues that impact aviation in the stufdy area
- Inventory of the current system
- Identification of air transportation needs
- Forecast of system demand
- Consideration of alternative airport systems
- Definition of airport rules and policy strategies
- Recommendations of system changes, funding strategies, and airport development
- preparation of implementation plan
Final product should result in:
The identification, preservation and enhancement of the aviation system to meet the current/future demands of a state, regional or metro area, which results in the establishment of a viable, balanced, and integrated system of airports
Airport Master Plan
Used for long range planning. Represents the vision of the airport operator stakeholders, local community, government agencies, planners, and airport sponsors for the development of the airport for up to 20 years. The goal is to provide framework to guide future development that is cost effective and satisfies the needs of the airport, the market and the community, while also balancing the environment and socioeconomic impacts
Master plan includes and provides:
- Comprehensive study of an airport that considers the airport’s current capabilities, projects future activity and suggest development projects to enable the airport to accommodate the additional demand.
- Graphical representation of the airport and anticipated land uses in its vicinity and establishes a realistic implementation schedule along with an achievable financial plan
Master plans should provide documentation that supports:
Proposed developments, sets realistic schedules for project implementation, includes an achievable financial plan and includes enough project detail for subsequent environmental evaluations which may be required before a project is approved. Should also be flexible enough to permit changes in plan recommendations
AMP includes the following phases:
- Pre planning
- Public involvement
- Environmental considerations
- Existing conditions
- Aviation forecasts
- Facility requirements
- Alternative to development and evaluation
- ALP
- Facilities implementation plan
- Financial feasibility analysis
Each master process is intended to produce:
- A technical report containing the analyses conducted in the development of the plan
- Summary report that brings together facts, conclusions and recommendations for public review
- Updated ALP drawing set
- A webpage with information about the airport and key elements of the master plan
- A public information kit that can include visual aid models, brochures, or computer presentations to support the airport development program
Acceptance vs. Approval of a master plan
Accepting= means the FAA has reviewed the elements of the MP to ensure sound planning techniques have been applied
Approval= Forecast and the ALP. Demand forecasts must resolve any inconsistency between forecasted levels and the TAF produced by the FAA
Pre-planning
Planners/airport sponsors need to make 2 major decisions:
- What type of study to conduct
- What level of detail to develop for the individual elements of the study
-Usually based on existing shortcomings in the plan or the introduction of a new type of aircraft, critical environment problem or change in the strategic vision of the airport. The airlines, tenants, federal/state/regional planning agencies or the airport operator, may all identify the need for a master plan update. The type of study (MP vs. ALP update) is determined by the elements that need to be included
Consultant Selection
AC 150/5100-14, architectural, engineering and planning consultant services for airport grant projects, provides important guidance on consultant selection. Another reference is, “Guidelines to selecting airport consultants” published by the airport consultants council
Brooks Act
Requires that selections be based on qualifications and that award be made according to a fair and open selection process. The GA addressing “Engineering and design services” specification states that the airport sponsor must award each contract or sub-contract for program mgmt, construction mgmt, planning studies, feasibility studies, architectural services, preliminary engineering, design, survey, mapping or related services under title 9 of the federal Property and Administration Services Act of 1949 (Brooks Act)
Before soliciting statements of qualifications (SOQs), request for qualifications (RFGs), or RFPs, the airport should:
Have a clear understanding of the issues that have defined the need for the study. The requests can be distributed by a number of methods, including public announcements, direct requests, and personal discussions
Selection process begins with an invite and the invite should include:
- Project title
- General scope of work
- Submission deadline
- Submitted content requirements
- Airport contact
Interested consultants/engineers normally respond with a submittal that includes:
- Information demonstrating their understanding of the project
- Evidence of the firm’s ability to perform the work
- Profile’s of the firm’s principals
- Staff facilities
- References
-(if requested) statements regarding the firm’s fiscal stability may also be provided
Consultant selection process includes:
- Project identification and advertisement
- Pre-qualification of firms (optional)
- Request of preliminary proposals
- Preliminary short list selection
- Formal proposals requested (and qualifications)
- Final selection and ranking
- Negotiation and contract agreement
- Obtainment of FAA concurrence
A selection panel should:
Evaluate responses according to criteria outlined in the airport’s invite. An unbiased and technical qualified panel should accomplish the consultant selection. The firm’s qualifications should be judged on the basis of experience in similar work, professional credentials, and conformance with the RFQ documentation. Subject to local law and policy, a review of the technical qualifications of numerous firms is appropriate, but actual solicitation of technical proposals should be limited to a few firms
Selection panel assessments:
Shouldn’t be expected to make a thorough assessment of the technical proposals or to conduct effective interviews when a multitude of consultants are involved. They should develop a short list of 3-4 qualified firms but also identify the most qualified firm. Firms are then invited to submit or make further presentations to the selection panel
Fixed Price Contract
The normal agreement
-advisable whenever the level of effort can be fairly well predicted and where reasonable prices can be established. It imposes a minimum administrative burden but also provides an incentive for effective cost control and contract performance
If level of effort or duration of project is uncertain, then a cost and fixed fee contract or a time and materials contract may be necessary
Cost and fixed fee contract
- Time and materials contract
- Used when the level of effort or duration of the project is uncertain
Specific topics to be addressed during the planning phase, are:
- Goals and objectives
- Data availability
- Forecast horizons
- Environment considerations
- Schedules
- Deliverable
- Coordination and public involvement program
- Budget
Goals and objectives
Should answer key questions such as, “why is this master plan study being conducted?” and, “What are the key issues that need to be addressed in the future development of the airport”
Data availability
Available forecasts produced by state/regional plans, the FAA TAF, and current inventory data should be identified, as should data to be collected and developed by the consultant
Forecast Horizons
Although 5/10/20 year time frames are typical for the short, medium and long term forecasts, some studies may want to use different time frames. Planning activity levels that specify greater future levels of aviation activity are increasingly used as an alternate to forecast years
Environmental Considerations
Airport operators should identify whether an EA or EIS will be required and whether or not categorical exclusions should apply. They should consult with the FAA to determine the appropriate time to conclude the environment consultant in the process. Some states may have environmental documentation requirements that are separate but comparable to federal requirements
Schedules
Should indicate decision points where continued work would require FAA or airport sponsor approval to proceed
Deliverables
The specific work products, along with the level of detail required in each should be identified
Coordination and public involvement program
Less complex studies usually require less public involvement whereas complex studies, particularly those with contentious development issues requires much larger public involvement or “outreach” programs
Budget
The scope of work and associated fees are determined concurrently, but there are often scope items that may require fees that exceed the sponsors budget. Th sponsor and the consultant must then modify the scope of work, fees, or budget until all 3 are agreed upon
Public awareness campaign
Often includes informational and educational materials such as fact sheets, flyers, press releases, newspaper ads, social media and web pages with interactive self-guided presentation. Electronic versions of key documents may also be made available online
Public involvement program should include:
Elected/appointed officials, residents, travelers, tenants, and members of the general public. “Stakeholders”
Has the greatest impact at the beginning of the study before key planning decisions are made or are heavily invested in distrust could result if significant decisions are made before stakeholder input
Citizen’s advisory committee
Serves as a sounding board and an information exchange group for stakeholders. Traditional public meetings (presentations) are less effective than an “open house” format
Technical Advisory Committee (TAC)
Provides input and insight on technical issues and is composed of individuals with relevant technical backgrounds
Groups to be considered airport stakeholders
- Users and tenants
- Groups/individuals from within the sponsor’s organizations
- FAA personnel from the appropriate regional/field office
- Resource agencies and other government units with regulatory authority
- Members of the community that surround or are affected by the airport
- Other interested groups
Should be able to represent a consensus viewpoint rather than special interest minority/personal opinion
Environmental considerations
Identify key issues that will be analyzed for airport development alternatives to ensure that the master plan budget provides enough resources to cover the cost of analysis.
Approximately 40 laws protect environmental stuff
Potential environmental impact of each development project are categorized in:
FAA order 1050.1 environmental impacts: policies and procedures
FAA order 5050.4 FAA airports, guidance for complying with NEPA
Inventory of pertinent data: first step is collect all types of data pertaining to airport service area. This includes:
Historical review of airport and its facilities, airspace structures and navaids, airport related land use, aeronautical activity, and socioeconomic factors (demography, disposable personnel per capita income, economic activity, status of industries, geographic factors, competitive position sociological/political/and community values)
Classifications typically used in this element of the master plan:
- Airfield/airspace
- Commercial passenger terminal facilities
- GA facilities
- Cargo facilities
- Support facilities
- Access/circulation/parking
- Utilities
- Non-aeronautical facilities
Airfield/Airspace
- RWYs/TWYs
- lighting/marking/signs
- Existence of RON parking
- Historical data on weather obstructions
- Noise abatement
Commercial passenger terminal facilities
- Building space
- Size of major function areas
- Gates
- Aircraft parking areas
- Restaurants
- Concessions
- Passengers screening areas
GA facilities
- Quantity and type of hangars
- Transient aircraft parking
- Tie down locations
- GA terminal facilities
- FBOs
- Flight Schools
- Maintenance shops
- Based aircraft mix
Cargo facilities
Quantity and area of cargo buildings and aircraft parking
Support Facilities
Quantity and type of airport support facilities such as ARFF, airport administrative areas, airline flight kitchens, fuel storage, and FAA facilities such as ATCT
Access, circulation and Parking
Quantity and type of ground access systems, commercial areas, access roads, service roads, parking and curb spaces, and the availability of public transportation services such as bus/rail/taxi and limos
Utilities
Major infrastructure such as water, sewer, communications, HVAC, fuel lines, fiber optic cables and power
Non-aeronautical facilities
Recreational facilities, industrial parks, storm water, retention and snow storage areas, agriculture areas and retail businesses associated with the airport should be included
Aviation demand forecast
- The basis for effective decisions in airport planning
- Forecast for short, intermediate and long range time frames and is used to determine the need for new or expanded facilities. Forecasts are expected to be realistic and based on current data
Short term forecast
Up to 5 years in length justify near term development and support operational planning and environmental improvement programs
Medium term forecast
6-10 year time frame are used in planning capital improvements
Long term forecast
Beyond 10 years in length are helpful for general planning
Information used for forecasts
Required:
Operations (annual)
-Itinerant
-air carrier, air taxi, commuter, GA, military
-Local
-GA, military
Passengers (Annual)
-Enplanements
-air carrier, commuter
-originating, connecting
Aircraft
-Based aircraft, aircraft mix, critical aircraft
Included where appropriate :
Operations
-Domestic vs. international
-Annual instrument approaches
-IFR vs.VFR operations
-Air cargo aircraft operations
-tng operations (Training)
-Helicopter operations
- average payload
-Fuel use
Passengers
-Passenger and cargo data
-Domestic vs. International
-GA
-Helicopter
-Air taxi
-Other
-# of student pilots
-# of hours flown
Aircraft
-average seats/aircraft
Forecasts available for use in developing and evaluating the master plan:
- Terminal area forecast
- Historical data
- National aerospace forecasts and FAA long range aerospace forecast
- FAA’s office of aviation policy and plans
- Estimates of national aviation demand for 12 years
- State aviation system plans
- FAA form 5010
- Airport master plan
-Forecasts subject to FAA approval
Aviation demand elements
- Aircraft operations
- local operations
- Itinerant operations
- Enplaned passengers
- Enplaned air cargo
- Aircraft mix
Aircraft Operation
Defined as a take off or a landing at an airport. Includes tng operations which count as 2 sequential operations. An operation is further classified as either local or itinerant
Local Operations
Arrival/departure of aircraft that operate in the local traffic pattern or within sight of the ATCT. They’re known to be departures for, or arriving from, flights in local training areas within a 20 mile radius of the airport and/or ATCT. Also includes simulated instrument approaches or low passes at the airport. A forecast of annual instrument approaches is needed for planning or upgrading navaids and landing systems
Itinerant Operations
Arrival/departure other than local operations. Estimates of local/itinerant aircraft operations are developed for each of the 4 major civil airport user categories: air carriers, commuters, air taxis, GA. 5th category military is estimated for those airports that have significant levels of that type of activity. The ATCT routinely keeps the activity data if one exists on the field
Enplaned Passengers
Total # of paying passengers who are departing on commercial aircraft. Originating and transfer passengers are included as are air taxi/charter passengers. Not included are non-revenue passengers such as airline employees or thru-passengers (departing on aircraft with the same flight # that they arrive and not requiring re-boarding). Separate forecasts are developed for both domestic and international passengers. Made for each of the 3 categories: Air carrier, regional, air taxi
Enplaned Air Cargo
Includes total tonnage of priority, non-priority and foreign mail, express and freight (property other than baggage accompanying passengers) departing on aircraft at an airport to include origination, stopovers, and transfer cargo. A large amount of air cargo and air mails is moved by the regular air carriers as well as the all cargo operators and should be included in the forecasts. Since the design of an airport is contingent upon the type of aircraft using the facility, a forecast identifying the future mix is necessary.
Aircraft Mix
Refers to the categories of aircraft: <12,500 lbs., 12,500 up to 60,000 lbs, and over 60,000 lbs. An aircraft’s weight, wingspan, and speed are tied directly to the length, width and strength of RWYs/TWYs. Helicopter operations at the airport also have design considerations and should be forecasted
Factors used to forecast the demand for an individual master plan:
- Economic characteristics
- Demographic characteristics
- Geographical attributes
- Aviation related factors
- Other factors
Economic Characteristics as part of the master plan
Particularly important in connection with business travel by commercial and GA aircraft and with air cargo traffic. Manufacturing, service industries, primary and resource businesses, agricultural flying, instrumental flying, and aircraft sales all generate air transportation activity both inside and outside the airport area.
Demographic Characteristics as part of the master plan
Size/composition of an airport’s community population and its potential growth rate, are basic is creating demand. Includes: population profile and change in age, education and occupation distribution demographic factors influence level of airport traffic, its composition and its growth in terms of incoming traffic from other states/regions/cities and traffic generated by local/regional populations. Discretionary purchasing power available to an airport’s market area residents over any period of time is a good indication of consumer’s financial ability to travel (aka disposable personal income). Higher levels of personal disposable income increase the demand for air transportation
Geographical Attributes
Spatial distribution and proximity of population and centers of commerce within an airport market area may correlate to the type /level of transportation services demanded. Geography/local climate may also be important or either stimulating/limiting aviation demand. A region’s physical/climate qualities can serve as attractions that generate tourism. The relationship of the airport undergoing the master plan process to other airports and to the routes/airways in the regional/national systems, may have a strong bearing on the types/levels of aviation services that might be demanding at the master plan airport
Aviation related factors
A number of other factors might affect aviation demand at an airport. Fuel $ fluctuations, changes in items such as the regulatory environment, the levels and types of taxes/fees and currency restrictions, business activities, industry trends, mergers, consolidations and new marketing agreements, are all such factors. In addition, local attributes toward the environment impacts of aviation may affect demand and should be considered in forecasting or updating forecasts. Similarly, the granting of new routes for international air service can induce important changes in the volume of traffic at the specific airports receiving the international service
Other Factors
Local airport authorities or operators can take a number of actions that have the conscious or unintended effect of either stimulation or retarding growth in aviation demand. The types of ground access and support service provided, user charges, and plans for future development can each affect future growth of aviation demand. Economic fluctuations such as fuel price changes, currency/trade restrictions, political developments, international tension, changes in regulations, and environmental impacts should all be steps in the forecast process
The forecasting process includes:
- Identification of aviation activity measures
- Review of previous forecasts
- Collection of data
- Selection of appropriate forecast methods. The selection and application of appropriate methodologies and techniques requires professional judgement
Most common forecast techniques are
- Regression analysis
- Trend analysis and extrapolation
- Market share analysis
- Smoothing
Regression Analysis
A statistical analysis technique tying aviation demand to enplanements, population, and income levels
Trend analysis and extrapolation
A technique that uses the historical pattern of aviation activity to project future trends
Market share analysis
A technique that assumes a top down relationship among national, state and local forecasts, where local forecasts represent a market share or % of national forecasts
Smoothing
A statistical technique applied to historical data focused more on the recent trends and conditions at the airport
Facility requirements
Planners compare the current facilities and services available at the airport with the forecasted demand for facilities and services, and then determine what additional facilities and services (Such as SRE) will be needed
Specific facility requirements address:
- Airfield and airspace
- Commercial service terminal
- GA requirements
- Air cargo requirements
- support facilities
- Ground access, circulation and parking
Airfield and airspace
- Airfield capacity analysis (annual service volume)
- RWY requirements (design standard as related to the airport reference code; orientation; length; width and pavement design strength)
- TWY requirements ( design standard as related to ARC)
- Navaids
- Airspace requirements (terminal instrument approaches)
Commercial service terminal
- Gates and apron frontage (aircraft parking positions by aircraft design group)
- Passenger terminal building (including FIS, ticket counters, baggage, security checkpoints, departure lounges, concessions)
- Curb front (intermodal connections)
GA requirements
- Hangars (conventional, T, etc)
- Transient aircraft parking
- Terminal facilities
-May include FBO, admin offices, conference and
training rooms, rental car counters, pilot lounges, and
flight planning)
Air cargo requirements
- Type of cargo companies (integrated carriers, freight forwarders, belly freight, all cargo or combo carriers)
- Aircraft parking with respect to space and tonnage (pavement strength) requirements
- Security needs
- Access
Support facilities
- ARFF (based on changes to the airport’s part 139 index)
- Airport maintenance (Snow removal)
- Fuel storage (For commercial/GA operations as well as ground vehicle operations)
- Aircraft maintenance
- De-icing facilities and associated de-icing run-off facilities
- Special areas (Snow storage, storm water retention, and environmentally sensitive areas)
Ground access, circulation , and parking
- Regional transportation network (Coordination with local planners)
- On airport circulation roadways (passengers, employees, delivery)
- Roadway facilities (Taxi, limo, courtesy, rental cars, charter vans/busses, public parking, employee parking)
Planners should, at the very least, look to the following elements:
- Capacity short falls
- New TSA security requirements
- FAA design standards and updated standards
- Airport executives strategic visions for the airport
- Outdated existing facilities
Others:
- Implementation of Nextgen
- Increase use of GPS
- VLJs and super heavy large commercial aircraft
- Expanded use of airline kiosks
- New security procedures
- New regulatory changes
Design hour demand
Evaluation of peak hour demand is often based on the peak hour of the average day of the peak month. Provides sufficient facility capacity for most days of the year, yet recognizes there will be some days with congestion, queues and delays
ALP
Part of the Master Plan update as the graphical presentations of the ALP plan set are updated to reflect the projects depicted in the master plan update only
Facilities implementation plan
Explains how to implement the findings and recommendations of the planning effort. May be fused with the financial feasibility analysis. Suggests projects to include in the future CIP. CIP is not to be confused with the FAA’s ACIP, which is the federal government’s national listing of projects eligible for AIP funding
FAA rule regarding facilities implementation plan
Regardless of terms used, the FIP must address all of the airport’s planned capital projects (Even if not associated with master plan) to ensure that adequate, fiscal, staff, scheduling and other resources are available. In addition, all documentation should be prepared so that it’ll be clearly understood by all parties. Must balance funding constraints, project limits, environmental processing requirements, agency and tenant approvals and coordination processes, business issues, such as leases and property acquisition, and sponsor references. Must also be coordinated with the MP ALP and the airport’s financial plan
The FIP should provide information regarding key activities, such as:
- Sponsor specific project approval activities (those requiring board, council or other administrative body approval and budgeting approval)
- Airlines and other tenant approvals including lease modifications
- Project funding activities (FAA grants, PFC, long term debt financing)
- Environmental processing activities
- Land acquisition activities
- Sponsor specified project implementation associated with design/build
- Agency coordination activity including coordination with the FAA, TSA, DHS, DID others
- Public coordination activities
Financial feasibility analysis
Ability to fund projects should be a major consideration in preparing the CIP and should be concurrent with the development of the FIP and CIP. (AIP, state, 3rd party, PFC, CFC, bonds). Includes the preparation of a CIP funding plan, a review of the airport’s financial structure with recognition of certain constraints such as bond, airline-use agreements, and leases, and an analysis of historical cash flow
Design aircraft
- Composite aircraft representing a collection of aircraft classified by 3 parameters:
1. Aircraft approach category (AAC)
2. Airplane design group (ADG)
3. TWY design group (TDG) - The selected AAC, ADG and approach visibility minimums are combined to form the RWY design code (RDC) of a particular RWY. RWY design also incorporates protected areas around the RWY including OFZs and RSAs
TWY design Group
Undercarriage dimensions of the aircraft, width, and fillet standards, and in some cases, RWY to TWY and TWY/taxilane separation requirements. As aircraft negotiate turn on TWYs designed for cockpit over CL taxiing, the main gear requires additional pavement in the form of fillets, to maintain the TWY edge safety margin (TESM). Overall main gear width (MGW) and cockit to main gear distance (CMG)
Aprons
Should accommodate the loading and unloading of passengers, cargo and baggage and other activities such as fueling, maintenance and ground vehicle circulation needs. Also, take into consideration the prevention of RWY incursions (aprons that allow direct access to a RWY) and take into account the effects of jetblast and allowing sufficient area for safe maneuvering
Landside
Initial arrival or terminus of the passenger air travel and interaction with the airport. Landside includes parking lots and garages, ground transportation circulation roads and intermodal connections, such as subways, light rail or roadways
Terminal
Transition point where passengers move between landside and airside. Includes passenger check in, security screening, passenger aircraft boarding/deplaning, baggage claim, concessions, non-public areas such as airline and airport admin areas, vendor and maintenance storage
Airside
Where aircraft take off, land, taxi, park, receive services and essentially conduct flight related operations. Generally, airside is considered to be within the boundaries of the airport perimeter fence. Most heavily regulated part of the airport
Factors for RWY design
- Location of the terminal building
- Surrounding geography and obstructions
- Desires of airport sponsors and FAA
Information that provides length/width for RWY/TWY and associated protected areas
- Approach speed
- Wingspan
- Tail height
- Category of instrument landing that RWY is certificated for
Movement area
RWY/TWY and other areas of the airport that are used for taxi, take off, and landing
Only areas identified in ACM as movement areas for air carriers are subject to regulations
Non-Movement area
- Loading ramps
- Aircraft parking aprons
- Unpaved areas
- Other areas not structurally capable for air carriers
RWY design
Select RWY design code (RDC) for desired/planned level of service for each RWY and then apply the airport design criteria associated with the RDC. The RDC takes into account the approach category (speed) and airplane design group (Wingspan or tail height), and whether the RWY has an instrument approach
Types of RWY classifications
- Type of pavement (Asphalt or concrete)
- Intended usage (Utility, transport, heliport)
- Type of aircraft approach (visual, non-precision, precision)
Substantial Use
(Used to determine airport dimensional standards)
Means either 500 or more annual itinerant operations or other largest scheduled commercial service aircraft
Design aircraft approach speeds
Translates into time/distance factors that identify criteria for runway length, visual requirements, and approach aids. The aircraft’s wingspan is indicative of an aircraft’s weight bearing capacity and physical size. These factors dictate requirements for pavement strength and separation standards for wingtip and other obstruction clearances
The FAA requirements for federal funded projects must take into account 6 factors:
- Safe operations
- Increasing capacity and efficiency
- Reducing delays
- Economic viability
- Noise reduction
- Environment protection
The design aircraft:
(Critical aircraft) may be a single aircraft type, or a composite of several different aircraft composed of the most demanding characteristics of each. The design aircraft is a combination of the aircraft approach catergory (AAC), aircraft design group (ADG) and the taxiway design group (TDG). At an airport with mulitple RWYs, a design aircraft is selected for each RWY. Together, these factors will specify dimensional/strength criteria to which the airport facilities must be built
Airport Reference Code
Designation that signifies the airport’s highest RDC minus the visibility component of the RDC. The ARC is used for planning and design purposes only any doesn’t limit the aircraft that are able to operate safely on the airport
Design considerations for RWYs
-ARC
-Meteorological Conditions
-RWY alignment attempt to achieve a direction in
which the critical aircraft can use the RWY within max.
crosswind component at least 95% of the year. If 95%
isn’t possible, crosswind RWY is recommended
-Surrounding environment
-Topography
-Volume of air traffic expected
RWY layouts affected by:
Availability of airspace. Existing/planned instrument approach procedures, missed approach, DP’s, control zones, special use airspace, restricted airspace, traffic patterns.
4 basic RWY configurations
- Single
- Open-V
- Parallel
- Intersecting
4 types of parallels:
Distinguished by their proximity to each other:
- Close: <2,500 ft between RWYs
- Intermediate: 2,500-4,300 ft between RWYs
- Far Parallel: 4,300 ft or greater
- Dual lane: 4,300 or more apart between each pair
Single Runway
During VFR, this 1 RWY should accommodate up to 99 light aircraft operations per hour. While under IFR, it can accommodate between 42-53 operations per hours, depending on the mix of traffic and navaids
Open-V RWY
- 2 RWYs that diverge at an angle, but don’t intersect
- Allows for both RWYs to be used at the same time (When there’s no wind) and significantly increase # of operations per hour
- Operations can be reduced by 50% if take offs and landings are made towards each other
RWY Threshold
Beginning portion that’s available for landing and take off. A displaced threshold may be required when:
- an object obstructs the airspace needed for landing aircraft
- Environmental considerations such as noise abatement
- If necessary, to provide standard RSA dimensions or RWY OFZ lengths
Displaced Threshold
Located some distance down the RWY. Portion leading up to the displaced threshold may still be used for aircraft take offs and roll outs when landing the opposite direction
When a penetration to an approach surface exists:
The airport must:
- Remove or lower the object to acceptable threshold siting requirements
- Displace the threshold, thereby shortening the landing distance
- Ask the FAA to raise the visibility minimums on the RWY approach
RSA
A defined area comprising of either a runway or a taxiway and the surrounding surfaces, areas that are prepared for, or are suitable for, reducing the risk of damage to aircraft in the event of an under/over shoot or excursion from the RWY or the unintentional departure from a TWY. Must be maintained so that its clear of debris, drained and graded as it must be able to support aircraft, SRE, ARFF under normal conditions
Includes: structural pavement, shoulders, blast pad, stopways
RSA dimensions
Width 120-500 ft depending on aircraft design group and the approach to the runway
TSA dimensions
49-262 ft
Inspections of SAs
- Rutting
- Rough, uneven terrain
- Mounds of dirt
- Debris
- Obstructions not mounted on frangible couplings
EMAS
- Designed to not deform under regular vehicle use
- Composed of blocks of lightweight, crushable, cellular cement (Produced by EMASMax)
- Foamed silica bed made from recycled glass and contains a high strength plastic mesh anchored to the pavement at the end of the RWY (Runway Safe EMAS)
RPZ
Trapezoid on RWY ends, designed to enhance the protection of people and property. It lies under the innermost portion of the RWYs approach surface and is required to be under the control of the airport. Begins 200 ft from the end of the RWY area that’s usable for take off or landing. Overall size varies with the design aircraft and approach visibility minimums. Smallest width of the trapezoid is the same as that of the primary surface area
Land uses allowed/not allowed in RPZ
Allowed:
- Golf courses
- Agriculture operations
Not Allowed:
- Churches
- Schools
- Hospitals
- Shopping centers
- Fueling facilities
OFA
Ground area based on RWY, TWY or taxilane centerline that enhances safety. Must be free of objects, except those which are needed for air navigation or aircraft ground man., width of RWY OFA 250-800 ft length 240-1000 ft past end of the RWY or stopway depending on ARC
OFZ
Airspace above RWY elevation at any point, but below the 150ft floor of the horizontal surface. Extending 200ft beyond each RWY, its width varies from 120-400ft departure on visual requirements and aircraft size. Kept clear of all objects except for visual aids mounted on frangible couplings. For RWY having an approach lighting system or visual minimums less than 3/4 SM, an inner approach OFZ and inner transitional OFZ exists for each
Building restriction line
Shown on the ALP and identifies suitable building area locations on airports. The assumed building height is usually 35ft.
When proposing a building, the actual height should be considered
Declared Distances
Distance available for a turbine aircraft’s take off run (On paved areas), take off distance (Available un-obstructed airspace), accelerate-stop distance (distance aircraft has to stop in case of an aborted take off, and landing distance)
Types of declared distances
- Take off run available (TORA)
- Take off distance available (TODA)
- Accelerate-Stop distance available (ASDA)
- Landing distance available (LDA)
RWY visibility zones
An area formed by imaginary lines connecting the visibility points of 2 different RWYs (i.e. blind spots). The visibility points for each RWY are calculated to allow adequate time for one aircraft to see and avoid an aircraft using the other RWY
Airport Elevation
Highest point on an airport’s usable RWY and it expressed in ft MSL
AP Reference Point
Latitude/Longitude of the geometric center of the airport’s RWY
Maximum take off weight
Differ based on designation. A large aircraft is certificated for maximum take off weights of more than 12,500 lbs or less. This differs from wake turbulence separation and class certifications for part 139
Stopway
Area beyond the departure end of the runway used to support and minimize damage to an aircraft in the event of an overrun.
Rectangular in shape
Clearway
Rectangular area off the departure end of the RWY that’s suitable for use in calculating aircraft take off performance. Factored into how much take off distance is available (TODA)
Recognizes that an aircraft’s initial climb after rotation may require an OFA beyond the RWY departure end
Taxilane
Portion of a ramp used for access between TWYs and aircraft parking positions. Aren’t typically part of the movement area
Design principles associated with TWY systems are to do the following:
- Avoid wide expanses of pavement
- Provide a bypass capability or multiple accesses to the RWY
- Minimize RWY crossings and provisions of ample turning
- Provide visibility of taxiing aircraft
- Prevent ingress and egress bottlenecks
High Speed taxi turn off
- Increases RWY efficiency
- Acute angle off RWY
- Not to be used as RWY entrances or crossing points
- Considerations: types of aircraft, frequency of use and effect of weather conditions
Avoidance of dual use pavement
- RWYs used as TWYs
- Indirect access in which there’s a TWY that leads straight to the RWY from a ramp without a turn
- Straight line TWY from ramp to RWY can increase RWY incursions by both pilots and vehicle operators
3 types of aprons
- Terminal (passengers, cargo)
- Remote
- Hangar
Passenger Terminal Ramps
Where passengers board and deplane. Design must typically accommodate multiple activities
Remote Aprons
Located in an area where aircraft can be secured and stored for long periods of time. They are typically located remotely from either term or hangar aprons and often accommodate RONs or corporate traffic or provide tie down areas for smaller aircraft
Hangar Apron
Surface in front of an aircraft hangar that accommodates aircraft movement, into and out of the hangar
Critical characteristics of apron design
- Capacity
- Layout
- Efficiency
- Flexibility
- Safety
- Hangar locations
4 Primary considerations for an efficient apron design
- movement and physical characteristics of aircraft to be served
- Maneuvering/staging and location of GSE and underground facilities
- The dimensional relationships of parked aircraft to the terminal building
- Safety,security, and operation practices related to apron control
to readily accommodate aircraft mix
Gate occupancy time
Amount of time an aircraft occupies the gate. Larger aircraft normally have longer occupancy times due to more extensive aircraft servicing, pre flight planning and refueling
Stand guidance systems
Visual aids located on the size of a term building, so as to be viewed from the pilots perspective as they approach the aircraft parking location. The visual indicators tell the pilot whether they’re on the centerline of the parking position and when to stop
FAA’s definition of an airport
- Heliports
- Vertiports
- Glider ports
- Seaplane bases
- Ultralight flight parks
- Manned balloon launching facilities
- (Possibly) drone ports
Heliports
- Exempt from part 139. Commercial helicopter operations not allowed at GA airports
- Easier to place
- 4 types:
1. GA
2. Transport
3. Hospital
4. Helipads on airports
Transport heliport
Accommodate air carrier operations providing scheduled service or unscheduled service with large helicopters
Hospital Heliport
Limited to serving helicopters engaged in air ambulance or other hospital related functions
A designated helicopter landing area located at a hospital or medical facility is a heliport and not a medical emergency site
Design helicopter
Reflects max weight, max contact load/minimum contact area, overall length, rotor diameter and other factors o the helicopter expected to operate out of the heliport
2 hazards: turbulence and electromagnetic effects
Touchdown and lift off area (TLOF)
A load bearing, typically paved, centered in the final approach and take off area (FATO) on which a helicopter takes off and lands
Final approach and take off area (FATO)
Defined area over which the final phase of the approach to a hover or a landing is completed and from which a take off is initiated. There are safety areas located around FATO and include imaginary surfaces, protection zones begin at FATO perimeter and extend out 400ft
GA heliport
- Accommodates helicopters used by individuals, corporations, and helicopter air taxi services
- Airport support have at least 2 approach/departure paths meeting the criteria for commercial transport helicopters, which, among other requirements, must be aligned with the predominant wind. Curved VFR approach/departure paths may also be allowed to avoid objects or noise sensitive areas
Seaplane Base
An area of water that is used, or is intended to be used, for the landing and take off of aircraft, together with associated buildings and facilities on shore
2 main types of seaplanes
- Flying boats (Often called hull seaplanes)
- Float planes
Have no brakes and are constantly floating freely in the water. Requires additional turning and maneuvering room and more subject to weather vaning
Floatplanes
Are typically conventional land airplanes that have been fitted with separate floats in place of their wheels. Fuselage is supported well above the water’s service
Flying Boat
The bottom of a flying boat’s fuselage is its main landing gear. Usually supplemented with smaller floats near the wingtips, called wing or tip floats
Sub-category is: amphibians, flying boats and floatplanes. Equipped with retractable wheels for landing on dry land
Sea Lane
- A defined path, which is prescribed for the landing and take off run of aircraft
- Lakes, rivers, and harbors offer natural aircraft landing/take off areas where the waves are more conductive to aircraft operations
- Landing/take off areas are best located where the water current flow is < 3.5 mph and wave heights aren’t classified as swells
Droneport/UAV port
FAA has yet to introduce design standards
-Based on design UAV?
Tasks for airport development
- Determining
- Advertising
- Issuing RFPs
- Selection processes
- Determining contract requirements
Phases of construction projects
- Pre-design
- Design
- Pre-construction
- Construction
- Inspection
Pre-design conference
- Conducted by airport sponsor or authorized agent
- Used to discuss critical design parameters, airport safety during construction, phasing of construction operations and environmental considerations. Possible conflicts between construction activities and the operation of the airport should be resolved at this meeting
- Airport tenants should be at this meeting
Pre-bid conference
Airport sponsor and engineer will explain contract requirements for construction methods/procedures, CSPP, and the procurement process including DBE, bonding, subcontracting and labor. The notice to bidders for the prebid conference should be made in accordance with local procurement requirements
Pre-Construction Conference
Conducted by airport sponsor or authorized agent, to thoroughly discuss ciritical project issues such as contract requirements, operational safety, construction phasing and sequencing, airport security, QC, quality acceptance testing, labor requirements, EEO obligations, DBE requirements, and other matters. Must address unique/complex issues specific to project. Should be attended by all parties affected by the construction in order to gain better understanding of any potential problems and identify solutions
Change Order
A written order (including email) by the airport sponsor that is within the right of the sponsor to make a change to the design, drawings, or specifications within the general scope of the contract. Wage rates remain unchanged for the handling of a change order. However, any change that exceeds an increase/decrease 25% of estimated cost of the contract is a major item, as defined in the contract specifications, and must be accommodated by a supplemental agreement
Supplemental Agreement
Covers work within the general scope of the existing contract or is work that exceeds 25% cost of contrast. Is a separate contract and requires execution by both parties with the same formality as any other contract. A new wage rate decision may be required for each supplemental agreement, unless it involves work under a project for which a wage determination decision was issued and such a decision has not expired at the time of award of the agreement
FAA doesn’t normally sign off on but asks for a list of change orders
To eliminate potential hazards during construction, the airport must have:
CSPP.
Airport operator has overall responsibility to plan, schedule, and coordinate construction activities
