Chapter 3 - Telluride Regional Airport

Transcription

Chapter Three
FACILITY REQUIREMENTS
In this chapter, existing components of the airport are
evaluated so that the capacities
of the overall system are identified. Once identified, the
existing capacity is compared
to the forecast activity levels
prepared in Chapter Two to
determine where deficiencies
currently exist or may be
expected to materialize in the
future. Once deficiencies in a
component are identified, a
more specific determination of
the approximate sizing and
timing of the new facilities can
be made.
The objective of this effort is to
identify, in general terms, the
adequacy of the existing airport facilities and outline what
new facilities may be needed
and when they may be needed
to accommodate forecast
demands. Having established
these facility requirements,
alternatives for providing
these facilities will be eval-
uated in Chapter Four to determine the most cost-effective
and efficient means for implementation.
The cost-effective, efficient,
and orderly development of an
airport should rely more upon
actual demand at an airport
than a time-based forecast figure. In order to develop a
master plan that is demandbased rather than time-based, a
series of planning horizon
milestones have been established for Telluride Regional
Airport that take into consideration the reasonable range of
aviation demand projections.
It is important to consider
that the actual activity at the
airport may be higher or lower
than projected activity levels.
By planning according to activity milestones, the resultant
plan can accommodate unexpected shifts, or changes in
the area’s aviation demand.
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gen er a t ed by a ct u a l dem a n d levels. The
de m a n d-ba s e d s ch e d u l e p r o vi d es
fl e x i b i l i t y i n de ve l opm e n t , a s
developm en t schedu les ca n be slowed or
expedited a ccordin g t o a ct u a l dem a nd a t
a n y given t im e over t h e p la n n in g
period. Th e r esu lta n t pla n pr ovides
a ir por t officia ls wit h a fin a n cia lly
r esp on sible a n d n eed -ba s ed pr ogr a m .
Table 3A pr esen t s the pla n n in g h or izon
m ilestones for ea ch a ct ivit y dem a nd
ca t egory.
I t is im por t a n t t h a t t h e pla n
a ccom m oda t e t h ese ch a n ges so t h a t t h e
Tellur ide Region a l Air por t Au t h or it y
(TRAA) ca n r espon d t o u n expect ed
ch a n ges in a timely fash ion. These
m ilestones pr ovide flexibility, wh ile
poten t ia lly ext en din g t h is p la n ’s u sefu l
life if a via t ion t r en d s s low over t h e
period.
Th e most im p or t a n t r ea s on for u t ilizin g
m ilestones is th a t t hey a llow th e airport
t o develop facilities a ccor din g to need
TABLE 3A
P la n n in g H o riz o n Ac tiv ity Le v e ls
E x i s ti n g
(2000)
E n p la n e d P a s se n g er s
B a s e d Air cr a ft
An n u a l O p e r a t ion s
Sh ort Te rm
P la n n in g
H o r iz o n
3 3 ,0 0 0
54
2 1 ,1 0 0
1 7 ,1 7 5
46
1 5 ,6 0 8
Inte rm e dia te
Te rm
P l a n n i n g H o r iz o n
3 8 ,0 0 0
71
2 5 ,1 0 0
Lon g Te rm
P la n n in g
H o r iz o n
5 0 ,0 0 0
103
3 2 ,5 0 0
t o): a ir field ca pa cit y, ru n wa y len gt h ,
r u n wa y pa vem en t s t r en gt h , F ed er a l
Avia t ion Administr at ion (FAA) design
sta nda rds, a ir sp a ce con figu r a t ion, a n d
a ir t r a ffic con t r ol.
A IR FIE L D
R E Q U IR E MEN T S
Air field fa cilit ies inclu de t h ose fa cilit ies
t h a t a r e r ela t ed t o th e a r r iva l,
depa r t u r e, a n d gr ou n d m ovem en t of
a ircra ft . Theses com pon en t s in clud e:
AIRF IELD CAP ACITY
• Ru n wa ys
• N a viga t ion a l Ap pr oa ch Aid s a n d
In st r u m en t Appr oa ch es
• Ta xiwa ys
• Air field Ligh t in g, Ma r kin g, a n d
Sign a ge
An a ir por t ’s a ir field ca pa cit y is
express ed in t er m s of it s a n n u a l s er vice
volu m e (ASV). An n u a l ser vice volu m e
is a r ea s on a ble est im a t e of t h e
m a xim u m level of a ir cr a ft oper a t ion s
t h a t ca n be a ccom m od a t ed a t t h e
a ir por t in a yea r . An n u a l ser vice
volu m e accoun ts for a n n u a l differ en ces
in r u n wa y u se, a ir cr a ft m ix, a n d
wea t h er con dit ion s.
Th e a ir por t ’s
a n n u a l ser vice volum e wa s exa m ined
u t ilizing F AA Advis ory Cir cu la r (AC)
Th e a dequ a cy of exist in g a ir field
fa cilit ies a t Tellur ide Regiona l Airport
is a n a lyzed fr om a n u m b er of
per spect ives with in each of th ese
componen ts, inclu din g (bu t n ot limit ed
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150/ 5060-5,
Delay.
Airport
Capacity
R u n w a y U s e: Ru n wa y use is n or m a lly
dict a t ed by wind con dit ion s.
The
dir ect ion of ta keoffs an d landings is
gen er a lly det er m ined by t h e speed a n d
direct ion of wind. It is gener ally safest
for a ir cr a ft t o t a k eoff a n d la n d in t o t h e
wind, a void in g a cr os swin d (win d t h a t is
blowing per pen dicu la r t o t h e t r a vel of
t h e a ir cr a ft ) or t a ilwind com pon en t s
dur ing these opera tions.
and
F ac to rs In flu e n c in g
Ann u al S e rvi ce Volu m e
Exh ibit 3A gr a ph ica lly pr es en t s t h e
va r iou s fa ct or s in clu ded in t h e
ca lcu la t ion of a n a ir por t ’s a n n u a l
ser vice volu m e. Th ese in clu de a ir field
ch a r a c t e r i s t i c s , m e t e o r ol ogi c a l
con dit ion s, a ircra ft m ix, an d dem a n d
ch a r a ct er ist ics (aircraft opera tions).
Th ese fa ct or s a r e descr ibed below.
At Tellur ide Region al Airport , most
a ir cr a ft d ep a r t Ru n wa y 27 d u e t o t h e
r a pidly r is in g t er r a in a n d box ca n yon t o
t h e ea st . Com m er cia l a ir lin e op er a t in g
p r oce d u r e s ge n e r a l l y p r oh i b i t
d ep a r t u res t o t h e ea st a s sin gle-en gin e
oper a t ion s do n ot pr ovide sufficient
climb per for m a n ce for t er r a in clea r a n ce.
A m a jor it y of a ir cr a ft a r r ive fr om t h e
west lea din g t o m ore lan dings on
Ru n wa y 9. For th e capa city an alysis,
Ru n wa y 27 a n d Ru n wa y 9 wer e
a ssu m ed t o be u sed a n equ a l a m ou n t of
time for t hese rea sons.
! AIRF IE LD CH ARACTE RISTICS
Th e la you t of t h e r u n wa ys a n d t a xiwa ys
dir ectly a ffect s a n a ir field’s ca pa cit y.
Th is n ot on ly in clu d es t h e loca t ion a n d
or ien t a t ion of t h e r u n wa ys, bu t t h e
p er cen t of t ime t h a t a pa r t icu la r
r u n wa y or com bin a t ion of ru nwa ys is in
use a n d t h e len gt h , widt h , weigh t
bea r in g ca p a cit y, a n d in s t r um en t
a ppr oa ch ca pa bilit y of ea ch r u n wa y a t
t h e a ir port . Th e len gt h , widt h , weigh t
bea r in g ca pa cit y, a n d in s t r u m en t
a ppr oa ch es a va ila ble t o a r u n wa y
d et er m in e wh ich t yp e of a ir cr a ft m a y
oper a t e on t h e r u n wa y a n d if op er a t ion s
ca n occu r du r in g p oor wea t h er
con dit ion s.
E x it Ta x i w a y s : E xit t a xiways h a ve a
sign ifica n t im pa ct on a ir field capa cit y
s in ce t h e n u m ber a n d loca t ion of exit s
dir ectly d et er m in es t h e occu p a n cy t im e
of a n a ir cr a ft on t h e r u n wa y. Th er e a r e
t h r ee t a xiwa ys ext en din g between t h e
r u n wa y a n d p a r t ia l pa r a llel t a xiwa y.
Th e a ir field ca p a cit y a n a lysis gives
credit t o exit s loca t ed wit h in a
pr escr ibed r a n ge fr om a r u nwa y's
t hr eshold. Th is ra n ge is ba sed upon t h e
m ix ind ex of t h e a ir cr a ft t h a t u s e t h e
r u n wa y. Th e exit s m u st be a t leas t 750
feet a pa r t t o coun t a s s epa r a t e exit s.
F or Tellu r ide Region a l Air por t , t h e exit
t a xiwa ys mu st be with in 3,000 t o 5,500
feet fr om t h e r u n wa y t h r es h old .
F ollowin g th is cr it er ia , Ru n wa y 9 is
R u n w a y Co n fig u ra tio n : Tellur ide
Region a l Air port is ser ved by a sin gle
r u n wa y 6,870 feet lon g by 100 feet wide.
Th is r u n wa y cu r r en t ly ser ves a m ix of
la r ge bu sin ess jet a ircra ft , gen er a l
a via t ion a ir cr a ft , a n d t u r bop rop
com m u t er a ir lin e a ir cr a ft . Th e r u n wa y
is ser ved by a pa r t ial pa r a llel t a xiway
an d th ree conn ecting ta xiways.
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assu r ed solely by followin g a ir t r a ffic
con t r ol r u les a n d p rocedu r es.
As
m en t ioned, t h is leads t o increa sed
dist a n ces bet ween a ir cr a ft , wh ich
dim in ish es a ir field ca pa cit y.
cr edit ed wit h on e exit , wh ile Ru n wa y 27
is not given credit for a ny ru nwa y exits.
! METE OROLOGICAL CON DITI ONS
P oor Visibilit y Con dit ion s (PVC) exist
wh en t h e clou d ceiling a n d/or visibilit y
is less t h a n cloud ceilin g a n d visibilit y
m i n i m u m s p r e s cr i b e d b y t h e
in s t r u m en t a ppr oa ch p roced u res for t h e
a ir por t . E ssen t ia lly, th e a irport is closed
to arr ivals dur ing PVC conditions.
Wea t h er con dit ion s ca n h a ve a
sign ifica n t a ffect on a ir field ca pa cit y.
Air por t ca pa cit y is u su a lly highest in
clear wea t h er , wh en flight visibilit y is
a t it s best .
Air field capa cit y is
dim inish ed as wea t h er con d it ion s
det er ior a t e a n d clou d ceilin gs a n d
visibilit y a r e r edu ced. As wea t h er
con dit ion s det er iora t e, t h e spa cin g of
a ir cr a ft m u st in cr ea se t o provide
a llowa ble m a r gins of sa fet y.
Th e
increa sed dist a n ce bet ween a ir cr a ft
r edu ces t h e n u m ber of a ir cr a ft wh ich
ca n op er a t e a t t h e a ir por t d u rin g a n y
given period.
This consequ en t ly
r edu ces overa ll a ir field ca pa cit y.
Accor din g t o r egion a l da t a , VF R
con dit ion s exist a ppr oxima t ely 95
p er cen t of th e time, whereas IF R
con dit ion s occu r t h e r em a in in g five
p er cen t of t h e t im e.
As det a iled
pr eviou sly in Cha pt er On e, t h e a ir por t
h a s t h r ee in s t r u m en t a pp r oa ch
procedur es.
Th e bes t in s t r u m en t
a ppr oa ch p roced u re a llows for a ir cr a ft
op er a t ion s when visibility is at least
t wo miles an d cloud ceilings ar e at least
2,600 feet a bove t h e gr ou n d. Th is is
on ly sligh t ly below VF R con dit ion s a n d
con t r ibu t es t o a h igh n u m ber of
diver sion s a n d can celed fligh t s, as IF R
con dit ion s a r e fr equent ly below th ese
m in im a .
T h e r e a r e t h r ee ca t e gor i e s of
m et eor ologica l con dit ion s, ea ch defined
by t h e r eport ed clou d ceilin g a n d fligh t
visibilit y. Visu a l F light Ru le (VF R)
con dit ion s exist wh en ever t h e clou d
ceilin g is grea t er t h a n 1,000 feet a bove
gr ou n d level (AGL), an d visibilit y is
gr ea t er t h a n t h r ee sta t u t e m iles. VF R
fligh t con dit ion s per m it pilot s t o
a p pr oa ch , la n d, or t a k eoff by vis u a l
r efer en ce a nd t o see an d a void ot h er
a ir cr a ft .
Air cr a ft wit h a ppr oa ch sp eed s a bove
121 k n ot s a r e p roh ibit ed fr om u s in g t h e
in s t r u m en t a p pr oa ch pr ocedu r es.
Th er efor e, th ese aircraft can only access
t h e a ir por t du r in g VFR cond it ions. I n
t h e year 2000, th er e were m or e t h a n
1,500 opera tions by a ir cr a ft wit h in
a ppr oa ch speeds higher t ha n 121 knots.
Th is r epr esen t ed a ppr oxima t ely 10
per cen t of a ll a ct ivit y.
In st rum ent F light Rule (IF R) condit ions
exist when t he r eport ed ceiling is less
t h a n 1,000 feet a bove groun d level
a nd/or visibility is less t h a n t h r ee
st a t u t e m iles. U n der IF R con dit ion s,
pilot s mu st r ely on inst ru men ts for
n a viga t ion a n d gu ida n ce t o th e r u n wa y.
Ot h er a ir cr a ft ca n n ot be seen a n d sa fe
sep a r a t ion bet ween a ircra ft m u st be
Tellur ide Region a l Air por t is wit h ou t
su r fa ce r a da r cover a ge a s well. Th is
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01MP05-3A-11/5/01
AIRFIELD LAYOUT
Runway Configuration
Runway Use
Number of Exits
WEATHER CONDITIONS
VFR
IFR
PVC
AIRCRAFT MIX
A&B
Beechcraft King Air
Beechcraft Bonanza
C
Cessna Citation
SAAB 340
Cessna 441
Gulfstream
Boeing 737
D
Boeing 747
OPERATIONS
Arrivals and
Departures
Total Annual
Operations
7
6
5
4
3
2
1
J F M A M J J A S O N D
Touch-and-Go
Operations
Exhibit 3A
AIRFIELD CAPACITY
FACTORS
la r ge com m er cia l a ir lin e a ir cr a ft . Most
of t h e bu sin ess jets in t h e n a t ion a l fleet
a r e in clu ded wit h in t h is cat egor y. Class
D in clu des a ll a ir cr a ft over 300,000
poun ds a nd in cludes wide-bodied a nd
ju m bo jets. N o a ir cr a ft wit h in Class D
oper a t e, or a r e expect ed t o oper a t e, a t
t h e a ir por t .
lim it s IFR opera tions, as aircr a ft ca n n ot
be r eleas ed for a n a p pr oa ch or
d ep a r t u r e u n t il a n a ir cr a ft wh ich h a s
depa r t ed ha s m a de positive ra da r
con t a ct , or a n a ir cr a ft wh ich is a r r ivin g
h a s closed it s flight pla n .
Th is
increa ses a ir cr a ft dela y an d r edu ces t h e
n u m ber of a ir cr a ft wh ich ca n oper a t e a t
t h e a ir por t d u ring a given t ime period.
Th e a irfield ca pa city a n a lysis r edu ces
h ou r ly IF R ca pa city wh en t h e a ir por t is
n ot equ ipped with a n ins t r u m en t
lan din g system or r a da r covera ge.
F or t h e ca pa cit y a n a lysis , t h e
per cen t a ge of Cla ss C a ir cr a ft op er a t in g
a t t h e a ir port is crit ica l in d et er m in in g
t h e a n n u a l service volume a s th is class
inclu des t h e la r ger a n d fa st er a ir cr a ft in
t h e oper a t ion a l m ix.
Th e a ir por t
ch a r ges a lan din g fee for a ll a ir cr a ft
op er a t in g a t t h e a ir por t . U sin g r epor t s
on a ir cr a ft t yp e p rep a r ed fr om t h e
collect ion of la n din g fees, t h e exa ct
oper a t ion a l m ix for t h e a irport in 2000
wa s det er m ined. As sh own in Table
3B , a ircra ft in Ca t egor y C repr esen t ed
35 per cen t of oper a t ion s in 2000.
Con s is t en t with pr oject ion s pr epa r ed in
t h e pr eviou s cha pt er , th e oper a t ion a l
fleet m ix a t t h e a irpor t is expect ed t o
sligh t ly increa se its percent age of Class
C t h r ou gh t he pla nn ing period a s
business jet activities increa se t h r ou gh
t he pla nn ing period.
! AIRCRAFT MIX
Air cr a ft m ix refer s t o t h e speed, size,
a n d fligh t ch a r a ct er ist ics of a ir cr a ft
op er a t in g a t t h e a ir port . As t h e m ix of
a ir cr a ft oper a t in g a t a n a irpor t
increa ses t o in clu de la r ger a ir cr a ft ,
a ir field capa city begins to diminish.
Th is is du e t o la r ger sepa r a t ion
dist a n ces t h a t m u st be m a int a ined
bet ween a ir cr a ft of different speeds an d
sizes.
Air cr a ft m ix for t h e ca pa cit y a n a lysis is
defined in t er m s of fou r a ir cr a ft cla sses.
Cla sses A a n d B con sist of sin gle a n d
m u lt i-en gine aircra ft weighing less th a n
12,500 p ou n d s. Air cr a ft wit h in t h es e
cla s sifica t ion s a r e pr im a r ily a ssociat ed
wit h gen er a l avia t ion oper a t ion s, but
does in clu de s om e bu sin es s t u r bop rop
a n d bu sin ess jet a ir cr a ft (e.g. t h e
Ces sn a Cita t ion bu sin es s jet a n d
Beech cr a ft Kin g Air ). Cla ss C con sist s
of m u lti-en gine a ir cr a ft weigh in g
bet ween 12,500 an d 300,000 poun ds.
Th is is a br oa d cla s sifica t ion t h a t
inclu des bu sin ess jet s, t u r bopr ops, a n d
! DE MAND CH ARACTE RISTICS
Operat ions, n ot on ly t h e t ot a l n u m ber of
a n n u a l op er a t ion s , bu t t h e m a n n er in
wh ich t h ey ar e con du ct ed, ha ve an
im p or t a n t effect on a ir field ca pa cit y.
P ea k opera t iona l periods, touch-a nd-go
oper a t ion s, a n d t h e per cen t of a r r iva ls
im pa ct t h e n u m ber of a n n u a l oper a t ion s
t h a t ca n be con du ct ed a t t h e a ir por t .
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TABLE 3B
Aircraft Ope ratio n al Mix
2000
S h or t Te r m
I n t er m e d ia t e T er m
L on g T er m
A & B
C
6 5 .3 %
6 2 .9 %
6 2 .2 %
6 1 .8 %
3 4 .7 %
3 7 .1 %
3 7 .8 %
3 8 .2 %
P e a k P e r io d Op e ra t io n s: F or t h e
a ir field ca pa cit y a n a lysis, a ver a ge da ily
oper a t ion s a n d a ver a ge p ea k h ou r
oper a t ion s d u rin g t h e p ea k m on t h a r e
calcula t ed. These figur es wer e der ived
fr om t h e pea k per iod for eca st s pr epa r ed
in Ch a pt er Two.
a ir cr a ft a r r iva l-depar t ur e sp lit is
t ypically 50-50. At t h e a ir por t , t r a ffic
in for m a t ion in dica t ed n o m a jor
devia t ion fr om t h is pa t t er n , a n d
a r r iva ls wer e est im a t ed t o a ccou n t for
50 percent of design period opera tions.
To u c h -a n d -Go Op e ra tio n s: A t ou ch a nd-go oper a t ion involves a n a ir cr a ft
m a k in g a la n din g a n d a n im m edia t e
t a keoff wit h ou t com in g t o a fu ll st op or
exit in g t h e r u n wa y. Th es e op er a t ion s
a r e n or m a lly a ssociat ed with gener a l
a via t ion t r a in in g op er a t ion s . Tou ch a nd-go a ct ivit y is cou n t ed a s t wo
op er a t ion s sin ce t h er e is a n a r r iva l a n d
a dep a r t u r e in volved.
A high
per cen t a ge of t ou ch -a n d-go t r a ffic
n or m a lly r esu lt s in a h igh er oper a t ion a l
ca pa cit y becau se on e la n din g a n d on e
t a keoff occu r s wit h in a sh or t er t im e
t h a n individua l opera t ions. Touch-a ndgo oper a t ion s a r e pr oh ibit ed a t
Tellu r ide Region a l Air por t .
! CALCULATION OF ANNUAL
SE RVICE VOLU ME
Th e pr eceding in for m a t ion wa s u sed in
con ju n ct ion wit h t h e a ir field ca pa cit y
m et h odology developed by t h e F AA t o
d et er m in e a irfield ca pa city for Tellur ide
Region a l Air por t .
Hour ly Run w ay Capac it y : Th e fir st
st ep in det er m in in g a n n u a l ser vice
volu m e involves t h e com p u t a t ion of t h e
h ou r ly ca pa cit y of ea ch r u n way in u se
con figu r a t ion . Th e per cen t a ge use of
ea ch r u n wa y, t h e a m ou n t of t ouch-a ndgo t r a in ing a ct ivit y, a n d t h e n u m ber
a n d loca t ion s of r u n wa y exit s becom e
im p or t a n t fa ct or s in d et er m in in g t h e
h ou r ly ca pa city of ea ch r u n wa y
con figu r a t ion .
P e rc e n t Ar ri v a ls : Th e per cen t a ge of
a r r iva ls a s t h ey r ela t e t o t h e t ot a l
op er a t ion s in t h e design h ou r is
im p or t a n t in det er m in in g a ir field
ca pa cit y. Un der m ost circum sta nces,
t h e lower t h e per cen t a ge of a r r iva ls , t h e
h igher t he h our ly ca pa cit y. However,
except in u n iqu e cir cu m s t a n ces , t h e
An n u a l S e rv ic e Vo lu m e : On ce t h e
h ou r ly ca pa city is kn own , th e a n n u a l
ser vice volum e ca n be det erm ined.
An n u a l ser vice volum e is ca lcu lat ed by
t h e followin g equ a t ion :
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An n u a l Ser vice Volu m e = C x D x H
C = weigh t ed h ou r ly ca pa cit y
D = r a t io of a n n u a l dem a n d t o a ver a ge da ily d em a n d du r in g t h e pea k m on t h
H = ra t io of a vera ge da ily dem a n d t o a vera ge peak h ou r dem a n d du r ing t h e pea k
m on t h
F ollowin g t h is for m u la , t h e cu r r en t a n d
fu t u r e a n n u a l ser vice volu m e for
Tellur ide Regiona l Air por t h a s been
estim a t ed. Table 3C su m m a r izes
a n n u a l ser vice volu m e da t a for
Tellu r ide Region a l Air por t t h r ou gh t h e
plan nin g period.
TABLE 3C
A n n u a l S e r v ic e V o l u m e C o m p a r i s o n
2000
S h or t Te r m
I n t er m e d ia t e T er m
L on g T er m
An n u a l
O p e ra t i o n s
Wei g h te d H o u rly
Cap ac ity
An n u a l
Service
Vo lu m e
P e rc e n t
Cap ac ity
1 5 ,6 0 8
2 1 ,1 0 0
2 5 ,1 0 0
3 2 ,5 0 0
38
38
37
37
4 9 ,0 0 0
4 8 ,0 0 0
4 8 ,0 0 0
4 7 ,0 0 0
3 1 .9 %
4 3 .7 %
5 2 .2 %
6 9 .1 %
! CONCLU SION
27, VF R h ou r ly ca pa cit y t o t h is r u n wa y
is r edu ced by 24 p er cen t . S econ d is t h e
a bs en ce of r a da r cover a ge a n d lim it ed
a ppr oa ch ca p a bilit y.
Th es e fa ct or s
increa se a ir cr a ft con t r ol r equ ir em en t s
a n d sepa r a t ion bet ween a ir cr a ft . I F R
h ou r ly ca pa city is r edu ced n ea r ly 40
percent due t o th ese factors.
Exh ibit 3B compa res a n n u a l ser vice
volu m e t o exist in g a n d for eca st
oper a t ion a l levels. Th e 200 0 t ot a l of
15,608 oper a t ion s r epr esen t ed 31.9% of
t h e a n n u a l ser vice volu m e. By t h e en d
of t h e pla n n in g per iod, t ot a l a n n u a l
op er a t ion s a r e exp ect ed t o r ep res en t
69.1% of a n n u a l service volum e.
F AA Or der 5090.3B, Field Form u lation
of the N ational Plan of Integrated
Airport S ystem s (N PIAS ), indicat es th at
imp r ovemen t s for a ir field capa cit y
pu r poses sh ou ld be con sider ed wh en
op er a t ion s r ea ch 60 p er cen t of t h e
a n n u a l se r vice volu m e.
Sh ou ld
op er a t ion s occu r a s for eca s t , t h e a ir por t
w o u l d r e a ch t h i s l e ve l w i t h
a p p r o x im a t e l y 2 8 , 0 0 0 a n n u a l
opera tions.
Th e a n n u a l service volum e at Tellur ide
Region a l Air por t is lower t h a n t ypically
fou n d a t sim ila r sin gle r u n wa y airports.
Severa l factors cont ribut e to th is. First
is t h e lim ited nu mber of exit ta xiways.
F or Ru n wa y 9, VF R h ou r ly ca pa cit y is
r edu ced 16 per cen t sin ce t h er e is only
on e exit t a xiwa y wit h in t h e pr escr ibed
r a n ge. Sin ce t h er e a r e n o ta xiwa ys
wit h in t h e pr escr ibed r a n ge for Ru n wa y
3-7
for sm a ll a ir cr a ft weigh in g less t h a n
12,500 pou n ds a n d fr om 13 t o 16 k n ot s
for a ir cr a ft weigh ing over 12,500
poun ds.
Th e lim it a t ion s on a ppr oa ch ca pa bilit y
a n d r a da r cover a ge a r e du e t o exist in g
t er r a in feat ur es. It is n ot expect ed t h a t
t h ese issu es ca n be r esolved ea sily, n or
a r e t h ey wit h in t h e r espon sibilit ies of
t h e a ir por t . Th er efor e, t h e p rim a r y
m ea n s a va ila ble a t t h e a ir port t o ga in
a d dit ion a l oper a t ion a l ca pa cit y is
t h r ou gh t h e developm en t of a ddit ion a l
t a xiwa ys. P r ovid in g four exit t a xiwa ys
for la n din g in eit h er dir ect ion ca n
increa se t h e a n n u a l service volum e t o
56,000 op er a t ion s by t h e en d of t h e
p la n n in g period.
While addit ion a l
r a da r covera ge wou ld enh a n ce t h e
sa fet y of a ir cr a ft op er a t ion s t o a n d fr om
t h e a ir port , it would n ot sign ifica n t ly
increa se a ir field ca p a cit y d u e t o t h e la ck
of a n in s t r u m en t la n din g system (ILS).
Table 3D s u m m a r izes win d cover a ge
for t h e a ir por t . As sh own in t h e t a ble,
t h e cu r r en t r u n wa y con figu r a t ion
pr ovides gr ea t er t h a n 95 p er cen t win d
covera ge for a ll cr osswin d com pon en t s.
Th er efor e, t h e r u n wa y is pr op er ly
or ient ed to prevailing wind flows an d
a i r cr a ft op e r a t i on a l s a fe t y i s
m a ximized.
TABLE 3D
Wind Cov e rag e Su m m ary
RU N WAY ORIE N TATION
F or t h e oper a t ion a l sa fet y a n d efficien cy
of a n a ir por t , it is des ir a ble for t h e
p rim a r y r u n wa y of a n a ir por t 's r u n wa y
syst em t o be or ien t ed a s close a s
possible t o t h e d ir ect ion of t h e
p reva ilin g wind.
This redu ces t h e
i m p a c t o f w i n d co m p on e n t s
per pen dicula r t o th e dir ection of t r a vel
of a n a ir cr a ft t h a t is la n d in g or t a k in g
off (defined a s a crosswind).
Wi n d S p e e d
C om b in e d
C o v e ra g e
1 0.5 k n ot s
1 3.0 k n ot s
1 6.0 k n ot s
9 8 .1 8 %
9 9 .0 7 %
9 9 .6 9 %
S ou r ce : 1 9 9 6 M a st er P la n
P HYSICAL P LANN IN G
CR ITER IA
Th e select ion of a ppr opr ia t e F AA design
st a nda rds for t h e developm en t a n d
loca t ion of a ir por t fa cilities is ba sed
pr im a r ily u pon t h e ch a ra ct er ist ics of t h e
a ir cr a ft wh ich a r e cur r en t ly u sin g, or
a r e exp ect ed t o u se, t h e a ir por t .
P la n n in g for fut ur e aircra ft u se is of
pa r t icu la r im p or t a n ce sin ce design
st a nda rds a r e u sed t o pla n sep a r a t ion
dist a n ces bet ween fa cilit ies. These
st a nda rds m u st be d et er m in ed n ow
s in ce t h e r eloca t ion of t h ese fa cilit ies
would likely be ext r em ely expens ive a t
a lat er da t e.
F AA design st a n da r ds sp ecify t h a t
a ddit ion a l r u n wa y con figu r a t ion s a r e
n eeded wh en t h e pr im a r y r u n wa y
con figu r a t ion pr ovides less t h a n 95
p er cen t win d cover a ge a t specific
cr os swin d componen ts. Th e 95 p er cen t
win d covera ge is com p u t ed on t h e ba sis
of cr osswin ds n ot exceedin g 10.5 kn ot s
3-8
01MP05-3B-11/5/01
55,000
50,000
45,000
48,000
49,000
VOLUME
E
C
I
V
R
E
S
ANNUAL
40,000
ANNUAL OPERATIONS
47,000
48,000
35,000
30,000
32,500
25,000
25,100
20,000
15,000
21,100
10,000
15,608
ECAST
R
O
F
D
N
A
L DEM
A
N
O
I
T
A
R
E
OP
5,000
NG
LO RM
TE
RM
TE
IN RM
TE
E
AT
I
ED
T
OR
SH RM
TE
G
N
TI
IS
EX
Exhibit 3B
AIRFIELD DEMAND/CAPACITY
Th e a irpla n e design gr ou p (ADG) is
ba sed u p on t h e a ir cr a ft ’s win gs pa n .
Th e six ADG’s u s ed in a ir por t p la n n in g
ar e as follows:
Th e m ost im port a n t ch a r a ct er ist ics in
a ir field p la n n in g a r e t h e a ppr oa ch
speed a n d win gspa n of t h e crit ica l
design a ircra ft a nt icipat ed to u s e t h e
a irport n ow a n d in t h e fu t u r e.
G r ou p I: Up t o bu t n ot in clu d in g 49
feet .
G r ou p II: 49 feet u p t o bu t n ot
inclu ding 79 feet .
G r ou p III: 79 feet u p t o bu t n ot
G r ou p IV: 118 feet u p t o bu t n ot
G r ou p V:
171 feet u p t o bu t n ot
Gr ou p VI: 214 feet or gr ea t er .
Th e FAA ha s est a blish ed a codin g
syst em t o rela t e a ir port design cr it er ia
t o t h e oper a t ion a l a n d ph ysical
ch a r a ct er ist ics of a ir cr a ft expect ed t o
use t h e a irport . This code, refer r ed t o
a s t h e a ir por t r efer en ce code (ARC), ha s
t wo com pon en t s. The fir st com pon en t ,
depict ed by a let t er , is t h e a ir cr a ft
a ppr oa ch ca t egor y a n d r ela t es t o
a ir cr a ft a p pr oa ch s peed (op er a t ion a l
ch a r a ct er ist ic); t h e secon d com pon en t ,
depict ed by a Rom a n n u m er a l, is t h e
a ir pla n e design gr ou p (ADG) a n d
r ela t es t o a ir cr a ft win gspa n (ph ysica l
ch a r a ct er ist ic).
Gen er a lly, air cr a ft
a ppr oa ch speed a pplies t o r u n wa ys a n d
r u n wa y-relat ed facilities, wh ile a ir pla n e
w i n g s p a n p r im a r i l y r e l a t e s t o
sep a r a t ion cr it eria involving ta xiways,
ta xilan es, an d landside facilities.
Exh ibit 3C pr esen t s a su m m a r y of
r epr esen t a t ive air cr a ft by ARC.
In or der t o det er m in e a ir field facilit y
requirem ent s, a n ARC sh ou ld first be
deter m ined, t h en a p pr op ria t e a ir por t
design cr it er ia ca n be a pplied. Th is
begin s wit h a r eview of t h e t ype of
a ir cr a ft using an d expected t o use
Tellu r ide Region a l Air por t .
Accor din g t o F AA Advisor y Cir cu la r
(AC) 150/5300-13, Airport Design ,
Ch a n ge 6, a n a ir cr a ft 's a ppr oa ch
ca t egor y is ba sed u pon 1.3 t im es it s
st a ll speed in la n din g con figu r a t ion a t
t h a t a ircra ft 's ma ximu m cer t ifica t ed
weigh t . Th e five a ppr oa ch ca t egor ies
u sed in a irport plann ing are a s follows:
Tellu ride Regiona l Air port is cur r en t ly
u sed by a wide va r iet y of a ir cr a ft ,
r a n gin g fr om a ir cr a ft u s ed for sch edu led
a ir lin e ser vice t o gen er a l a via t ion
r ecr ea t ion a l a ir cr a ft , gen er a l a via t ion
business a ir cr a ft , a n d a limit ed n u m ber
of h elicopt er s. Helicopt er s a r e n ot
in clu ded in t h is det er m in a t ion a s t h ey
a r e n ot a ssign ed a n ARC.
Ca t egor y A: Speed less th an 91 knots.
Ca t eg or y B: Speed 91 k n ot s or m or e,
but less th an 121 kn ots.
Ca t e gor y C: Speed 121 k n ot s or m or e,
C a t e g or y D : Speed 141 k n ot s or m or e,
Ca t e gor y E: Speed gr ea t er t h a n 166
kn ots.
A la n d in g fee is ch a r ged t o a ll a ir cr a ft
op er a t in g a t Tellu r id e Region a l Air por t .
Th is fee is ba sed on t h e m a xim u m
t a keoff weigh t of t h e a ir cr a ft .
Th er efor e, t h e TRAA m a in t a in s
a ccu r a t e r ecor ds of a ll a ir cr a ft t ypes
op er a t in g a t t h e a ir por t . Fr om t hese
3-9
A wide ra nge of tr an sient business jet s
oper a t e a t t h e a ir por t . These include
a ir cr a ft wit h in t h e Cessn a Cit a t ion
fa m ily of business jet s, Gulfst r ea m
business jets, Lea r jet , an d Ra yth eon jet
a ir cr a ft . In 2000, t h er e wer e n ea r ly
2,400 oper a t ion s by bus iness jet
a ir cr a ft . As eviden t in Tab le 3E, most
business jet oper a t ion s wer e wit h in
a ppr oa ch cat egory C.
The Cessna
Cit a t ion II condu ct ed th e most
op er a t ion s in 2000, con du ct ing 262
opera tions. Th is wa s followed by t h e
Beech jet 400, which con du ct ed 260
op er a t ion s in 2000. The Gulfstr eam IV
wa s t h e m ost dem a n din g busin ess jet,
in t er m s of win g s pa n , a ppr oa ch speed,
a n d weigh t t o oper a t e a t t h e a ir por t in
2000. Gu lfst r ea m IV a ir cr a ft con du ct ed
128 oper a t ion s in 2000. The a via t ion
d em a n d for eca st s pr oject ed bu sin ess jet
a ct ivit y t o in cr ea se t h r ou gh t h e
plan nin g period.
r ecords, a n ARC wa s a ssign ed t o a ll
a ir cr a ft op er a t in g a t Tellu r ide Region a l
Air por t in 2000 t o d et er m in e t h e design
ca t egor y for t h e a ir por t .
Co m m e rc ia l Airc ra ft
Th e p rim a r y a ircra ft u sed for sch edu led
a ir lin e ser vice in 2000 wer e t h e 19-sea t
B e e ch cr a ft 1 9 0 0 a n d 3 8 -s e a t
DeH a villa n d Dash 8. Bot h a r e t win en gin e t u r bopr op a ircra ft .
The
Beech cr a ft 1900 falls with in ARC B-II,
wh ile t h e DeHavillan d Dash 8 falls wit h
ARC A-III .
The a viat ion dem a n d
for eca st s n ot ed t h a t t he Tellur ide
Region a l Air por t m a r ket cou ld su ppor t
t h e u se of r egion a l jet a ir cr a ft in t h e
fu t u r e. Th e a via t ion dem a n d for eca st s
ident ified t h e Ca n a da ir CRJ -200 (ARC
C-II) a s t h e m ost likely r egion a l jet
a ir cr a ft t o oper a t e a t t h e a ir por t .
Cr it i c a l D e s i g n
Ai rc r a ft Co n c l u s i o n
Ge n e r a l Av i a t io n
Gen er a l a via t ion a ir cr a ft u s in g t h e
a ir por t in clu de s m a ll sin gle a n d m u lt ien gin e a ir cr a ft , wh ich fa ll wit h in
a ppr oa ch ca t egories A a nd B a n d ADG
I, a n d bu sin ess t u r bopr op a n d jet
a ir cr a ft , wh ich fa ll wit h in a ppr oa ch
ca t egor ies B, C, a n d D an d ADGs I a n d
II.
Table 3F su m m a r izes oper a t ion s by
a ppr oa ch ca t egor y a n d a ir pla n e design
gr ou p (ADG) for t h e a ir por t in 2000. As
sh own in t h e t a ble, t h e a irpor t
a ccom m oda t ed gener a l a via t ion a ir cr a ft
in appr oach cat egories A t h r ou gh D a n d
in ADGs I a n d I I. Comm er cia l a ir lin e
a ir cr a ft oper a t ed wit h in a ppr oa ch
ca t egor ies A a nd B a n d ADGs II an d III.
Th e m a jorit y of based a ir cr a ft fa ll
wit h in ARC A-I a nd ARC B-I.
Repr esen t a t ive based a ircra ft include
t h e Cessn a 172 a n d 182, an d Beech cr a ft
Bon a n za . Two Cessn a Cit a t ion II jet
a ir cr a ft ar e based at th e airport . These
aircra ft fall within ARC B-II.
Op er a t ion s by a ir cr a ft wit h in a ppr oa ch
ca t egor y A wer e t h e m os t n u m er ou s a n d
t ot a led 8,584 in 2000.
This wa s
followed by a ppr oa ch ca t egor y B, wh ich
h a d 5,316 oper a t ions in 2000. Oper a -
3-10
01MP05-3C-11/5/01
Beech Baron 55
Beech Bonanza
Cessna 150
Cessna 172
Piper Archer
Piper Seneca
A-I
B-I
less than 12,500 lbs.
Lear 25, 35, 55
Israeli Westwind
HS 125
C-I, D-I
Beech Baron 58
Beech King Air 100
Cessna 402
Cessna 421
Piper Navajo
Piper Cheyenne
Swearingen Metroliner
Cessna Citation I
Gulfstream II, III, IV
Canadair 600
Canadair Regional Jet
Lockheed JetStar
Super King Air 350
C-II, D-II
Super King Air 200
Cessna 441
DHC Twin Otter
B-II
C-III, D-III
less than 12,500 lbs.
B-I, II
over 12,500 lbs.
A-III, B-III
Super King Air 300
Beech 1900
Jetstream 31
Falcon 10, 20, 50
Falcon 200, 900
Citation II, III, IV, V
Saab 340
Embraer 120
DHC Dash 7
DHC Dash 8
DC-3
Convair 580
Fokker F-27
ATR 72
ATP
Boeing Business Jet
B 727-200
B 737-300 Series
MD-80, DC-9
Fokker 70, 100
A319, A320
Gulfstream V
Global Express
B-757
B-767
DC-8-70
DC-10
MD-11
L1011
C-IV, D-IV
B-747 Series
B-777
D-V
Note: Aircraft pictured is identified in bold type.
Exhibit 3C
AIRPORT REFERENCE CODES
n u m er ou s a n d t ot a led 7,406 in 2000.
Oper a tions wit hin ADG II t ot a led 7,294,
wh ile oper a t ion s wit h in ADG III t ot a led
736.
t ion s in a ppr oa ch ca t egor y C tota led
1,210 in 2000, wh ile a p pr oa ch ca t egor y
D oper a t ion s t ot a led 326. Oper a t ion s
by a ircra ft with ADG I wer e t h e most
TABLE 3E
Yea r 2000 Busin es s J et Operation s by ARC
Airc ra ft
La n di ng s
Ces sn a Cit a t ion Br a vo
Cessn a Cita t ion E xcel
Cessna Cita tion II
Ces sn a Cit a t ion Ult r a
Ces sn a Cit a t ion V
Da ssa u lt F a lcon 20
Beech jet 400
Lea r jet 35/36
Lea r jet 55
P ia ggo P .180 Ava n t i
Lea r jet 31
Lea r jet 25D
West win d
H a wk er -Siddeley 125-600
H a wk er -Siddeley 125-400
BAE 125-700
Lea r jet 45
Lea r jet 24E
Ch a llenger 600
Ra yt h eon /H a wk er 125-1000 H or izon
Ces sn a Cit a t ion X
Cessna Cita tion III
Ch a llenger 601
Cessna Cita tion VII
IAI Ast r a 1125
IAI Ga la xy
Ch a llenger 604
Gulfstr eam III
Sa br eliner 65
Bombar dier Global Express
Lea r jet 60
Gulfstr eam II
Gulfstr eam IV
Region a l J et
Gu lfs t rea m V
Tota ls
3-11
Op e ra ti on s
10
28
131
29
94
15
27
46
38
130
85
15
1
54
13
43
3
7
12
3
6
48
19
30
19
26
26
12
11
25
13
2
2
66
31
64
1
1
20
56
262
58
188
30
54
92
76
260
170
30
2
108
26
86
6
14
24
6
12
96
38
60
38
52
52
24
22
50
26
4
4
132
62
128
2
2
1,185
2,370
ARC
B-II
B-II
B-II
B-II
B-II
B-II
B-II
B-II
B-II
C-I
C-I
C-I
C-I
C-I
C-I
C-I
C-I
C-I
C-I
C-I
C-I
C-II
C-II
C-II
C-II
C-II
C-II
C-II
C-II
C-II
C-II
C-II
C-III
D-I
D-II
D-II
D-II
D-III
TABLE 3F
Op e r a t io n s b y Ai r po r t R e fe r e n c e C o d e
GEN ER AL AVIATION 1
La n d i n g s
Op e ra t io n s
A P P R OA CH CA TE GO R Y
3,929
1,784
605
163
7,858
3,568
1,210
326
6,481
12,962
Airplane Design Group I
Airplan e Design Group II
Airplan e Design Group III
3,703
2,773
5
7,406
5,546
10
Tot a l
6,481
12,962
Ap pr oa ch
Ap pr oa ch
Ap pr oa ch
Ap pr oa ch
Ca t egor y A
Ca t egor y B
Ca t egor y C
Ca t egor y D
Tot a l
A IR P L A N E D E S IG N G R O U P
AIR LIN E
Ap pr oa ch Ca t egor y A
Ap pr oa ch Ca t egor y B
Tot a l
363
874
726
1,748
1,237
2,474
0
874
363
0
1,748
726
1,237
2,474
Tot a l
AL L OP E R A TION S
4,292
2,658
605
163
8,584
5,316
1,210
326
7,718
15,436
3,703
3,647
368
7,406
7,294
736
Tot a l
7,718
15,436
Ap pr oa ch
Ap pr oa ch
Ap pr oa ch
Ap pr oa ch
Ca t egor y A
Ca t egor y B
Ca t egor y C
Ca t egor y D
Tot a l
Sour ce: TRAA records.
1
Exclud es h elicopt ers, 144 opera tions in 2000.
3-12
Th er efor e, t h e a ppr opr ia t e ARC for
Tellur ide Region a l Airport is ARC D-III.
Th e cr it ica l design a ir cr a ft is defin ed a s
t h e most dem a n din g ca t egory of a ir cr a ft
wh ich con du ct s 500 or m or e op er a t ion s
per yea r a t t h e a irport . In some cases,
m or e t h a n on e a ir cr a ft com p r is e t h e
a ir por t ’s cr it ica l design a ircra ft . One
a ir cr a ft m a y be t h e m ost cr it ica l for
r u n wa y length , while an oth er is most
cr it ica l for r un way/t a xiway width a n d
sep a r a t ion dist a n ces. Th is wa s th e case
in t h e yea r 2000. In 2000, th e most
dema ndin g a ppr oa ch ca t egor y wa s
a ppr oa ch ca t egory C. This included a
wide ra nge of business jets a n d
t u r bop r op a ir cr a ft .
T h e m os t
d em a n d in g ADG wa s ADG I II . Th is
in clud ed t h e op er a t ion s of t h e
DeH a villa n d Dash 8 u sed r egu la r ly in
sch edu led a ir lin e ser vice. Th er efor e,
design s t a n da r d s for t h e a ir por t a r e
defined by a gr ou pin g of a ir cr a ft .
Business jet s define t h e oper a t ion a l
design st a nda rds su ch a s r u n wa y sa fet y
sta nda rds, wh ile ru n wa y an d t a xiway
width a n d sepa r a tion d is t a n ces a r e
defined by t h e DeHa villan d Da sh 8.
Th e design of t a xiwa y a n d a pr on a r ea s
s h ou l d con s i d er t h e w i n g s p a n
r equ ir em en t s of t h e m os t dem a n d in g
a ir cr a ft to opera te within th at specific
fu n ct ion a l a r ea on t h e a ir por t . Th e
a ir field t a xiwa ys a n d pa ssen ger
t er m in a l a r ea s h ou ld con s id er ADG III
design r equ ir em en t s t o a ccom m oda t e
t h e win gsp a n r equ ir em en t s of t h e
com m u t er a ir lin e a ir cr a ft . Tr a n s ien t
gener a l a via t ion a pr on a n d a ir cr a ft
m a in t en a n ce a n d r epa ir h a n ga r a r ea s
sh ou ld con sider ADG I I r equ ir em en t s t o
a ccom m oda t e typical business jet
a ir cr a ft .
T-h a n ga r a n d s m a ll
con ven t ion a l h a n ga r a r ea s sh ou ld
con sider ADG I r equiremen ts a s th ese
com m on ly ser ve sm a ller sin gle a n d
m u lt i-en gin e pist on a ir cr a ft .
AIRF IELD S AFE TY
S TAN D AR D S
Th e F AA ha s esta blished sever a l
im a gin a r y su r fa ces t o pr ot ect a ir cr a ft
oper a t ion a l a r ea s a n d keep t h em fr ee
fr om obs t r u ct ion s t h a t cou ld a ffect t h e
sa fe oper a t ion of a ir cr a ft . These include
t h e object fr ee a r ea (OF A), obst a cle fr ee
zon e (OF Z), r u n wa y p rot ect ion zon e
(RPZ), an d ru nwa y safety ar ea (RSA).
C o m b i n i n g t h e o p e r a t i on a l
r equ ir em en t s of t h e bu sin ess jets wit h
t h e wingspan requirem ent s of t h e
DeH a villa n d Da s h 8, t h e ARC for t h e
a ir por t is best described as ARC C-III.
Th e ARC B-III design ca t egor y h a s been
a pplied t o t h e design of r u n wa y
fa cilit ies in t h e pa st . However , it is
eviden t fr om t h is a n a lysis, t h a t a n
a d ju s t m en t t o t h e design ca t egory is
war ra nt ed.
Th e OF A is defined a s “a t wodim en siona l gr ou n d a r ea s u r r ou n d in g
ru nwa ys, t a xiwa ys , a n d t a xila n es wh ich
is clea r of object s except for object s
wh ose locat ion is fixed by fu n ction.”
Th e RSA is defin ed a s "a defin ed su r fa ce
s u rr ou n d in g t he r un way prepa red or
su it a ble for reducing the risk of da m a ge
t o airpla nes in t h e even t of a n
F u t u r e pla n n in g s h ou ld con s id er t h e
increa sed u s e of t h e a irport by business
jet s a n d t h e p ot en t ia l t r a n s it ion t o
r egion a l jet s. I n t h e fu t u r e, in cr ease d
u se of t h e a ir por t by a ir cr a ft wit h in
a ppr oa ch cat egor y D ca n be exp ect ed.
3-13
P a r t 77 p r im a r y s u r fa ce a n d
t r a n sit ion a l su r fa ce r equ ir em en t s.
These st u dies exam ined severa l options,
in clu din g ca n t in g or skewin g t h e
r u n wa y a lign m en t t o a ch ieve sa fet y
sta nda rds, modified design sta nda rds,
a n d developin g th e r equ ired s a fet y
a r ea s wit h t h e pr esen t r u nwa y
a lign m en t . The most r ecent st u dy
com pleted in Sept em ber 2001 inclu ded
geot ech n ica l a n a lys is t o d et er m in e
opt ion s for developin g r et a in in g wa lls t o
a ccom m oda t e t h e fill r equ ired t o m eet
RSA gr a de r equ ir em en t s a t ea ch
ru nwa y end.
u n der sh oot , over sh oot , or excu r sion
fr om t h e r u n wa y." Th e OF Z is defined
a s a “defined volum e of a irspa ce
cen t er ed a bove t h e r u n wa y cen t er lin e
whose eleva t ion is t h e s a m e a s t h e
nea rest point on t h e r u n wa y cen t er lin e
a n d ext en ds 200 feet beyon d ea ch
r u n wa y end.” The RPZ is a t wodim en siona l t ra pezoida l-sh a ped su r fa ce
loca t ed a lon g t h e ext en d ed ru n wa y
cen t er lin e t o pr ot ect people a n d
propert y on t he groun d.
Th e F AA expect s t h ese a r ea s t o be
u n der t h e con t r ol of t h e a ir por t a n d fr ee
fr om obst r u ct ion s. Th e dim en sion a l
r equ ir em en t s for ARC B-III a n d ARC CI II a r e s u m m a r ized on Ex h ib it 3D .
P r esen t ly, t h e a ir por t d oes n ot fu lly
m eet ARC B-III RSA or OF A design
s t a n da r ds. At ea ch en d of t h e r u n wa y,
t h e RSA ext en ds t h e r equ ired 600 feet
beyon d t h e r u n wa y en d; h owever , ea ch
RSA is on ly 295 feet wide. F AA design
st a nda rds specify tha t t he RSA be 300
feet wide. Addit ion a lly, t wo a r ea s a lon g
t h e len gt h of t h e r u n wa y do n ot m eet
t h e RSA widt h r equ irem en t .
T h e s e s t u d i es con cl u d e d t h a t
m a in t a in in g t h e r u n wa y in it s pr es en t
a lign m en t wa s t h e pr efer r ed r u n wa y
r econ st ru ct ion a lter n a t ive. Skewing t he
r u n wa y wou ld r equ ir e t h e r eloca t ion of
a ll exist in g la n dside fa cilit ies a n d sh ift
t h e a ir cr a ft flight pa t h s over r esid en t ia l
a r ea s wh ich a r e pr esen t ly n ot su bject t o
r egu la r over fligh t s. Mor e im por t a n t ly,
s kewin g t h e r u n wa y would r equ ir e
a lt er in g th e inst ru men t a pproaches at
t h e a ir port , poten t ia lly degr a din g t h eir
a lr ea dy lim it ed ca pa bilit y.
An exist in g T-ha n ga r , t he deicing pad,
a n d elect r ica l va u lt obs t r u ct t h e
Ru n wa y 9-27 OF A a n d Ta xiwa y A OF A.
P r esen t ly, th e RPZ exten ds beyon d
a ir por t propert y; however, ther e is no
in com pa t ible developm ent with in eit h er
RP Z.
H a vin g es t a blis h ed t h e p refer r ed
r u n wa y r econ s t r u ct ion a lt er n a t ives a n d
m ea n s for m eet in g sa fet y r equ ir em en t s,
t h is m a st er pla n will exa m in e bot h
a ir side a n d la n dside developm en t
opt ion s con sid er in g t h e r u n wa y
r em a in in g in it s pr es en t a lign m en t .
Th r ee sepa r a t e p la n n in g s t u dies wer e
con du ct ed in 2000 a n d 2001 t o exa m in e
via ble a lt er n a t ives for t h e r econ s t r u ct ion of Ru n wa y 9-27 t o m eet RSA a n d
OF A design sta n da r ds, a s well a s
lon git u din a l grade r equirement s a n d
F eder a l Avia t ion Regu la t ion (F.A.R.)
RU N WAY LEN GTH
Th e det er m in a t ion of r u n wa y len gt h
r equ ir em en t s sh ou ld con sider bot h
t a keoff an d landing requirem ent s.
Ta keoff requirem ent s a r e a fa ct or of
3-14
01MP05-3D-11/2/01
EXISTING
SHORT TERM NEED
LONG TERM NEED
RUNWAYS AND TAXIWAYS
RUNWAY 9-27
RUNWAY 9-27
RUNWAY 9-27
ARC B-III
6,870' x 100'
45,000# SWL
62,000# DWL
ARC C-III
9,200' x 100'
45,000# SWL
75,000# DWL
ARC C-III
9,200' x 100'
45,000# SWL
75,000# DWL
Runway Safety Area
150' each side of runway centerline
600' beyond each runway end
Runway Safety Area
1,000' beyond each runway end
Runway Safety Area
Object Free Area
600' beyond each runway end
Object Free Area
Object Free Area
Runway Protection Zone Each End
Inner Width - 500'
Outer Width - 700'
Length - 1,000'
Inner Width - 500'
Outer Width - 1,010'
Length - 1,700'
Inner Width - 500'
Outer Width - 1,010'
Length - 1,700'
Blast Pads Each End
Blast Pads Each End
Blast Pads Each End
TAXIWAYS
TAXIWAYS
TAXIWAYS
Partial Parallel Taxiway
Taxiway A - 50' wide
300' from runway centerline
Taxiways A2, A3, A4 - 50' wide
Full-length Parallel Taxiway
Taxiway Width - 50'
Holding Apron Each End
Add Exit Taxiways
Full-length Parallel Taxiway
Taxiway Width - 50'
Holding Apron Each End
Add Exit Taxiways
HELIPAD
None
2 Parking Positions
Lighted
2 Parking Positions
Lighted
KEY
SWL - Single Wheel Loading
DWL - Dual Wheel Loading
Exhibit 3D
AIRCRAFT OPERATIONAL
AREA REQUIREMENTS
Given t h e ph ysica l con st r a in t s of t h e
exist in g airport site, it is n ot pr a ct ica l
t o con s id er t h is len gt h of r u n wa y.
Th er efor e, t h e crit ica l r u n wa y len gt h for
Tellur ide Regiona l Airport mu st be
d e fi n e d b y a i r cr a ft l a n d in g
r equ ir em en t s a n d t h e n eed t o en su r e a
d ep a r t u r e length th at provides a
pr a ct ica l p a yloa d for bot h gen er a l
a vi a t ion a n d com m er cia l a ir lin e
a ir cr a ft .
a ir por t eleva t ion , mea n m a xim u m
t em p er a t u r e of t h e h ot t es t m on t h ,
cr it ica l a ircra ft t ype, or fa m ily of
a ir cr a ft t ypes expect ed t o u s e t h e
a ir por t , a n d st a ge len gt h of t h e longest
n on st op t r ip dest in a t ion s.
Air cr a ft
p er for m a n ce declin es as ea ch of th ese
fa ct or s increa se. La n d in g r equ ir em en t s
a r e a fa ct or of a ir por t eleva t ion , a ir cr a ft
la n d in g weigh t a n d t h e r u n wa y
con dit ion (i.e. dry con dit ion s or wet
con dit ion s).
P a yloa d in cr ea ses a r e cr it ica l for
com m er cia l a irlin e a ircra ft . Increa ses
in pa yloa d a llow for t h ese a ir cr a ft t o
ca r r y m or e pa ssen ger s, wh ich increa ses
t h e n u m ber of a va ila ble s ea t s on t h e
a ir cr a ft for com pet it ive pr icin g.
In cr ea sed pa ssen ger s a lso a dd t o
revenues, wh ich con t r ibu t es t o r ou t e
pr ofita bilit y an d su st a ined s er vice.
An a n a lys is of t h e t a k eoff a n d la n d in g
r equ ir em en t s of seven m odels of
business jets a nd t h r ee models of
r egion a l jet s h a s been com pleted t o
con fir m th e opera ting requirem ent s of
t h e m ix of a ir cr a ft oper a t in g a t
Tellur ide Region a l Air por t a n d t o d efin e
t h e cr it ica l r u n wa y len gt h for t h e
a ir por t . Th e r esu lt s of t h is an alysis a r e
su m m a r ized in Appen dix B.
Table 3G s u m m a r izes t h e la n d in g
r equ ir em en t s of t h e seven models of
business jets a nd t hr ee models of
r egion a l jet s con sider ed in th e an alysis.
These lengt h s a ssu m e wet r u n wa ys a n d
r e g u l a t or y r e q u i r e m e n t s , w h i ch
increa se t h e r u n wa y length needed for
la n din g. F or exa m ple, F AA r egu la t ion s
r equ ir e t h a t com m er cia l a ir lin e a ir cr a ft
ca n on ly la n d a t a n a ir por t if t h e
a va ila ble r u n wa y len gt h is 40 p er cen t
lon ger t h a n t he a ct u a l la n din g len gt h
for t h a t a ircra ft . For a ircra ft oper a t ed
in fr a ct ion a l jet p rogr a m s a n d a ir cr a ft
u sed in for -h ire cha r t er ser vices, new
pr oposed r u lema king establishes t ha t
t h e a va ila ble r u n wa y len gth be 15
p er cen t lon ger t h a t t h e a ct u a l la n d in g
len gt h . As sh own in t h e t a ble, t h e
Ca n a da ir RJ 200 h a s t h e m os t
d em a n d in g la n din g r equ ir em en t of u p
t o 7,200 feet .
In most ca s es , t h e a llowa ble t a keoff a n d
la n din g weights for aircra ft oper a t in g a t
Tellur ide Regiona l Air port is below t h e
a ir cr a ft ’s cer t ifica t ed t a keoff or la n din g
weigh t du e t o t h e a ir por t ’s eleva t ion of
9,078 feet .
Th e a vaila ble ru n wa y
len gt h a t t h e a ir por t fu r t h er r ed u ces
th ese a llowa ble t a keoff a n d la n din g
w e ig h t s .
T h i s pla ces p a yloa d
(p a ss en ger an d/or fuel) rest rictions on
a ir cr a ft oper a t in g a t t h e a ir por t .
Consequ en t ly, a n y incr ea ses in r u n wa y
lengt h resu lt in m easu ra ble increa ses in
ta keoff an d landing weights.
As d is cu s sed in Appen dix B, wh ile it
would be desir a ble to provide a r u n wa y
len gt h t h a t wou ld a llow for a ir cr a ft t o
oper a t e a t t h eir m a xim u m a llowa ble
t a keoff weigh t , a r u n wa y len gt h u p t o
11,000 feet would n eed t o be provided.
3-15
TABLE 3G
Land in g Len gth Su mm ary
S e a s o n 1,2
Airc ra ft
Ce rt ifi c at e d
La n d in g
We i g h t
(pounds)
Allow ab le
La n d in g
We i g h t
(pounds)
La n d in g
L e ngth
GE N ER AL AV IAT IO N AIR CR AFT
Su m m er
Wint er
15,200
15,200
14,500
15,200
6,500
5,500
Su m m er
Wint er
Beechjet 400A
Beechjet 400A
15,700
15,700
15,700
15,700
6,400
6,100
Su m m er
Bom ba rd ier
Lear jet 31A
Bom ba rd ier
Lear jet 31A
15,300
15,300
5,300
15,300
15,300
5,100
15,300
15,300
5,500
15,300
15,300
5,300
45,000
45,000
45,000
45,000
5,600
5,600
19,500
19,500
6,600
19,500
19,500
6,400
66,000
66,000
66,000
66,000
5,300
5,300
31,724
31,724
5,900
31,724
31,724
5,900
47,000
43,400
6,600
47,000
47,000
7,200
85,000
85,000
75,500
85,000
5,600
6,400
Wint er
Su m m er
Wint er
Bom ba rd ier
Lear jet 35A/36A
Bom ba rd ier
Lear jet 35A/36A
Su m m er
Wint er
Can a da ir CL-600
Can a da ir CL-600
Su m m er
Bom ba rd ier
Lear jet 60
Bom ba rd ier
Lear jet 60
Wint er
Su m m er
Wint er
Gulfstream IV
Gulfstream IV
R EG IO N AL J ET AIR CR AFT
Su m m er
Wint er
Su m m er 3
Wint er
Su m m er
Wint er
1
2
3
4
5
F a irchild Dorn ier
328J
F a irchild Dorn ier
328J
Ca n a da ir CRJ
200LR
Ca n a da ir CRJ
200LR
AVRO RJ 85
AVRO RJ 85
77 D egr ees F a h r en h eit (J u ly)
43 Degr ees F a h r en h eit (Ma r ch )
I SA+3 0 Degr ees Cels iu s
Ma ximu m Allowed La n ded Weight (wh ere a pplicable)
60 per cent r egu la t ory req u ir em en t factored in
All dist a n ces det erm ined a t 9 ,000 feet eleva tion, zero wind, zer o ru n wa y gra dien t
Sour ce: Aircra ft F light Pla n n ing Ma n u a ls (selected m a n u factu rer )
3-16
pa ssen ger s ca n be ca r r ied, wh ile 50
pa ssen gers ca n be ca r r ied w it h
d ep a r t u r e len gt h s a bove 7,600 feet . The
sa m e is t r u e for t h e Avr o RJ 85. An
increa se in d epa r t u r e lengt h increa ses
t h e n u m ber of pa ssen gers t h a t ca n be
ca r r ied 200 n m in t h e s u mm er fr om 41
a t 6,900 feet t o 66 a t 7,800 feet .
It is n ot pr a ct ica l to provide a r u n wa y
len gt h t o a ccom m od a t e t h e m a xim u m
a llowa ble t a keoff weigh t of t h e a ir cr a ft
op er a t in g a t t h e a ir por t . Th er efor e, it is
best to measu re t he benefits of a lon ger
d ep a r t u r e len gt h by exa m in in g t h e
increa se in pa yload pr ovided by a lon ger
d ep a r t u r e len gt h .
Ta b l e 3H
su m m a r izes t a k eoff weigh t s for t h e
business jet s a n d r egion a l jet s in clud ed
in t h e a n a lys is a t dep a r t u r e len gt h s u p
t o 7,800 feet . Depen din g on oper a t or
requirem ent s, t h e a d dit ion a l pa yloa d
pr ovided by a lon ger r u n wa y cou ld be
u sed t o ca r r y a dd it iona l pa ss en ger s, or
fu el for a lon ger flight . With t h e
except ion of t h e Cessn a Cit a t ion V,
wh ich ca n op er a t e a t it s m a xim u m
a llowa ble t a k eoff weigh t wit h t h e
exist in g r u n wa y length , th e business
jet s a n d r egion a l jets in clu ded in t h is
an alysis exper ien ce pa yloa d in cr ea ses
a s m uch a s 5,000 poun ds by pr ovidin g
u p t o 7,800 feet of d ep a r t u r e len gt h a t
t h e a ir por t .
Th e Bom ba r dier Q300 a n d Q400
d ep a r t u r e lengt h s h a ve also been
exa m ined. Th e Q300 is 50- t o 54-sea t
t u r bop rop a ir cr a ft . Th e Q400 is a 70- t o
78-sea t t u r bopr op a ir cr a ft .
Th e Q300 m a ximu m t a keoff weigh t is
41,000 poun ds. Operat ions a t Tellur ide
Region a l Airport a r e limit ed t o 35,000
poun ds in s u m m er a n d 38,400 poun ds
in wint er. In eit h er case, t h e d ep a r t u r e
len gt h is less th an 6,300 feet , or wit h in
t h e exist in g a va ila ble r u n wa y len gt h a t
t h e a ir por t .
Th e Q400 h a s a m a xim u m t a k eoff
weigh t of 63,750 pou n ds. Ther e a r e n o
weigh t r est r ict ion s for oper a t ion s in t h e
wint er a t Tellu r ide Region a l Airpor t ;
h owever , t h e Q400 is lim it ed t o a
m a xim u m t a k eoff weigh t of 54,500
pou nds in t h e s u m m er . Th e d ep a r t u r e
len gt h in t h e wint er is 7,700 feet . The
s u m m er dep a r t u r e lengt h is 7,600 feet .
Th e m a xim u m t a k eoff weigh t wit h
6,900 feet of r u n wa y is 60,100 poun ds in
t h e win t er a n d 54 ,000 p ou n ds in t h e
s u m m er . Th e m a xim u m t a keoff weigh t
wit h 7,300 feet of r u n wa y is 62,000
poun ds in t h e wint er a n d 54,000 poun ds
in t h e s u m m er .
Th e a vaila ble depa r t u r e len gt h becom es
cr it ica l in deter m ining th e ca pa bilities
of t h e r egion a l jet s t o op er a t e a t t h e
a ir por t . As det a iled in Appen dix B, for
t h e Ca n a da ir CRJ 200 , on ly 18
p a ss en ger s ca n be ca r r ied on a 200
n a u t ica l m ile (n m ) fligh t in t h e su m m er
wit h a depa r t u r e lengt h of 6,900 feet .
Th is increa ses t o 19 p a ss en ger s wit h a
7 ,0 0 0 -foot d ep a r t u r e len gt h , 20
p a ss en ger s wit h a 7,200-foot d ep a r t u r e
len gt h , 25 pa ssen ger s wit h a 7,600-foot
d ep a r t u r e len gt h , a n d 28 p a ss en ger s
wit h a 7,800-foot depar tu re length . In
t h e win t er a t t h e sa m e 200 n m st a ge
len gt h , t h e Ca n a d a ir CRJ 200 ca n ca r r y
40 pa ssen ger s.
Wit h a 7,000-foot
d ep a r t u r e length , th is increa ses t o 43
passen gers.
At 7,200 feet , 43
As sh own in t h is a n a lys is , a n y increa ses
in r u n wa y len gt h pr ovide m ea su r a ble
increa ses in bot h depa rt ure payloa d a nd
la n din g weigh t s. Th e a lter n a t ives
3-17
TABLE 3H
Take off Leng th an d Tak eo ff Weig ht Su mm ary
Ta k e o ff We i g h t (p o u n d s )
S e a s o n 1,2
Airc ra ft
Ce r ti fi c a te d
Tak e off
We i gh t
(p o u n d s )
Allowa ble
Tak e off
We i gh t
(p o u n d s )
7,800'
AS D A
7,600'
AS D A
7,200'
AS D A
7,000'
AS D A
6,900'
AS D A
GE N ER AL AV IAT IO N AIR CR AFT
Sum mer
Winter
Ce ss n a Cit a t ion V
Ce ss n a Cit a t ion V
15,900
15,900
15,500
15,900
15,500
15,900
15,500
15,900
15,500
15,900
15,500
15,900
15,500
15,900
Sum mer
Winter
Beechjet 400A
Beechjet 400A
16,100
16,100
14,000
16,100
14,000
16,100
14,000
16,100
14,000
16,000
13,900
16,000
13,800
15,900
Sum mer
Bomba rdier
Lear jet 31A
Bomba rdier
Lear jet 31A
17,000
15,700
15,300
15,100
14,700
14,300
14,100
17,000
16,500
16,500
16,500
16,500
16,500
16,500
18,300
15,800
14,900
14,800
14,600
14,500
14,400
18,300
17,800
16,100
16,000
15,700
15,600
15,500
53,000
53,000
44,000
46,000
36,200
39,400
35,800
38,900
34,400
38,000
33,800
37,400
33,500
37,000
23,500
20,200
18,000
17,800
17,200
17,000
16,700
23,500
21,400
20,900
20,600
20,100
19,900
19,700
74,600
74,600
64,000
71,000
58,000
64,000
57,000
63,000
56,000
61,500
55,500
61,000
55,000
60,500
34,524
31,700
31,500
31,500
30,900
30,400
30,200
34,524
34,524
34,300
34,200
33,300
33,000
32,900
53,000
41,400
40,000
39,500
38,500
38,250
38,000
53,000
47,600
45,000
44,500
43,500
43,000
42,500
93,000
93,000
88,500
93,000
75,000
84,000
74,000
83,000
72,000
81,000
71,000
80,000
70,000
79,000
Winter
Sum mer
Winter
Bomba rdier
Lear jet 35A/36A
Bomba rdier
Lear jet 35A/36A
Sum mer
Winter
Can ad air CL-600
Can ad air CL-600
Sum mer
Bomba rdier
Lear jet 60
Bomba rdier
Lear jet 60
Winter
Sum mer
Winter
Gulfstr eam IV
Gulfstr eam IV
R EG IO N AL J ET AIR CR AFT
Sum mer
Winter
Sum mer 4
Winter
Sum mer
Winter
1
2
3
4
Fa irchild Dorn ier
328J
Fa irchild Dorn ier
328J
Can ad air CRJ
200LR
Can ad air CRJ
200LR
AVRO RJ 85
AVRO RJ 85
77 Degr ees F a h r en h eit (J u ly)
43 De gr ee s F a h r en h eit (Ma r ch )
At Allowa ble Ta ke off Weight
I SA+30 D egr e es Ce ls iu s
All dista nces an d weights det erm ined a t 9,000 feet elevat ion, zero wind, zero ru nwa y gradien t
Sour ce: Aircra ft F light Plan ning Manua ls (selected ma nu facturer s)
3-18
reconst ru ct ed, it is r ecom m en ded t h a t
t h e r u n wa y h a ve a pa vemen t st r en gt h
r a t in g of 45,000 pou n d s S WL a n d
75,000 pou n ds DWL.
an alysis t o follow will exa m in e opt ion s
t o in cr ea s e t h e r u n wa y len gt h t o t h e
exten t pr a cticable a t t h e a ir por t . A
la n din g lengt h of u p t o 7,200 feet is
needed.
N AVIGATIONAL AIDS
AN D IN S TR U ME N T
AP P ROACH PROCEDURES
RU N WAY WID TH
Ru n wa y width is based upon t h e
pla n n in g ARC for ea ch r u n wa y. F or
ARC B-III a n d ARC C-III , th e F AA
specifies a r u n wa y width of 100 feet .
Ru n wa y 9-27 is 100 feet wide, meet in g
t h is r equ ir em en t .
N a v i ga t io n a l Ai d s
N a viga t ion a l a ids a r e elect r on ic devices
t h a t tr an smit r adio frequen cies wh ich
p rop er ly equ ipped a ir cr a ft a n d pilot s
t r a n sla t e in t o poin t -t o-poin t gu ida n ce
a n d position inform at ion. The types of
electr on ic n a viga t ion a l a ids a va ila ble
for a ir cr a ft flying t o or fr om Tellu r ide
Region a l Airport in clu de a ver y h igh
fr equ en cy om n idir ect ion a l r a n ge (VOR)
fa cilit y, globa l posit ion ing syst em
(GPS), a n d Lor a n -C. These syst em s a r e
s u fficien t for n a viga t ion t o a n d fr om t h e
a ir por t ; t h er efore, n o ot h er n a viga t ion a l
a ids ar e needed at t he a irport .
R U N WAY
P AVEMEN T S TRE N GTH
Th e m ost im por t a n t fea t u r e of a ir field
p a vem en t is its ability to withst an d use
by a ir cr a ft of s ign ifica n t weigh t on a
r egu la r ba sis. Cu r r en t ly, t h is in clud es
a wide r a n ge of com m er cia l a n d gener a l
a via t ion aircraft r an ging from sm a ll
sin gle-en gin e a ir cr a ft t o t u r bop rop
a ir lin e a ir cr a ft a n d bu s in es s jet a ir cr a ft .
GP S wa s d eveloped a n d d eployed by t h e
Un ited St a t es Depa r tment of Defen se a s
a dua l-use (civil a nd m ilit a ry) ra dio
n a viga t ion syst em .
GP S in it ia lly
pr ovided t wo levels of ser vice: t h e GP S
s t a n da r d positioning system (SPS),
wh ich su pport ed civil GPS u s es ; a n d t h e
GP S pr ecis e posit ion in g s ys t em (P P S),
wh ich wa s r est r ict ed t o U.S. Ar m ed
Forces, U.S. federa l agencies an d
select ed a llied a r m ed for ces , a n d
govern m en t u se.
Ru n wa y 9-27 pr esen t ly h a s a sin gle
wh eel load in g (SWL) st r en gt h of 45,000
poun ds a n d 62,000 pou n ds du a l wheel
loa din g (DWL).
Addit ion a l pa vem ent st r en gt h should be
con sider ed wh en t h e r u n wa y is
r econ st r u ct ed t o r egula r ly serve la r ge
business jet s wh ich fr equ en t t h e
a ir por t , s u ch a s t h e Gu lfstr eam IV,
wh ich h a s a 75,000 DWL pavem en t
r a t in g. The Gulfstr eam IV con du ct ed
128 op er a t ion s a t t h e a ir por t in 2000.
Th e Ca n a d a ir CRJ -200LR has a
p a vem en t st r en gt h r a tin g of 53,000
poun ds DWL. Wh en t h e r u n wa y is
Th e differences in GP S sign a ls h a ve
been elim in a t ed a n d civil u s er s n ow
a ccess t h e sa m e sign a l in t egr it y a s
feder a l a gencies. A GP S m oder n iza t ion
effor t is u n der wa y by t h e F AA a n d
3-19
p rocedu r es consist of a ser ies of
pr edet er m ined m a n eu vers est a blished
by t h e F AA for n a viga t ion du r in g
in clem en t wea t h er con dit ion s.
focu ses on a u gm en t in g t h e GP S sign a l
t o s a t is fy r equ ir em en t s for a ccu r a cy,
covera ge, a vailability, a nd in t egr it y. F or
civil a via t ion u s e, t h is in clu d es t h e
d e v e l op m e n t of t w o s e p a r a t e
a u gm en t a t ion syst em s: t h e Wide Ar ea
Au gm en t a t ion Syst em (WAAS ) a n d
Loca l Ar ea Au gm en t a t ion Syst em
(LAAS). The WAAS uses a syst em of
r efer en ce s t a t ion s t o cor r ect sign a ls
fr om t he GP S sa t ellit es for im proved
n a viga t ion a n d appr oach capa bilities.
Wher e th e present GP S provides for
en r ou t e n a v ig a t i on a n d l im it ed
in s t r u m en t a ppr oa ch (n on p recis ion )
ca pa bilit ies, WAAS will pr ovide for
Ca t egor y I (cloud ceilin gs 200 feet a bove
t h e gr ou n d a n d visibilities r est r ict ed t o
on e-h a lf m ile) a ppr oa ch ca pa bilit y a t
n ea r ly every r u n wa y en d equ ipped wit h
a n ins t r u m en t a ppr oa ch pr ocedu r e.
As m en t ion ed pr eviou sly, t h e LOC
syst em p rovid es t h e bes t a pp roa ch
ca pa bilit y for t h e a ir por t .
Th is
a ppr oa ch pr ovides for lan din gs when
visibilit y is res t r ict ed t o on e m ile a n d
clou d ceilings a r e 2,100 feet a bove th e
gr ou n d .
Ter r a in feat ur es, most n ot a bly Dia m on d
H ill t o t h e sou t h west , limit t h e visibilit y
a n d clou d ceiling m in im u m s for t h e
a ir por t . Ot h er t ypical loca lizer -on ly
a ppr oa ch es h a ve pr ovided visibilit y a n d
clou d ceilin g m in im u m s a s low a s 3/4
m ile a n d 300 feet , respect ively.
Th e lim it ed a ppr oa ch ca pa bilit y of t h e
a ir por t leads t o diversion s a n d ca n celled
flights. Divert ed or can celed fligh t s va r y
by month an d ar e most n u m er ou s in t h e
wint er month s. H ist orica lly, diver sion s
a n d ca n cellat ion s h a ve repr esen t ed
bet ween 10 a n d 20 p er cen t of sch edu led
op er a t ion s in t h e wint er a n d five t o 10
p er cen t of s ch ed u led op er a t ion s in t h e
r em a in in g m on t h s.
Accor din g t o
r egion a l clim a t ologica l d a t a , in clem en t
wea t h er condit ions occu r a ppr oxim a t ely
five per cen t of t h e t im e. Th er efor e,
imp r ovemen t s t o a ppr oa ch ca pa bilit y
could be con sid er ed a pr iorit y.
Th e LAAS va r ies fr om t h e WAAS sin ce
t h e corr ected GPS signals a re broadcast
dir ectly t o a ir cr a ft wit h in lin e-of-s igh t
of a gr ou n d refer en ce st a t ion . The LAAS
is expect ed t o su ppor t a ppr oa ch
ca pa bilit y below Ca t egor y I a n d be
imp lemen t ed in a r ea s wh ich a r e n ot
suppor t ed by th e WAAS u pgra de. The
LAAS m a y also be able to supp or t
r u n wa y incur sion wa rn ings, high-speed
t u r n offs , m i s s e d a p p r oa ch e s ,
depar tu res, ver t ica l t a keoffs, a n d
sur face opera tions.
On ce a u gm en t ed, GP S will becom e t h e
p rim a r y federa lly-provided r a dion a viga t ion syst em .
However, wit h exist in g n a viga t ion a l a id
capa bilities, it is not a nt icipat ed t h a t
t h e a ppr oa ch m inim u m s cou ld be
sign ifica n t ly in cr ea sed.
Appr oa ch
ligh t in g system s a re t ypica lly used to
lower visibilit y an d clou d ceiling
minim um s; h owever , th e in st a lla t ion
a n d oper a t ion a l cost s for a n a ppr oa ch
I n st r u m en t a ppr oach pr ocedu r es h a ve
been est a blish ed for t h e a ir port u sin g
t h e VOR a nd GP S n a vigat iona l aids a n d
t h e loca lizer (LOC) syst em ins t a lled at
t h e a ir por t . Th e in st r u m en t a ppr oa ch
3-20
len gt h pa r a llel t a xiwa y, a ir cr a ft la ndin g
Ru n wa y 27 m u st ba ck-t a xi a long t h e
r u n wa y t o a ccess t h e t er m in a l a r ea .
Air cr a ft depa r t in g Ru n way 9 ar e also
r equ ired t o ba ck -t a xi n ea r ly t h e en t ir e
len gt h of t h e r u n wa y. (It sh ou ld be
n ot ed t h a t Ru n wa y 9 depar tu res a re
lim ited.) Ba ck-t a xiing r edu ces over a ll
a ir field ca pa cit y a n d sa fet y a s a ir cr a ft
occu py t h e a ct ive r u n wa y for exten ded
per iods a ft er la n din g.
light in g syst em a t t h e a ir por t is cost pr ohibit ive d u e t o t h e r a pidly declinin g
t er r a in off ea ch r u nwa y en d wh ich
would r equ ire ext en sive str u ct u r es t o be
built a nd m a int a ined.
Th e imp r ovemen t s t o t h e GP S syst em
sh ou ld be closely m onit ored by t h e
a ir por t . GPS m a y event ua lly provide
t h e flexibilit y n ecessa r y t o imp r ove
a ppr oa ch ca pa bilit y t o t h e a ir por t . GP S
h a s t h e flexibilit y t o est a blish n on s t a n da r d a ppr oa ch pr ocedu r es wh ich
include t u r n s a n d va r yin g d es cen t
pa th s.
This capa bility ha s been
pr ovided in t h e p a st wit h t h e u s e of t h e
m icr owa ve la n din g syst em (MLS ) a n d
cust om-design ed a ppr oa ch es a ppr oved
for t h e a ir ca r r ier a n d a ir por t .
Microwa ve la n din g system s h a ve been
u sed s u cces sfu lly a t h igh m ou n t a in
a ir por t s sim ila r t o Tellu r ide wit h
success; h owever , t h eir u se wa s limit ed
d u e t o h i g h op e r a t ion a l a n d
developm en t cost s. Th e LAAS is a
pot en t ia l r epla cem en t syst em for t h e
m icr owa ve la n din g system .
To increa se a ir field sa fet y a n d ca pa cit y,
lon g t er m fa cilit y pla n n in g s h ou ld
con sider t h e d evelop m en t of a fu lllen gt h pa r a llel t a xiwa y. A ben efit of
deve lopin g a fu ll-len gt h pa r a llel
t a xiway is t h e a bilit y t o a dd a ddit ion a l
exit t a xiways. As n ot ed in t h e a ir field
ca pa cit y a n a lysis, a dd it ion a l exit
t a xiwa ys would increa se t h e a n n u a l
ser vice volu m e of t h e a ir por t .
Op t ion s for t h e developm en t of a fu lllen gt h pa r a llel t a xiwa y a n d a ddit ion a l
exit t a xiways will be exa m in ed in
Ch a pt er F ou r , Air por t Develop m en t
Altern at ives. I t sh ou ld be n ot ed t h a t
t h e ca pa bilit y t o ext en d Ta xiwa y A t o
t h e Ru n wa y 9 en d is limit ed by t er r a in
fea t u r es a n d t h e loca lizer a n t en n a .
E xt en d in g Ta xiwa y A t o th e Ru n wa y 9
en d would pla ce Ta xiwa y A wit h in t h e
loca lizer cr itica l ar ea .
TAXIWAYS
Ta xiwa ys a r e con st r u ct ed pr im a r ily t o
fa cilit a t e a ir cr a ft m ovem en t s t o a n d
fr om th e ru nwa y syst em .
S om e
t a xiways a r e n ecessa r y sim ply t o
provide a ccess bet ween t h e a p r on s a n d
ru nwa ys, wherea s ot h er t a xiwa ys
becom e necessar y as a ctivity increa ses
a t a n a ir por t t o p rovid e s a fe a n d
efficient use of t he a irfield.
Th e F AA h a s est a blished sta nda rds for
t a xiway width a n d r u n wa y/t a xiway
sep a r a t ion dista nces. Ta xiway widt h is
det er m ined by t h e ADG of th e most
d em a n d in g a ir cr a ft t o u se t h e t a xiwa y.
Accor din g t o F AA design st a n da r ds , t h e
m in im u m ta xiway width for ADG III is
50 feet . All t a xiways a r e pr esen t ly 50
feet wide.
P r esen t ly, t h e a irport is ser ved by
pa r t ia l pa r a llel Ta xiway A a n d t h r ee
con n ect in g t a xiwa ys. Wit h ou t a fu ll-
3-21
h a n d lin g r equ ir em en t s of glider a ir cr a ft
r equ ir e t h a t t h es e a ir cr a ft occu py t h e
r u n wa y for a lon ger t im e t h a n powered
a ir cr a ft wh ich d ecr ea s es a ir field
ca pa cit y a n d d im in ish es sa fet y. Th e
a lter n a t ives a n a lys is in Ch a p t er F ou r
will exa m in e opt ion s t o in cr ea s e t h e
efficien cy of t h e gr ou n d -h a n d lin g of
glider a ir cr a ft a n d r edu ce t h e a m ou n t of
t im e th at th ese a ir cr a ft occu p y t h e
r u n wa y.
Design st a n da r ds for t h e sepa r a t ion
dist a n ces bet ween r u n wa ys a n d pa r a llel
t a xiwa ys a r e ba s ed pr im a r ily on t h e
ARC for t h a t p a r t icu la r r u n wa y a n d t h e
t ype of in st r u m en t a ppr oa ch ca pa bilit y.
F AA design st a nda rds spe cify a
r u n wa y/t a xiwa y sepa r a t ion dist a n ce of
400 feet for a C-III r u n wa y. P r esen t ly,
Ta xiway A is loca t ed 300 feet fr om t h e
Ru n wa y 9-27 cen t er line.
H old in g a pr on s pr ovide a n a r ea for
a ir cr a ft t o pr epa r e for d ep a r t u r e off t h e
t a xiwa y an d allow aircra ft t o bypass
ot h er a ir cr a ft wh ich a r e r ea dy for
depa r t u r e. A h oldin g a pr on is a va ila ble
a t t h e Ru n wa y 27 en d.
F a cilit y
p la n n in g should include developin g a
h old in g a p r on on t h e Ru n wa y 9 en d
sh ou ld fu ll-lengt h pa r a llel t a xiway
a ccess be developed to t h is r u n wa y end.
LIGHTIN G AND MARKING
Cu r r en t ly, t h er e a r e a n u m ber of
light in g a nd pa vemen t m a rk ing aids
s er vin g pilot s a n d a ir cr a ft u sin g t h e
Tellu r ide Region a l Airport ; t h ese a r e
su m m a r ized on Exhibit 3E . These
light in g an d ma rk ing aids assist pilot s
in loca t in g t h e a ir port du r in g n igh t or
poor wea t h er con dit ion s, a s well a s
assist in t h e gr ou n d m ovem en t of
a ir cr a ft .
HELIP AD
Th e a irport does n ot h a ve a d esigna t ed
helipad. H elicop t er s con du ct ed 144
op er a t ion s a t t h e a ir por t in 2000 a n d
wer e r equ ired t o u t ilize t h e sa m e a p r on
a r ea s a s fixed-win g a ir cr a ft . Typica lly,
h elicopt er s a n d fixed -win g a ir cr a ft a r e
segrega t ed t o t h e exten t possible.
Ide ntificatio n Ligh ting
Th e loca t ion of a n a ir por t a t n igh t is
u n iver sa lly in dica t ed by a r ot a t in g
bea con . Th e r ot a t in g bea con a t t h e
a ir por t is loca t ed on t op of a 50-foot
t ower, sou t h of t h e r u n wa y, n ea r
m idfield.
Th e r ot a t ing bea con is
s u fficien t a nd sh ould be ma int a ined in
t h e fu t u r e.
F a cilit y pla n n in g s h ou ld in clu de
es t a blis h in g a designa t ed h elip a d a t t h e
a ir por t . Th is sh ou ld be su pplem en t ed
wit h t wo pa r kin g posit ion s a n d be
light ed t o a llow for oper a t ion s du r in g
low visibilit y con dit ion s.
R u n w a y a n d Ta xiw a y Lig h tin g
Ru n wa y a n d t a xiwa y ligh t in g u t ilizes
ligh t fixtu r es pla ced n ea r t h e pa vemen t
edge t o define t h e la t er a l lim it s of t h e
pa vem en t . Th is ligh t in g is es sen t ia l for
GLIDER OP ER ATIONS
Gliders condu cted 1,482 opera tions a t
t h e a irport in 2000. Th e special groun d3-22
01MP05-3E-11/2/01
EXISTING
SHORT TERM NEED
LONG TERM NEED
INSTRUMENT APPROACH PROCEDURES
GPS Runway 9
GPS Runway 9
GPS Runway 9
2 mile visibility, 2,600' cloud ceiling minima
Approach Categories A and B
Approach Categories A, B, C and D
LOC/DME Runway 9
LOC/DME Runway 9
LOC/DME Runway 9
VOR/DME or GPS-A
VOR/DME or GPS-A
VOR/DME or GPS-A
AIRFIELD LIGHTING AND MARKINGS
Rotating Beacon
Rotating Beacon
Rotating Beacon
Pilot Controlled Lighting
Medium Intensity Runway Edge Lighting
Taxiway Edge Reflectors
Medium Intensity Taxiway Edge Lighting
Medium Intensity Taxiway Lighting
Lighted Runway/Taxiway Directional Signage
Precision Approach Path Indicator - 9 and 27
Runway End Identifier Lights - 9 and 27
Distance Remaining Signs
Nonprecision Runway Markings
Taxiway Centerline Markings
WEATHER/COMMUNICATION FACILITIES
Automated Surface Oservation System
Remote Communications Outlet
Lighted Wind Indicator
Segmented Circle
Segmented Circle
Segmented Circle
KEY
LOC - Localizer
VOR - Very High Frequency Omindirectional Range Facility
GPS - Global Positioning System
DME - Distance Measuring Equipment
Exhibit 3E
AIRFIELD SUPPORT REQUIREMENTS
t h e a ir cr a ft . P CL a ls o p rovid es for m or e
efficient u s e of r u n wa y a n d t a xiwa y
ligh t in g en er gy use. A P CL syst em
t u r n s t h e r u n wa y a n d t a xiwa y ligh t s off
or t o a lower in t en sit y when n ot in u se.
Sim ila r t o ch a n gin g t h e in t en sit y of t h e
lights, pilot s ca n t u r n u p t h e ligh t s
u s in g t h e r a d io t r a n s m it t er in t h e
a ir cr a ft .
Th is syst em sh ou ld be
m a int a ined t h r ou gh t h e p la n n in g
period.
sa fe op er a t ion s du r in g n igh t a n d /or
t im es of low visibilit y in or der t o
m a in t a in sa fe a n d efficien t a ccess t o
a n d fr om t h e r u n wa y a n d a ir cr a ft
par king ar eas.
Ru n wa y 9-27 is pr esen t ly equ ipped wit h
m ed iu m in t en sit y r u n wa y light in g
(MIRL). Th is ligh t in g is su fficien t a n d
sh ou ld be ma int a ined in t h e fu t u r e.
E ffective gr ou n d m ovem en t of a ir cr a ft
a t n igh t is en h a n ced by t h e a va ila bilit y
of t a xiwa y ligh t in g. P r esen t ly, t h e
t a xiwa ys a t t h e a irport a r e n ot ligh t ed
a n d equ ipped on ly wit h r et r o-r eflect ive
ma rk ers.
F a cilit y pla n n in g s h ou ld
include in st a llin g m ediu m in t en sit y
t a xiway light in g (MITL) on a ll exist in g
an d fut ur e ta xiways.
Vis u al Ap pro ac h Lig h tin g
In most inst an ces, th e lan ding pha se of
a n y flight m u st be con du ct ed in visu a l
con dit ion s.
To pr ovide pilot s wit h
visua l d es cen t in for m a t ion d u rin g
la n din gs t o t h e r u n way, visua l
glideslope ind ica t or s a r e com m on ly
pr ovided a t a ir port s.
A precision
a ppr oa ch pat h indicat or (PAPI-4) is
ins t a lled a t ea ch r u n wa y en d for t h is
pu r pose. Th e P AP I-4s inst a lled a t t h e
a ir por t a r e a p pr op ria t e for t h e m ix of
a ir cr a ft oper a t in g a t t h e a ir por t a n d
sh ou ld be m a in t a in ed t h r ou gh t h e
plan nin g period.
Ai rfi e l d S ig n s
Light ed direction a l, h old sign s , a n d
d is t a n ce r em a in in g signs a r e inst a lled
a t t h e a irport . This signa ge id en t ifies
ru nwa ys, t a xiways, an d apr on a rea s.
These a id pilot s in det er m in in g t h eir
posit ion on t h e a ir por t a n d pr ovid e
direction s t o t h eir des ir ed loca t ion on
t h e a ir por t . These light ing aids are
s u fficien t a nd r equ ir ed for t h e a ir por t
cer t ifica t ion . Th er efor e, t h ese light in g
a ids sh ou ld be m a in t a in ed t h r ou gh t h e
plan nin g period.
R u n w a y En d
Ide ntificatio n Ligh ting
Ru n wa y en d iden t ifica t ion light in g
pr ovides t h e pilot with a ra pid an d
posit ive iden t ifica t ion of t h e r u n wa y
end. Th e m ost ba sic syst em in volves
r u n wa y en d iden t ifier ligh t s (RE ILs).
RE ILs a r e p res en t ly in st a lled a t ea ch
r u n wa y en d. As RE ILs pr ovide pilot s
wit h t h e a bility to ident ify these
r u n wa y ends a nd d istin gu is h t h is
ligh t in g fr om ot h er ligh t in g on t h e
a ir por t a n d in t h e a ppr oa ch a r ea s, th ey
P i lo t-Co n tro lle d Lig h tin g
Tellur ide Region a l Airport is equipped
wit h pilot -con t r olled light ing (P CL).
P CL a llows pilot s t o con t r ol t h e
in t en sit y of r u n wa y a n d t a xiwa y
light in g u sin g t h e r a dio tr a n sm it t er in
3-23
Th is com m u n ica t ion link facilita tes t he
op en in g a n d closin g of in s t r u m en t fligh t
pla n s.
Th is s yst em sh ould be
m a int a ined t h r ou gh t h e p la n n in g
period.
sh ou ld be m a in t a in ed t h r ou gh t h e
plan nin g period.
P a v e m e n t Ma r k in g s
As m en t ion ed pr eviou s ly in t h e a ir field
ca pa cit y a n a lys is , t h e a ir por t d oes n ot
h a ve r a da r covera ge at t h e a ir por t
su r fa ce. Sim ilar t o na vigat iona l aids,
r a da r cover a ge is lin e-of-sigh t r est r ict ed
d u e t o exis t in g t er r a in feat ur es.
Im pr oved r a d a r cover a ge wou ld
en h a n ce t h e sa fet y of a ir cr a ft op er a t ion s
by a llowin g for gr ea t er sit u a tion a l
awa ren ess for a ir t r a ffic con t r ol
per sonn el. U pgr a d in g r a da r cover a ge is
a fu n ct ion of F AA a ir t r a ffic p r ior ities
a n d fun din g a va ila bilit y.
P a vem en t m a r kin gs a r e designed
a ccor din g t o t h e t ype of in s t r u m en t
a ppr oa ch a va ila ble on t h e r u n wa y.
F AA AC 150/5340-1F , M ark in g of Paved
Areas on Airports, provides th e guida nce
n eces sa r y to design a n a ir por t 's
ma rk ings. Ru n wa y 9-27 is equipped
wit h n on p recis ion r u n wa y m a r kin gs.
These m a r kin gs a r e s u fficien t for t h e
t ype of in st r u m en t a ppr oa ch ca pa bilit y
a t t h e a irport a n d sh ou ld be m a int a ined
t hr ough t he pla nn ing period.
Ta xiway a n d a pr on a r ea s a ls o r equ ir e
m a r k in g t o a ssu r e t h a t a ir cr a ft r em a in
on t h e pa vem en t . Yellow cen t er lin e
st r ipes a r e cu r r en t ly pa in t ed on a ll
t a xiway a nd a p ron s u rfa ces a t t h e
a ir por t t o p rovid e t h is gu ida n ce t o
pilots. Besides rou t in e m a in t en a n ce,
th ese ma rk ings will be sufficient
t hr ough t he pla nn ing period.
AIR TR AFF IC CON TROL
Th e est a blish m en t of a fu lly-fu n ded
ATCT, st a ffed a n d m a in t a in ed by F AA
per sonn el, follows gu ida n ce pr ovided in
F A A H an d book 7031.2C, Airw ay
Pla n n in g S tan d ard N u m ber On e T erm in a l Air N avigation Facilities and
Air T raffic Con trol S ervices. To be
ident ified as a possible ca ndida t e for a n
ATCT, t h e s u m of t h e followin g for m u la
mu st be grea t er t h a n or equ a l to on e.
The form ula is as follows:
Tellur ide Region a l Air por t d oes n ot
h a ve a n oper a t ion a l a ir port t r a ffic
con t r ol t ower (ATCT); t h er efor e, n o
for m a l t er m in a l a ir t r a ffic con t r ol
ser vices a r e a vaila ble at t h e a ir por t . A
r em ot e com m u n ica t ion s ou t let (RCO)
h a s been est a blish ed a t t h e a ir por t t o
p r o vi d e p i l ot s w i t h a d i r e c t
com m u n ica t ion lin k t o t h e Den ver Air
Rou t e Tr a ffic Con t r ol Cen t er (ARTCC).
U sin g cu rr ent activity levels an d th ose
forecast a ct ivit y levels p r epa r ed in
Ch a pt er Two, it is expect ed t h a t
Tellur ide Regiona l Air port would n ot
qu a lify a s a possible ca n dida t e for a
fu lly-fu n ded F AA ATCT du e t o levels of
a ir t r a ffic a t t h e a ir por t . At cu r r en t
a ct ivit y levels, t h e su m of t h e for m u la
a bove is 0.01. At lon g t er m p la n n in g
h or izon levels, th e su m is 0.31.
3-24
AC +
AT +
GAI +
GAL +
MI +
ML =
38,000
90,000
160,000
280,000
48,000
90,000
X
Wher e:
AC
AT
GAI
GAL
MI
ML
=
=
=
=
=
=
Air Ca r r ier Oper a t ion s
Air Ta xi Oper a t ion s
Gen er a l Avia t ion It in er a n t Oper a t ion s
Gen er a l Avia t ion Loca l Oper a t ion s
Milit a r y I t in er a n t Oper a t ion s
Milit a r y Loca l Oper a t ion s
of a ir cr a ft oper a t in g a t t h e a ir por t in
r ecen t yea rs h a s t ra nsit ioned t o include
a gr ea t er n u m ber of bu sin ess t u r bopr op
a n d t u r bojet a ir cr a ft . Th is h a s ch a n ged
t h e a ir por t d es ign ca t egor y for t h e
a ir por t , increa sin g th e size of most
sa fet y a r ea s a t t h e a ir por t . A pr efer r ed
r u n wa y r econ s t r u ct ion a lt er n a t ive h a s
been det er m ined t o m eet t h ese sa fet y
r equ ir em en t s a n d m or e fu lly m eet
l on g i t u d i n a l g r a d e a n d s a fe t y
r equ ir em en t s on t h e r u n wa y. Th is
a lt er n a t ive lea ves t h e r u n wa y in it s
cu r r en t a lign m en t .
OTHER FACILITIES
Th e a ir port h a s a light ed win d con e
wh ich pr ovides pilot s wit h in for m a t ion
a bou t wind conditions. A segm en t ed
ci r cl e p r ov i d e s t r a ffi c p a t t e r n
in for m a t ion t o pilot s. These facilities
a r e r equ ir ed wh en t h e a ir por t is n ot
ser ved by a 24-hour ATCT a n d by
F eder a l Avia t ion Regu la t ion (F.A.R.)
P a r t 139, Certification an d Operations:
L a n d Airports S ervin g Certain Air
Carriers. Th ese fa cilit ies a r e s u fficien t
a n d sh ou ld be ma int a ined in t h e fu t u r e.
Co n clu s io n s
Wh ile a ddit ion a l ru n wa y len gt h a n d
i m p r ov e d i n s t r u m en t a p p r oa ch
ca pa bilit y a re desir ed, th er e a r e n o
pr a ct ica l a lt er n a t ives for im p r ovin g
eith er a t t h is t ime.
H owever,
imp r ovemen t s t o GP S n a viga t ion m a y
u ltim a t ely pr ovide t h e a ir port wit h a
m ea n s t o develop a cu st om a ppr oa ch t o
t h e a ir port t o increa se r elia bilit y a n d
a ccessibilit y t o t h e a ir por t .
Th e a ir field syst em a t t h e a ir port is
s er ved by a wide r a n ge of ligh t in g a n d
m a r k in g a ids.
These system s ar e
a ppr opr ia t e for t h e m ix of a ir cr a ft
op er a t in g a t t h e a irport ; t h er efor e,
t h er e a r e n o n ew requirem ent s for
a ir field ligh t in g or m a rkin gs. Th e m ix
Th e prim a ry a irfield im p r ovem en t
needs a r e a dd it iona l pa vem en t st r en gt h
t o serve th e growing nu mber of business
jet s u sin g t h e a ir port , a ddit ion a l exit
t a xiwa ys t o im pr ove ca pa cit y, a fu lllen gt h pa r a llel t a xiway t o elimin a t e t h e
n eed for a ir cr a ft t o ba ck-t a xi a lon g t h e
Th e a u t om a t ed wea t h er obser va t ion
syst em (AWOS) is a n im por t a n t
com p on en t to airfield opera tions a s it
n ot ifies p ilot s of loca l weat h er
con dit ion s. Th is syst em sh ou ld be
m a in t a in ed t h r ou gh t h e planning per iod
a nd u pgra ded as n eeded.
3-25
a ir por t ’s m a n a gem en t ca n r efer en ce t h e
guidelines, even if gr owt h va r ies fr om
th e forecast pr esen t ed in Ch a pt er Two.
r u n wa y, a n d m ed iu m int en sit y ta xiway
ligh t s t o r epla ce t h e exist in g r et r or eflect ive ma rk ers. Alt er n a t ives sh ou ld
be exa m in ed t o in cr ea se t h e efficien cy of
t h e gr ou n d-h a n dlin g of glider a ir cr a ft .
A helipad sh ould a lso be developed.
Th e exist in g a ir lin e t er m in a l a r ea
fa cilit ies were eva lua t ed based on
p la n n in g gu idelin es r ela t in g t o t h e
m a jor fu n ct ion a l elem en t s of t h e
t er m in a l a r ea a s pr es en t ed in AC
150/5360-9, Plan n in g a n d Design of
Airport T erm inal Facilities at N on -h u b
L oca tion s, t h e con su lt a n t ’s da t a ba se of
t er m in a l p la n n in g crit er ion , a n d
in for m a t ion collect ed du r in g t h e
in ven t or y elemen t t o p rep a r e est ima t es
of v a r i ou s t e r m i n a l b u i l d i n g
requirem ent s.
L AN D S ID E
R E Q U IR E MEN T S
Lan dside fa cilit ies a r e t h os e n eces sa r y
for h a n d lin g a ir cr a ft a n d pa s sen ger s
wh ile on t h e grou n d. These facilities
provide t h e essen t ia l in t er fa ce bet ween
t h e a ir a n d gr ou n d t r a n spor t a t ion
modes. Th e cap a cit ies of t h e va r iou s
com pon en t s of ea ch a r ea wer e exam ined
in relat ion t o project ed dema nd t o
iden t ify fu t u r e la n dside facility needs.
T h i s i n clu d e s com p o n e n t s f or
com m er cia l service a n d gen er a l a via t ion
needs such a s:
•
•
•
•
•
•
P a s se n g er Te rm in a l B u ild in g
Ter m in a l a r ea r equ ir em en t s h a ve been
developed for t h e followin g fu n ct ion a l
ar eas:
P a ssen ger Air lin e Ter m in a l
Gen er a l Avia t ion Ter m in a l
Air cr a ft H a n ga r s
Air cr a ft P a r k in g Ap ron s
Access
Airport Su pport F a cilit ies
•
•
•
•
•
•
AIRLINE TERMINAL AREA
Ticket in g
Secu r e Depa r t u r e Ar ea
Ba gga ge Cla im
Concessions a nd
Ter m ina l Services
P u blic Lobby
Air cr a ft Ga t e P os it ion s
Th e m et h odology ut ilized in t h e
an alysis of t h e p a ss en ger t er m in a l
bu ildin g involved t h e design h ou r
pass enger d em a n d s a n d a com p a r is on of
th ese r equ irem ent s with existin g
t er m in a l fa cilit ies.
Th e eva lu a t ion
process in clu des t h e m a jor t er m in a l
bu ildin g a r ea s t h a t a re n or m a lly
affected by peaking cha ra cter istics.
Com pon en t s of t h e t er m in a l a r ea
com plex in clu d e t h e t er m in a l a p r on ,
a ir cr a ft ga t e posit ion s, t h e fu n ct ion a l
elemen t s wit h in t h e t er m in a l bu ildin g,
a n d t h e pu blic a n d r en t a l ca r p a r kin g
ar eas.
This section ident ifies th e
t er m in a l a r ea fa cilit ies r equ ir ed t o m eet
t h e a ir por t ’s n eeds t h r ou gh t h e
p la n n in g per iod. These r equ irem en t s
a r e ba sed u pon specific pa ssen ger
en p la n em en t th resh olds, r a t h er t h a n a
given yea r .
I n t h is m a n n er , t h e
Th e fir st des t in a t ion for en pla n in g
p a ss en ger s in t h e t er m in a l bu ildin g is
t h e a ir lin e t ick et coun ter s. Th e
3-26
t h e screen in g or con figu r a t ion s of t h e
m a ch ines m a y be considered t o provide
a m or e even flow of pa ssen gers
a cces sin g t he secur ity screen ing an d a
la r ger qu eu in g a r ea .
t icket in g a r ea con sist s of t h e t icket
coun ter s, qu eu in g area for pa ssen ger s t o
a ppr oa ch t h e cou n t er s, an d t h e t icket
lobby wh ich pr ovides cir cu la t ion .
Th e t ick et in g cou n t er s a r e pr esen t ly
loca t ed on t h e n or t h wa ll of t h e port ion
of t h e t er m in a l wh ich wa s developed
inside t h e la r ge con ven t ion a l h a n ga r .
Th e t icket cou n t er pr ovides severa l
t ick et in g p os it ion s a t t h is t im e a n d
cou ld be con figur ed for a ddit ion a l agen t
posit ion s a s needed. An expa n sion of
t h e t icket cou n t er lengt h cou ld n ot be
a ccom plished wit h ou t r eloca t in g or
r econ figu r ing the secure departure a r ea .
Th is t icket lobby is sh a r ed wit h t h e
gener a l pu blic lobby ar ea .
The depar tu re a rea is also loca t ed over
100 feet fr om t h e a ir cr a ft p a r kin g
positions. Th is r esu lt s in a lon g wa lk
out side fr om t h e d ep a r t u r e ga t e t o t h e
a ir cr a ft . Wh ile pa ss en ger conven ien ce
is a n issu e, t h e secu r ity of t h e scr een ed
p a ss en ger s needs to also be considered.
Th is wa lkwa y t o t h e a ir cr a ft p a ss es t h e
en t r a n ce t o t h e gen er a l a via t ion
t er m in a l a r ea , wh er e t h e gen er a l
a via t ion pa ssengers a re n ot screen ed.
Th is r equ ir es ca r efu l m on it or in g of t h e
wa lkwa y by pers on n el.
While th e
a ir por t h a s oper a t ion a l m et h ods in
pla ce t o en su r e t h is secur it y, th is
dis t a n ce bet ween t h e a ir cr a ft a nd
com m in gling of s cr een ed a n d n on scr een ed a r ea s is a con s id er a t ion for
exa m in in g opt ion s for a lon g t er m
ter mina l loca t ion , wit h segr ega t ion from
ot h er civil u ses on t h e a ir por t .
As sh own on Ex h ib it 3F , while th e
len gt h of t h e t icket cou n t ers a n d t icket
cou n t er queuing a rea s is s u fficien t for
cu r r en t pa ssen ger levels, t h e a ir lin e
op er a t in g a r ea s a r e expect ed t o be
sligh t ly un der sized ba s ed u pon t ermina l
p la n n in g cr it er ia a pplied in t h is s t u dy.
Th is would in dicat e t h a t a ddit ion a l
ba gga ge m a ke-up a n d office a r ea s m a y
be needed.
Th e ba g cla im fa cilit ies a t t h e a ir por t
a r e loca t ed on t h e sou t h s id e of t h e
bu ildin g, on t h e lower floor of t h e
t er m in a l.
Arr iving passengers a re
directed t o th e ba g cla im a r ea a ft er
dep la n in g t h e a ir cr a ft . Ba g displa y is
a ccom plished with fixed sh elves wh ich
open t o t h e a pr on for a irlin e a ccess.
Th is a rea is sufficient ly-sized for t he
cur ren t level of passen gers.
Th e d ep a r t u r e a r ea is loca t ed a lon g t h e
west wa ll of t h e t er m in a l, a djacent t o
t h e t icket cou n t er .
Th e secu r it y
s cr een in g devices a r e loca t ed a t t h e
en t r a n ce. A sin gle door wa y pr ovides
a ccess t o t h e d ep a r t u r e a r ea . While t h e
d ep a r t u r e a r ea is pr oper ly-s ized for t h e
n u m ber of pea k h ou r en p la n em en t s , t h e
secu r it y s cr een in g a r ea is con ges t ed du e
t o its loca t ion im m edia t ely adja cen t t o
t h e door wa y a n d t h e fact t h a t secur it y
s cr een in g is a va ila ble on ly a s t h e flight
is pr epa r in g for depa r t u r e.
Th is
con cen t r a t es a ll t h e p a ss en ger s a t t h e
secu r it y s cr een in g s t a t ion in a s h or t
per iod of t im e. Alter n a t ive loca t ion s for
Wh ile a dequ a t e spa ce for ea ch
fu n ct ion a l a r ea wit h in t h e t er m in a l is a
p rim a r y con cer n , t h e flow of p a ss en ger s
bet ween ea ch fu n ct ion a l ar ea is also
im por t a n t . P r op er t er m in a l p la n n in g
suggests t h a t a r r ivin g a n d dep a r t in g
p a ss en ger s be segregat ed to t h e ext en t
3-27
com m er cia l a n d gen er a l a via t ion u s er s
is needed. The dist a n ce fr om t h e
depa r t u r e a r ea t o a ircra ft descr ibed
a bove s h ou ld be r edu ced. Consider in g
th ese fa ct or s, a n a lt er n a t e loca t ion for a
t er m in a l bu ildin g sh ou ld be exa m in ed.
Th e a irpor t developm en t a lter n a t ives
pr epa r ed in Ch a pt er F ou r will exa m in e
a lt er n a t e t erm ina l loca t ions in st ead of
opt ion s t o expa n d t h e exist in g t er m in a l
fun ctiona l area s.
possible t o r ed u ce con ges t ion a n d
m a in t a in s u fficien t levels of ser vice a n d
com for t . Typica lly, th e t icket ing a r ea
pr ecedes t h e depa r t u r e a r ea , wh ich is
followed by th e ba ggage cla im a r ea .
P r esen t ly, t h e la you t of t er m in a l
fu n ct ion s a t Tellu r id e Region a l Air por t
gen er a lly meets t his goa l. Dep a r t in g
pa ssen ger fa cilit ies (t icket in g a n d
depa r t u r e a r ea ) a r e loca t ed in a
sepa r a t e p or t ion of t h e bu ild in g fr om
ba gga ge cla im .
Wh ile r en t a l ca r
cou n t er s a r e t ypically loca t ed wit h in t h e
ba gga ge cla im a r ea , t h e loca t ion of t h e
r en t a l ca r cou n t er s in t h e sa m e a r ea a s
t ick et in g a t t h e a ir por t d oes n ot
specifica lly disru pt p a ss en ger flows du e
t o t h e level of p ea k h ou r p a ss en ger s a n d
size of t h e sh a r ed pu blic lobby ar ea .
Airlin e Apro n Are a
Th e t er m in a l a pr on con sist s of t h e a r ea
a n d fa cilities used for a ir cr a ft ga t e
pa r kin g, a ir cr a ft s u pp or t , a n d ser vicin g
opera tions. In a ddit ion t o a ct u a l ga t e
positions, s u fficien t r oom m u st be
pr ovided for a ir cra ft ser vicin g, t a xilanes
lead in g t o t h e a ir field, a n d ser vice/fir e
la n es designa t ed for vehicles u sed for
a ir cr a ft gr oun d-ser vicin g a n d fire
equ ipm en t .
E a ch gat e sh ou ld be
designed t o a ccom m oda t e t h e la r gest a ir
ca r r ier a ircra ft expect ed t o u s e t h e
posit ion . Apr on r equ ir em en t s h a ve
been deter m ined con s id er in g t h e
wingspan a n d len gt h of com m on
t u r bop rop a n d r egion a l jet a ir cr a ft .
Ap ron r equ ir em en t s wer e d et er m in ed
by pr ovidin g 2,200 squ a r e ya r ds for
ea ch a ir cra ft pa r kin g posit ion. As
sh own on Ex h ib it 3G, a ddit ion a l a p r on
a r ea is expect ed to be needed th rough
t he pla nn ing period.
E x h ibit 3G su m m a rizes t h e spa ce
a va ila ble in t h e exist in g t er m in a l
bu ildin g a n d com p a r es it t o t h e
a n t icipa t ed needs for ea ch of t h e
en p la n em en t levels descr ibed a bove. As
in dicat ed on t h e exh ibit , wit h t h e
except ion of a ir lin e oper a t ion a l a r ea s
a n d rest rooms, t h e size of t h e fu n ct ion a l
a r ea s wit h in t h e t er m in a l ca n be
expect ed t o ad equ a t ely ser ve sch edu led
a ir lin e t r a veler n eed s t h r ou gh a n n u a l
en p la n em en t levels of 30,000. At h igher
en p la n em en t levels, a ddit ion a l spa ce
wit h in some of t h e t er m in a l fu n ct ion a l
a rea s m a y be requ ired.
S in ce t h e cu r r en t t er m in a l a r ea s h a ve
been developed wit h in a n exist in g
h a n ga r st r u ct u r e, t h e cu r r en t t er m in a l
bu ildin g s h ou ld n ot be r elied u pon a s
t h e per m a n en t , lon g-t er m t er m in a l.
E xpa n sion of t h e cu r r en t t er m in a l
would be difficu lt a n d wou ld requ ir e
m odifica t ion of t h e exist in g h a n ga r
st r u ct u r e; t h u s lim it in g it s a bilit y for
r eu se.
Bett er segrega t ion bet ween
Requir em en t s for a load in g br idge h a ve
n ot been det er m in ed. Aircra ft loa din g
is pr esen t ly condu ct ed at groun d level
a t t h e a ir por t . Typica l region a l jet s
pr ovide t h is ca pa bilit y. Th er efor e, it is
n ot exp ect ed t h a t t h e a ir por t wou ld
require loading bridges.
3-28
01MP05-3F-8/30/04
ENPLANEMENTS
EXISTING 17,125
32,000
38,000
44,000
50,000
19
190
470
2,210
36
360
890
2,400
43
430
1,070
2,480
49
490
1,230
2,550
56
560
1,410
2,630
TICKETING
Counter Length (l.f.)
Counter Area (s.f.)
Ticket Lobby (s.f.)
Airline Operations/Bag Make-Up (s.f.)
39
328
01
754
DEPARTURE FACILITIES
Aircraft Gates
Security Stations
Holdroom Area (s.f.)
1
1
951
1
1
460
1
1
880
2
1
1,060
2
1
1,210
2
1
1,390
BAGGAGE CLAIM
Claim Display (l.f.)
Baggage Claim Lobby (s.f.)
38
906
21
726
40
1,380
48
1,658
55
1,890
63
2,168
TERMINAL SERVICES
Rental Car
Counter Length (l.f.)
Office Area (s.f.)
Counter Queue Area (s.f.)
Food (s.f.)
Retail (s.f.)
Restrooms (s.f.)
28
304
0
2,343
0
299
10
210
100
410
100
450
20
390
200
790
200
580
24
470
240
940
240
640
27
540
270
1,080
270
690
31
620
310
1,240
310
750
PUBLIC LOBBY
Seating/Greeting/Farewell Area (s.f.)
1,856
760
1,450
1,750
2,000
2,300
SUBTOTAL PROGRAMMED AREA
General Circulation
Mech./Elec., Maint., & Storage (s.f.)
5,398
1,306
633
6,100
900
700
9,500
1,400
1,100
11,000
1,700
1,300
12,200
1,800
1,400
13,700
2,100
1,600
TOTAL TERMINAL BUILDING
7,337
7,700
12,000
14,000
15,400
17,400
AUTO PARKING
Public Parking
Employee
Rental Car
Taxi/Limousine
Total Auto Parking
72
-- 2
35
-- 2
107
55
9
13
2
77
104
16
24
3
144
124
19
29
4
172
143
22
33
5
199
163
25
38
6
227
TERMINAL CURB
Enplane Curb (ft.)
Deplane Curb (ft.)
Total Curb (ft.)
----140
19
22
41
36
42
78
43
50
94
50
58
107
57
66
123
1
2
Included in public lobby space
Employees and other operators
use the long term parking area
Exhibit 3F
PASSENGER TERMINAL BUILDING REQUIREMENTS
01MP05-3G-11/2/01
AIRCRAFT STORAGE HANGARS
AVAILABLE
Aircraft to be Hangared
T-Hangars
Conventional Hangars
Hangar Area Requirements
T-Hangar Area (s.f.)
Conventional Hangar Storage Area (s.f.)
Total Hangar Area (s.f.)
SHORT TERM NEED
INTERMEDIATE NEED
LONG TERM NEED
15
12
4
28
19
9
46
33
13
82
61
21
36,500
7,500
44,000
39,200
24,500
63,700
74,700
29,000
108,100
142,900
52,300
195,200
AIRCRAFT PARKING APRON
EXISTING
CURRENT NEED
SHORT TERM NEED INTERMEDIATE NEED LONG TERM NEED
Single, Multi-engine Transient
Aircraft Positions
Apron Area (s.y.)
-----
10
7,800
10
8,100
12
9,500
14
11,200
Transient Business Jet Positions
Apron Area (s.y.)
-----
12
19,000
12
19,800
14
23,000
17
27,200
Locally-Based Aircraft Positions
Apron Area (s.y.)
-----
31
15,500
26
13,000
25
12,500
21
10,500
Airline Parking Positions
Apron Area (s.y.)
-----
1
2,200
2
4,400
2
4,400
3
6,600
54
49,200
49
49,200
51
53,200
52
58,100
Total Positions
Total Apron Area (s.y.)
25 1
19,300 2
AVAILABLE
General Aviation Terminal Facilities (s.f.)
General Aviation Automobile Parking
Fuel Storage (gallons)
100LL AVGAS 3
JET-A 4
Other Facilities
1 Includes
Designated Tiedown Positions Only
hangar access taxilanes
2 Excludes
SHORT TERM NEED
INTERMEDIATE NEED
LONG TERM NEED
1,600
---
2,400
27
2,900
36
5,100
52
10,000
20,000
2,700
52,500
3,300
63,500
4,400
83,500
Deicing Pad
3 Requirements
4 Requirements
Deicing Pad
Aircraft Wash Rack
Deicing Pad
Covered Aircraft
Owner's Maint.
Facility/Wash Rack
Deicing Pad
to maintain 14 day supply
to maintain 5 day supply
Exhibit 3G
LANDSIDE FACILITY REQUIREMENTS
Te r m i n a l Cu r b F ro n t a g e
and Roadw ay
a ccom m od a t e
vehicles.
Th e cu r b elemen t is t h e in t er fa ce
bet ween t he t erm ina l building an d t he
gr ou n d t r a n sport a t ion syst em . Th e
len gt h of cu r b r equ ir ed for t h e loa d in g
a n d un loading of passen gers a n d
ba gga ge is det er m ined by t h e t ype a n d
volu m e of groun d vehicles a n t icipa t ed
in t h e pea k per iod on t h e design da y.
As discuss ed in Ch a pt er Two, dema n d
for p u blic p a r kin g a t t h e a ir por t is ligh t .
Accor din g t o a irport r ecor ds, 2,101
vehicles pa id for pa r kin g a t t h e a ir por t
fr om J a n u a r y th r ou gh m id-Oct ober
2001. This results in a r a t io of less
t h a n on e vehicle per en pla n em en t ,
su ggest in g t h a t m ost a ir t r a veler s a r e
dr opped-off a n d pick ed -u p a t t h e
t er m in a l, r a th er t h a n d r ivin g a n d
pa r k in g a t t h e a ir por t .
Wh ile a designat ed cur b does not exten d
a lon g t h e fr on t of t h e t er m in a l en t r a n ce,
t h e exist in g r oad wa y in fr on t of t h e
t er m in a l p rovid es su fficien t a r ea for
pa ssen ger loa din g an d u n loa din g. Th e
pr esen t r oa dwa y exten ds a ppr oxim a t ely
140 feet a n d pr ovid es t h r ee s ep ar a t e
lan es. Th is n u m ber of lan es en su r es
vehicles can pass wh ile oth ers a re
loa din g a n d u n loa din g. Th e t er m in a l
r oa dwa y is a on e-wa y loop ext en d in g
a r ou n d a design a t ed pa r kin g a r ea . As
sh own on E x h ib it 3F , ba sed upon t he
p la n n in g a ssu m pt ion s, t h e a va ila ble
cu r b lengt h is a n t icipa t ed t o be
a dequa t e th rough t he pla nn ing period.
a p p r oxim a t e ly
35
P a ym en t for pa r kin g a t t h e a ir port is
con du ct ed p a r t ia lly on t h e h on or syst em
a s passengers are asked t o pa y for
t ick et in g in t h e t er m in a l a n d dis pla y
t h e pa r kin g receipt in t h eir veh icle.
Th er efor e, it ca n be a s su m ed t h a t n ot
a ll pu blic pa r kin g dema nd is ca pt u r ed
t h r ou gh a r eview of pa id pa r kin g
receipts. Never t h eless , t h is is a n t icipa t ed t o be on ly a s m a ll p or t ion of
p a r kin g dema nd a nd t h e n u m ber of
pa id pa rk ing receipt s closely repr esen t s
a ct u a l dem a n d. F or ecas t s pr epa r ed in
Ch a pt er Two pr oject ed p u blic pa r kin g t o
gr ow t o 10,000 t h r ou gh t h e p la n n in g
period.
Au t om o bi le P a rk in g Are a s
Veh icle p a r kin g for t h e t er m in a l
com plex a r ea in clu des pu blic, em ployee,
a n d r en t a l ca r spa ces. Th e design a t ed
p u blic pa r kin g ar ea pr ovides 72
designa t ed p a r kin g spa ces im m edia t ely
in fr on t of t h e t er m in a l bu ildin g. Th is
pa r kin g ar ea is su r r ou n ded by t h e on ewa y t er m in a l loop r oa dwa y descr ibed
a bove.
F u t ur e public par king requiremen ts a re
sh own on Exh ibit 3F . Th e a lter n a t ives
t o be considered for a n ew t er m in a l sit e
will a lso exam ine option s for m eet in g
th ese par king requiremen ts.
Th is par king ar ea is su pport ed by
u n p a ved pa r k in g a r ea s t o t h e n or t h for
r en t a l ca r s a n d lon g t er m p u blic
pa r kin g. Th e r en t a l ca r a r ea ca n
Airc raft S to rag e Ha n ga rs
GEN ER AL AVIATION
REQU IRE MEN TS
Th e dema nd for a ir cr a ft st or a ge
h a n ga r s t ypically d ep en d s u p on t h e
3-29
p la n n e d for a ir cr a ft in la r ger
con ven t ion a l h a nga r s sin ce a ir cr a ft
spa ce wit h in th ese h a n gar s is m a n a ged
a n d a ir cra ft m an euvered to ma ke
m a xim u m a dva n t a ge of t h e floor spa ce
a va ilable. A la r ger por t ion of t h e
a ir cr a ft project ed for en closed air cr a ft
st or a ge wer e a n t icipa t ed t o be loca t ed
wit h in T-h a n ga r s, as is t h e cu r r en t
t r en d a t t h e a ir por t .
n u m ber a nd t ype of a ircra ft expect ed to
be ba sed a t t h e a ir port . For pla n n in g
pur poses, it is n ecessa r y t o est im a t e
h a n ga r requirem ent s ba sed upon
forecast oper a t ion a l activity. However,
h a n ga r developm en t sh ou ld be ba sed on
a ct u a l dem a n d t r en ds a n d fina n cia l
investm ent conditions.
Ut iliza t ion of h a n ga r s pa ce va r ies as a
fu n ct ion of loca l clim a t e, secu r it y, a n d
own er pr efer en ces.
Th e t r en d in
gener a l a via t ion a ir cr a ft , wh et h er
sin gle or m u lt i-en gin e, is in m or e
soph ist ica t ed (a n d con s equ en t ly m or e
expens ive) a ir cr a ft . Th er efor e, m a n y
h a n ga r own er s pr efer h a n gar spa ce t o
out side tiedowns. Th e wint er clim a t e of
t h e Tellu r id e a r ea wou ld su gges t t h a t
m ost a ircra ft own er s wou ld pr efer
inside st or a ge, h owever , t h is is n ot t h e
case a t Tellu r ide Region a l Air por t ,
wh er e t h e m a jor it y of a ir cr a ft own er s
cu r r en t ly base out side. This is th e
r esu lt of a lack of a ircra ft st or a ge spa ce.
P r esen t ly, t her e ar e only 12 individu a l
h a n ga r posit ion s pr ovided in t h r ee Th a n ga r fa cilit ies. Appr oxim a t ely fou r
posit ion s a r e a va ila ble wit h in t h e la r ge
con ven t ion a l h a n ga r own ed a n d
op er a t ed by t h e TRAA.
As in dicat ed on t h e exh ibit , a ddit ion a l
h a n ga r spa ce is expect ed to be r equ ired
t h r ou gh t h e pla n n in g per iod. It is
expect ed t h a t t he a ir cr a ft st or a ge
h a nga r r equ irem en t s will con t inu e t o be
m et t h r ou gh a com bin a t ion of h a n ga r
types. The alt ern at ives an alysis will
exa m in e t h e opt ion s a vaila ble for
h a n ga r developm en t a t t h e a ir por t a n d
d et er m in e t h e best loca t ion for ea ch
t ype of h a n ga r fa cilit y.
Ai rc r a ft P a r k i n g Ap r o n
A pa r kin g a pr on sh ou ld be pr ovided for
a t leas t t h e n u m ber of loca lly-ba sed
a ir cr a ft t h a t a r e n ot st or ed in ha ngar s,
a s well a s t r a n sien t a ir cr a ft .
Ap p r oxim a t ely 25 t iedown s a r e
a va ila ble for ba sed a ir cr a ft a t t h e
a ir por t wit h t h e com plet ion of t h e a p r on
expan sion pr oject in 2001. Alt h ou gh
t h e m a jor ity of fu t u r e ba sed a ir cr a ft
wer e a ssu m ed t o be st or ed in a n
en closed h a n gar , a n u m ber of ba sed
a ircra ft will st ill t iedown ou t side.
F u t u r e h a n ga r r equ ir em en t s for t h e
a ir por t a r e su m m a r ized on Exh ibit 3G.
F u t u r e h a n gar r equ irem en t s wer e
developed wit h t h e a ssu m pt ion t h a t a
m a jor it y of a ircra ft own er s wou ld pr efer
e n cl os ed s t or a ge a n d t h a t t h e
per cen t a ge of a ircra ft with in en closed
h a n ga r fa cilit ies wou ld in cr ea se
t h r ou gh t he pla nn ing period. T-h a n ga r
r equ ir em en t s were deter m ined by
pr ovidin g 3,000 squa r e feet of spa ce for
a ir cr a ft wit h in T-h a n ga r s, a n d 2,500
s qu a r e feet for a ir cr a ft wit h in
con ven t ion a l ha ngar s. A sm a ller a r ea is
Alon g wit h ba s ed a ir cr a ft p a r kin g
needs, t r a n sien t a ir cr a ft p a r kin g needs
mu st also be con sider ed in det er m in in g
a pr on requirem en t s. Tellur ide Region a l
Air por t a ccom m od a t es a sign ifica n t
n u m ber of t r a n sien t a ct ivit y a n n u a lly.
3-30
a ir cr a ft u ser s, ad dit ion a l ap r on a r ea is
n eeded t h r ou gh t h e plan nin g period.
Addit ion a l apr on a rea in excess of th ese
needs m a y be needed a s n ew h a n ga r
a r ea s a re developed on t he a irpor t
wh ich a r e n ot con t igu ou s wit h t h e
exist ing a pr on a r ea .
Sin ce a ll exis t in g t ied own a r ea s a r e
occu pied for ba s ed a ir cr a ft , lit t le a p r on
a r ea is a vaila ble for t r a n s ien t u s er s.
Wit h bu sin ess jet a ct ivit y r ep res en t in g
15 per cen t of a ct ivit y a t t h e a ir por t ,
a ir cr a ft pa r kin g requ irem en t s oft en
exceed t he r ema ining apr on spa ce
a va ila ble.
Typical a ir cr a ft pa r kin g
pr a ct ices a t t he a irpor t in volve
con sider a ble maneuvering and handlin g
of a ir cr a ft t o m a xim ize a ir cr a ft p a r kin g
spa ce. Air cr a ft a r e com m on ly “st a cked”
or pa r ked wit h in a few feet of, a n d in
fr on t of, ot h er a ir cr a ft on t he ea st side
of t he a pron a nd on t he deicing pad
wh en it is n ot in u se.
Te rm i n al F a ci li ti es
Ter m in a l bu ildin g spa ce is requ ired for
wa it in g pa ss en ger s, a pilots’ lou n ge an d
fl i g h t p l a n n i n g, con ce s s i on s ,
m a n a gem en t , st or a ge, a n d va r iou s
ot h er n eeds.
P r esen t ly, spa ce is
a va ila ble in t h e a ir por t a dm in ist r a t ion
bu ildin g to accomm odat e th ese needs.
F u t u r e t er m in a l r equ ir em en t s h a ve
been det er m in ed a n d a r e s h own on
Ex h ib it 3G.
August wa s t h e pea k m on t h for gener a l
a via t ion op er a t ion s in 2000. Th e pea k
da y in t h a t m on t h wa s Au gust 31. On
t h a t da y, t h e a irport a ccom m oda t ed 31
t r a n s ien t a ircra ft con sist ing of 10
Cita tion J ets, two Gulfstr eam jets, five
Learjets, seven sin gle-en gin e a ir cr a ft ,
a n d seve n m u lt i-en gi n e a ir cr a ft .
Cu r r en t t r a n s ien t a p r on r equ ir em en t s
wer e developed ba sed u pon t h e pea k
h ou r , represent ing 70 percent of th ese
a ir cr a ft .
F u t u r e t r a n sien t a p r on
r e q u i r e m e n t s w e r e d et e r m i n e d
con sider in g a s im ila r peak da y
s it u a t ion .
R EG U L AT O R Y AN D
S U P P O R T R EQ U IR E MEN T S
F .A.R. P ART 13 9 CE RTIF ICATION
REQU IRE MEN TS
F .A.R. P a r t 139, Certifica tion a n d
Operations: L an d Airports S ervin g
Certain Air Carriers, as a m ended,
prescr ibes t h e r u les govern in g t h e
cer t ifica t ion a n d op er a t ion of la n d
a ir por t s wh ich ser ve a ny schedu led or
u n sch edu led passen ger oper a t ion of a n
a ir ca r r ier t h a t is con d u ct ed wit h a n
a ir cr a ft h a vin g a sea t in g ca pa cit y of
m or e t ha n 30 pa ssengers. Tellur ide
Region a l Airpor t h old s a n F .A.R. P a r t
139 op er a t in g cer t ifica t e.
Th is
cer t ifica t e specifies t h a t t h e a ir por t ca n
on ly ser ve com m er cia l a ir cr a ft wit h in
ARC’s A-I, A-II, A-III, B-I, an d B-II. As
m en t ion ed pr eviously, t h e a ir por t cou ld
Tot a l a p r on a r ea r equ ir em en t s wer e
det er m ined by a pplying a pla n n in g
cr it er ion of 800 squa re yar ds per
t r a n s ien t a ir cr a ft p a r kin g p os it ion a n d
650 squa re yar ds for ea ch loca lly-ba sed
a ir cr a ft pa r kin g posit ion. Tr a n s ien t
business jet posit ion s wer e det er m ined
by a pplying a pla n n in g cr it er ion of
1,600 s qu a r e ya r ds for ea ch t r a n s ien t
business jet posit ion . Th e r esu lt s of t h is
an alysis a r e p res en t ed on Ex h ib it 3G.
Ba sed u p on t h e p la n n in g cr it er ia a bove
a n d a ssu m ed t r a n sient a n d ba sed
3-31
ca r r ier opera tions, ar e known a s Class
I a irport s. Cla ss II a irport s a r e t h ose
a ir por t s tha t s er ve s ch ed u led op er a t ions
of sma ll air carr ier a ircra ft (10-30 seat s)
a n d u n sch edu led oper a t ion s of lar ger
a ir ca r r ier a ir cr a ft (m or e t h a n 30 seat s).
Class I II a ir por t s ar e th ose a ir por t s t h a t
ser ve on ly s ch edu led oper a t ion s of a ir
ca r r ier a ircra ft with 10-30 sea t s. Class
IV a ir por t s a r e t h os e a ir por t s s er vin g
on ly u n schedu led a ir ca r r ier oper a t ion s
in a ircra ft with m or e t h a n 30 sea t s.
These designa t ion s a r e sh own in Table
3J . Tellu r ide Region a l Air por t fa lls
wit h in Cla ss I of t h e r egu la t ion sin ce it
is cu r r en t ly ser ved by t h e 38-sea t
DeH a villa n d Da s h 8 a n d will be ser ved
by r egion a l jets in t h e fut u r e wit h
sea t ing ca pa cities t o 50.
be ser ved by r egion a l jet a ir cr a ft in t h e
fu t u r e. Typ ica l r egion a l jets fall wit h in
ARC C-II . Th er efore, t o a ccom m oda t e
th ese a ircra ft u n der F .A.R. P a r t 139,
t h e exist in g ARC lim it a t ion specified in
t h e cu r r en t oper a t in g cer t ifica t e will
n eed t o be r evised t o in clu de a ir cr a ft
with in ARC C-II.
Th e F ed er a l Avia t ion Ad m in ist r a t ion
issu ed n ew cer t ifica t ion r equ irem en t s
for a irport s serving schedu led a ir
ca r r ier op er a t ion s in a ir cr a ft with 10-30
seat s, effective J u n e 9, 2004. Un der t h e
n ew P a r t 1 39 r equ ir em en t s , t h er e a r e
fou r cla sses of airport s: Classes I, II, III,
a n d IV. Airport s serving all types of
sch edu led op er a t ion s of la r ge a ir car r ier
a ir cr a ft , a n d a n y ot h er t ype of a ir
TABLE 3J
P r o p o s e d P a r t 1 39 Ai rp o r t C la s s ifi c a ti o n s
P r o p o s e d A i rp o r t C la s s
T y p e o f a i r c a r r ie r o p e r a t io n
C la s s I
Cla ss II
S ch e d u le d L a r ge Air C a r r ie r Air cr a ft
X
U n s ch e d u le d L a r ge Air C a r r ie r Air cr a ft
X
X
S ch e d u le d S m a ll A ir C a r r ie r Air cr a ft
X
X
Cla ss III
Cla ss IV
X
X
p a vem en t su r fa ces u sed by a ir ca r r ier
a ir cr a ft . Th e F AA Advisory Cir cu la r
5200-30A, Airport W in ter S afety a n d
Operations, pr ovides gen er a l gu ida n ce
for sn ow clear a n ce for com m er cia l
ser vice a ir por t s. Accor din g t o t h is
cir cu la r , “com m er cia l ser vice a ir por t s
sh ou ld h a ve sufficient equ ipm en t t o
clear on e in ch of s n ow weigh in g u p t o 25
poun ds per cu bic foot fr om t h e p rim a r y
in s t r u m en t r u n wa y, on e or m or e
pr in cipa l t a xiwa ys t o t h e r a m p a r ea ,
em er gen cy or firefight ers a ccess r oa d
and
su fficien t
ramp
a r ea
to
Specific pr ovisions of F .A.R. P a r t 139
wh ich a r e a pplica ble t o t h e m a st er pla n
process a s t h ey deta il requ irem en t s for
ca pit a l equ ipm en t n eeds a r e descr ibed
below.
F.A.R. P ar t 139.313
S n o w a n d I c e Co n t r o l
Th is sect ion of P a r t 139 set s for t h
r equ ir em en t s for t h e est a blish m en t of a
s n ow a n d ice con t r ol pla n t o en s u re t h e
t im ely r em ova l of s n ow a n d ice fr om
3-32
a p r on a r ea a n d segr ega t ion
gener al a viat ion a ctivities.
a ccom m oda t e a n t icip a t ed a ir cr a ft
op er a t ion s wit h in t h e t im es below.”
These t imes a r e ba sed on a n n ua l
opera tions. F or a com m er cia l ser vice
a ir por t wit h les s t h a n 40,000 a n n u a l
opera tions, t h is clea r a n ce sh ou ld be
a ccom plis h e d w it h in on e h ou r .
Tellur ide Regiona l Air port fa lls wit h in
t h is ca t egory.
fr om
F.A.R. P ar t 139.315 to 139.319
Aircraft Res cu e a nd Firefightin g
Th e r equ ir em en t s for Air cr a ft Res cu e
a n d F irefight ing (ARF F ) equ ipm en t a t
a n a ir port is d et er m in ed by t h e lengt h
of t h e a ir ca r r ier a ir cr a ft u s in g t h e
a ir por t .
Consid er in g t h e exist in g
t u r bop rop a ircra ft usin g Tellur ide
Region a l Airpor t a n d t h e t r a n sit ion t o
r egion a l jet a ircra ft , it is expect ed t h a t
Tellur ide Region a l Airport wou ld n eed
t o comp ly wit h t h e lowest in dex r a t in g:
ARF F In dex A.
Th e m in im u m a rea t o be clea red for
Tellur ide Regiona l Air por t wou ld
include Run way 9-27, Taxiways A, A2,
A3, A4, a n d a por t ion of t h e t er m in a l
a p r on .
Th is en com pa sses a ppr oxim a t ely 1.0 m illion squ a r e feet of
p a vem en t t o be clea red. As su m in g a
den sit y of 25 poun ds per cu bic foot , a n d
on e-inch snow depth , th ere is a
r equ ir em en t t o clea r a ppr oxim a tely
1,000 t on s of sn ow per h ou r .
ARF F In dex A requ ir es on e veh icle
ca r r yin g t h e following:
Air por t sn ow r em ova l equ ipm en t
pr esen t ly includes a 1998 Oshkosh
du m p t r u ck wit h 22-foot sn owplow;
1998 S t ewa r t a n d S t even s on 4,000-t on s
per h ou r sn owblower; 1985 J oh n Deer e
644C loa der with 12-foot sn ow plow, 3ya r d bu ck et , a n d 1,800-t on s per h ou r
sn owblower a t t a ch m en t s; a n d a 1985
F or d pick-up wit h 6-foot sn owplow.
Th is equ ip m en t is su fficien t for m eet in g
t h e sn ow r em oval requirem ent s det a iled
a bove.
1)
500 poun ds of sodiu m -ba sed d ry
ch em ica l or h a lon 1211; or
2)
450 p ou n ds of pota ssium-based
d ry ch em ica l a n d wa t er wit h a
com m e n s u r a t e q u a n t it y of
Aqu eou s F ilm F or m in g F oa m
(AF F F ) t o t ot a l 100 ga llon s for
s im u lt a n eou s dr y ch em ica l a n d
AF F F foa m a p plica t ion .
Th e TRAA own s a n d oper a tes t wo
fir efigh t in g veh icles. This includes a
1994 GMC cra sh /fir e/res cu e veh icle
m eet in g In dex A r equ ir emen t s a nd a
1976 Walt er s cr a sh /fire/rescu e veh icle
m eet in g In dex B r equ irem en t s. Ba sed
upon t h e ca pa bilit ies of th ese vehicles,
n o a ddit ion a l firefight ing vehicles ar e
r equ ir ed a t t h e a ir por t .
S n ow rem oval equipmen t is st or ed in
t h e a ir por t m a in t en a n ce fa cilit y loca t ed
on t h e n or t h side of t h e t er m in a l a n d
TRAA a ir cr a ft st or a ge h a n ga r . Wh ile
t h is bu ildin g is cur r en t ly m eet in g
a irpor t needs, t h e r eloca t ion , or
r em ova l, of t h is bu ildin g ma y be
r equ ired in t h e fu t u r e s h ou ld t h e
t er m in a l a n d TRAA a ir cr a ft st ora ge
h a n ga r be m oved t o pr ovide a ddit ion a l
Th e ARF F bu ildin g is loca t ed ea st of t h e
t er m in a l bu ildin g a long t he n ort h side
3-33
F.A.R. P ar t 139.331
Ob st ru c tio n s
of t h e a ir cr a ft pa r kin g a pr on . Th is
1,200 squ a r e-foot bu ildin g provides
spa ce for a s in gle fir e-figh t in g veh icle
a n d equ ipm en t st or a ge. F u t u r e facility
p la n n in g sh ould in clu de pr ovidin g a n
ARF F bu ildin g wh ich ca n s im u lt a n eously store both vehicles.
E a ch object in ea ch a r ea wit h in t h e
a u t h or it y of t h e a irport wh ich exceeds
a n y of t h e h eigh t s , or pen et r a t es t h e
im a gin a r y s u rfa ces des cr ibed in F .A.R.
P a r t 77, m ust be removed, m a r ked, or
light ed. Th e n ecessa r y requ irem en t s
sh a ll be det er m ined by a n a ppr oved
F AA a er on a u t ica l s t u dy. Obs t r u ct ion s
will be m or e fully exa m in ed d u r in g t h e
pr epa r a t ion of t h e a ir por t la you t pla n
(ALP ) set for t h e a ir por t .
F.A.R. P ar t 139.323
Traffic /Win d In di ca to rs
An y a ir por t cer t ifica t ed u n der P a r t 139
is r equ ir ed t o m a in t a in a win d con e t h a t
p r ov i d e s s u r fa ce win d d ir ect ion
in for m a t ion visua lly to pilots a n d
ligh t ed for n igh t oper a t ions.
A
segmen t ed cir cle is r equ ir ed wh en t h er e
is n o a ir t r a ffic con t r ol t ower . Tellur ide
Region a l Air por t cu r r ent ly ha s a
segmen t ed cir cle a n d a light ed win d
con e a n d com p lies wit h t h is sect ion .
AVIATION F U EL S TORAGE
Th e TRAA m a in t a in s fuel st ora ge
fa cilit ies at th e airport . Fu el st or a ge
t ot a ls 10,000 ga llon s for 100LL a n d
20,000 ga llon s for J et A fu el. Avgas fu el
use a t t h e a ir por t a ver a ged six ga llon s
per gener a l avia t ion oper a t ion over t h e
past year . J et A fu el sa les a vera ged 49
ga llon s per gen er a l a via t ion oper a t ion .
These r a t ios wer e u t ilized a s t h e
ba selin e t o pr oject fut ur e Avga s a nd J et
A u se.
F .A.R. P a r t 139.329, Groun d Vehicles;
F .A.R. P a r t 139.333, P r ot ection of
N ava ids; a n d F .A.R. P a r t 139.335,
P u blic P r ot ection r ela t e t o con t r ollin g
a ccess a n d secu r ing a irfield n a viga t ion a l aids from poten tia l van dalism
a nd/or t h eft. Secu r it y fen cin g a n d
a ccess gat es a r e gener a lly u sed t o
com ply wit h t h is section. Th e airport
per im et er is fen ced wit h a m ix of ch a in
lin k a n d wild life fen cin g. An electr on ic
a ccess ga t e is loca t ed n or t h of t h e
m a in t en a n ce fa cilit y an d limit s a ccess
t o t h e a pr on by on ly t h ose p r eviou sly
a u t h or ized by t h e a ir por t t o h a ve
access. Th is fen cin g is a dequ a t e for
com plia n ce with th is section . No
a ddit ion a l fen cin g is n eeded for t h e
a irport a t t h is t ime.
Exh ibit 3G pr esen t s fu t u r e Avgas a nd
J et A s t or a ge r equ ir em en t s for t h e
a ir por t based upon t hese fuel use
projections. F u el st or a ge r equ ir em en t s
a r e t ypica lly based upon m a in t a in in g a
t wo-week su pp ly of fu el du r in g a n
a ver a ge m on t h , h owever , m or e fr equ en t
deliver ies ca n r edu ce t h e fu el st or a ge
ca pa cit y requirem ent . This h a s been
t h e case for t h e a ir por t , wh er e m or e
fr equ en t J et A deliver ies ha ve been
r equ ired t o m eet J et A dema nd. F u t u r e
3-34
AIRP ORT ACCES S
J et A fu el st or a ge r equ ir em en t s h a ve
been deter m ined based u pon con t in u in g
of pr a ct ice.
J et A fu el st ora ge
r equ ir em en t s h a ve been det er m ined
ba sed u pon m a in t a in in g a five-da y
su pp ly, wh ile t h e m or e t r a dit ion a l t woweek su pply wa s u sed in det er m in in g
Avgas r equirement s. Based upon t hese
assu mpt ions, it is a n t icipa t ed t h a t
a ddit ion a l J et A fu el stora ge will be
n eeded t h r ough t he pla nn ing period.
Avga s st or a ge is a n t icipa t ed t o be
a dequa t e th rough t he pla nn ing period.
Access to the a irport is provided by Last
Dollar Roa d. La st Dollar Roa d con n ect s
wit h Highway 145, which pr ovides th e
p rim a r y r egion a l access for t h e a r ea .
Last Dollar Road is a t wo-la n e r oa dwa y.
Th e section of H ighwa y 145 at t h e
in t er sect ion with La st Dolla r Road is
t wo lan es. A left t ur n la ne is pr ovided
for east boun d vehicles on H igh wa y 145
t u r n in g t o La st Dollar Roa d. This wa s
a dded in 2001. Wh ile a specific left t u r n la n e is n ot provided at Last Dollar
Roa d for vehicles wish in g t o t u r n ea st
on H igh wa y 145, su fficien t a r ea exist s
a t t h e in t er section for veh icles t u r n in g
r igh t t o bypa ss veh icles wa it in g t o t u r n
left .
F u t u r e fa cility planning sh ou ld con sider
esta blishin g a self-service fuel isla nd.
Th is islan d sh ou ld be placed nea r t h e
m a jor it y of ba s ed a ir cr a ft for ea se of
a ccess a n d u se.
Tr a ffic cou n t s com plet ed by Sa n Migu el
Cou n t y in S ept em ber 2001 ind ica t ed
t h er e a r e a ppr oxima t ely 1,233 veh icle
t rips a long La st Dolla r Roa d ea ch da y.
Of t hese, 954 accessed th e airport . A
sim ila r st udy in 1997 indica t ed an
a ver a ge da ily volu m e of 898 veh icles on
La st Dolla r Roa d. Th e n u m ber of
vehicles destined on ly for t h e a ir por t
wa s n ot det er m in ed a t t h a t t im e. F AA
AC 150/5360-13, Design Gu id elin es for
Airport T erm in al Facilities, in dica t es
t h e volu m e per la n e of a n a ir por t a ccess
bet ween 1,200 to 1,600 vehicles per
h ou r .
AIRCR AFT WAS H F ACILITY
P r esen t ly, t h er e a r e n o designa t ed
a ir cr a ft wa sh fa cilit ies on t h e a ir por t .
Con sider a t ion sh ou ld be given t o
es t a blis h in g a n a ir cr a ft wa sh fa cilit y a t
t h e a ir por t t o collect a ir cr a ft clea n in g
fluids u sed du r in g t h e clean in g process.
Ot h er a ir por t s h ave com bined an
a ir cr a ft own er m a in t en a n ce fa cilit y
wit h t h e wa s h fa cilit y. Th is t ypically
h a s involved coverin g th e wa s h r a ck
a r ea . Th ese a r ea s p r ovide for t h e
collect ion of u sed a ir cr a ft oil a n d ot h er
h a za r d ou s m a t erials a nd p rovide a
covered a r ea for a ir cr a ft wa s h in g a n d
ligh t m a in t en a n ce. Th e d evelop m en t of
a sim ila r fa cilit y a t Tellu r ide Region a l
Air por t cou ld r edu ce en viron m en t a l
exp os u re a n d pr ovide a n a ddit ion a l
r even u e sour ce which could be u sed t o
am ort ize developmen t costs.
The a via t ion dem a nd for eca st s pr oject ed
t h e n u m ber of veh icle tr ips for t he
a ir por t . Th is pr oject ion in dica t ed t h a t
t h e a irport -on ly veh icle t r ips cou ld be
expect ed t o grow to 3,500 by t he en d of
t h e pla n n in g p er iod . Ba s ed on t h e
exist in g a n d for ecas t t r a ffic volumes, it
is n ot expect ed t h a t a ddit ion a l la n es
will be n eeded a lon g La st Dolla r Roa d
t o ser ve t h e a ir por t .
3-35
A specific det er m in a t ion of t h e level of
ser vice a nd ca pa cit y of t h e La st Dollar
Roa d/H ighwa y 145 in t er sect ion h a s n ot
been com plet ed. S u fficien t t r a ffic cou n t
da t a is n ot a vaila ble to com plet e t h is
a n a lysis. To com plet e t h is t yp e of
a na lysis, specific det a ils on t h e pea k
h ou r t r a ffic volu m e a nd coun ts of
veh icle t u r n in g m ovem en t s a r e needed.
These t ypes of cou n t s h a ve n ot been
com pleted for t h is in t er sect ion r ecent ly.
Town of Moun t a in Villa ge. P r ovidin g
pu blic t r a n spor t a t ion t o t h e a irport
cou ld r edu ce t h e t r a ffic volu m e on Last
Dollar Road sign ifica n t ly. Th is wou ld
h a ve t h e effect of r edu cing t h e n u m ber
of pr ivat e a n d on -dem a n d vehicles
wh ich t r a n s por t t r a veler s t o Tellur ide
or Mou n t a in Village.
A con cer n wit h t h e La s t Dolla r Roa d/
H igh wa y 145 in t er sect ion is sigh t
lim it a t ion s wh ich pr event a dequ a t e
views of t r a ffic a lon g Highwa y 145.
Wit h t h e r ecen t a d dit ion of a left -t u r n
la n e for t r a ffic h ea din g ea st on H igh wa y
145, t h e cap a cit y of t h is in t er sect ion h a s
been imp r oved. Wit h ou t con sider in g
t r a ffic signa ls, th e most compr ehensive
imp r ovemen t s t o t h e in t er section wh ich
ca n be m a de wou ld in clu de p r ovidin g
a ddit ion a l la n es a n d t u r n la n es for a ll
directions a nd sh ift in g t h e in t er section
t o t h e sou t h t o pr ovide adequ a t e views
of H igh wa y 145 t r a ffic. Th is wou ld be
sim ila r t o t he impr ovem ent s m a de
r ecen t ly a t S ociet y Tu r n .
E lectr ica l, wa t er , a n d sa n ita r y sewer
ser vices a r e a va ila ble a t t h e a ir por t .
E lect r ica l ser vice is p r ovided by t h e Sa n
Migu el P ower As socia t ion . Wa t er a n d
s a n it a r y ser vices a r e pr ovided by a n on sit e well a n d s ept ic syst em .
No
in for m a t ion collect ed dur in g t h e
i n v e n t or y e ffor t r ev e a l e d a n y
deficiencies in pr ovidin g elect r ica l
ser vice a t t h e a ir port . Th er efor e, it is
a ssu m ed t ha t a ll fut ur e elect rica l needs
will be su fficien t ly m et . Th e a ir port is
out side th e boun dar ies of t h e sewer
ser vice bou n da r ies. Th er efor e, un less
t h e bou n da r ies ca n be exten ded for t h is
ser vice, t h e a ir por t will h a ve t o r ely on
t h e on -sit e wells a n d sept ic syst em for
wa t er a n d san ita ry sewer services. New
a via t ion facilities (ha ngar s, t er m in a l
buildings) will likely requ ir e n ew u t ilit y
ext en sion s t o p rim a r y ser vice lines a nd
s h ou ld be in clu ded in fu t u r e design
estima tes.
U TILITIES
A dr a ft ver sion of t h e Tr a n spor t a t ion
a n d P a rk ing Elemen t of t he Tellur ide
Region a l Ar ea m a st er pla n pr epa r ed in
August 2001 s u ggests som e impr ovem en t s for La st Dollar Road a nd a ccess
t o t h e a ir port . Th is pla n st ipu la t es t h a t
s h ou ld er s should be added to Last
Dollar Roa d wh en t r a ffic volum es r ea ch
1,500 veh icles per da y. It fu r t h er
st ipu lat es t h a t widened s h ou ld er s, t u r n
lan es, a n d a u xilia r y la n es sh ou ld be
pr ovided a t t h e in t er sect ion wh en t r a ffic
volu m e r ea ch es 1,500 veh icles per da y.
Th is pla n a lso ca lls for pr ovidin g pu blic
a n d em ployee bus s er vice bet ween t h e
a ir por t a n d t h e Town of Tellur ide a n d
S U MMAR Y
Th e in t en t of t h is ch a pt er h a s been t o
ou t lin e t h e fa cilit ies requ ired t o m eet
pot en t ia l a viat ion dem a n ds pr oject ed
for Tellu r ide Region a l Airport t h r ough
t h e long t er m pla n n in g h orizon. Th e
n ext st ep is t o develop a dir ect ion for
3-36
developm en t t o best m eet th ese
pr oject ed needs. Th e r em a in d er of t h e
m a st er pla n will be devot ed to ou t lin in g
th is direction, its schedu le, an d costs.
3-37

Chapter 3 - Telluride Regional Airport

Transcription

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