CHAPTER THREE

3-1

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.

As indicated earlier, airport facilities include both airfield and landside components. Airfield facilities include those facilities that are related to the arrival, departure, and ground movement of aircraft. The components include:

••••

Landside facilities are needed for the interface between air and ground transportation modes. This includes components for general aviation needs such as:

•••••

The objective of this effort is to identify, in general terms, the adequacy of the

AIRPORT FACILITYREQUIREMENTS

RunwaysTaxiwaysNavigational Approach AidsAirfield Lighting, Marking, and Signage

Aircraft HangarsAircraft Parking ApronsGeneral Aviation TerminalAuto Parking and AccessAirport Support Facilities

3-2

existing airport facilities and outlinewhat new facilities may be needed andwhen they may be needed toaccommodate forecast demands. Havingestablished these facility requirements,alternatives for providing thesefacilities will be evaluated in ChapterFour to determine the most cost-effective and efficient means forimplementation.

PLANNING HORIZONS

Cost-effective, safe, efficient, andorderly development of an airportshould rely more upon actual demand atan airport than a time-based forecastfigure. Thus, in order to develop amaster plan that is demand-basedrather than time-based, a series ofplanning horizon milestones have beenestablished that take into considerationthe reasonable range of aviationdemand projections.

It is important to consider that, overtime, the actual activity at the airportmay be higher or lower than what theannualized forecast portrays. Byplanning according to activitymilestones, the resultant plan canaccommodate unexpected shifts, orchanges in the aviation demand. It isimportant to plan for these milestonesso that airport officials can respond tounexpected changes in a timely fashion.As a result, these milestones provideflexibility, while potentially extendingthis plan’s useful life if aviation trendsslow over the period.

The most important reason for utilizingmilestones is to allow the airport to

develop facilities according to needgenerated by actual demand levels. Thedemand-based schedule providesflexibility in development, as theschedule can be slowed or expeditedaccording to actual demand at anygiven time over the planning period.The resultant plan provides airportofficials with a financially responsibleand need-based program. Table 3Apresents the planning horizonmilestones for each activity demandcategory.

PEAKINGCHARACTERISTICS

Many airport facility needs are relatedto the levels of activity during peakperiods. The periods used in developingfacility requirements for this study areas follows:

• Peak Month - The calendarmonth when peak aircraftoperations occur.

• Design Day - The average day inthe peak month. This indicator isderived by dividing the peakmonth operations by the number ofdays in the month.

• Busy Day - The busy day of atypical week in the peak month.

• Design Hour - The peak hourwithin the design day.

The peak month is an absolute peakwithin each given year. All other peakperiods will be exceeded at varioustimes during the year. However, they

3-3

do represent reasonable planningstandards that can be applied withoutoverbuilding or being too restrictive.ATCT records were provided andreviewed to determine the existing peak

periods. The tower records date back to1995 for yearly, monthly, and dailyoperations. Hourly records wereprovided by tower personnel for August,September, and October 2004.

TABLE 3AAviation Demand PlanningHorizonsNew Century AirCenter

2004 Short TermIntermediate

TermLongTerm

ANNUAL OPERATIONSItinerant Air Taxi 1,511 3,000 4,000 6,000 General Aviation 27,113 32,000 36,000 44,000 Military 1,061 1,200 1,200 1,200Total Itinerant 29,685 36,200 41,200 51,200Local General Aviation 23,306 28,000 32,000 40,000 Military 602 1,500 1,500 1,500Total Local 23,908 29,500 33,500 41,500TOTAL OPERATIONS 53,593 65,700 74,700 92,700BASED GA AIRCRAFT 185 235 270 340

Over the past four years, the peakmonth at New Century AirCenter hasbeen a summer month. Two of the lastfour years that month was July whilethe other two years the peak operationsmonths were August and June. Thepeak month operations were between5,600 and 8,300, and accounted for anaverage of 12 percent of annualoperations. To arrive at the busy day,

the peak day operations for each monthwere averaged. The design hour isobtained by identifying four dailyoperations counts that are at or nearthe design day count, then finding thepeak hour for those days and averaging.The result for the current situation atthe airport is a design hour of 33operations. Table 3B summarizes thepeaking characteristics.

TABLE 3BPeak Operations ForecastsNew Century AirCenter

Current Short Term Intermediate Term Long TermAnnual Operations 53,593 65,700 74,700 92,700Peak Month 5,600 7,398 8,411 10,438Busy Day 261 345 393 487Design Day 187 247 280 348Design Hour (17.5%) 33 43 49 61

3-4

CRITICAL AIRCRAFT

The selection of appropriate FAA designstandards for the development andlocation of airport facilities is basedprimarily upon the characteristics of theaircraft which are currently using, orare expected to use the airport. Thecritical design aircraft is defined as themost demanding category of aircraft, orfamily of aircraft, which conducts atleast 500 operations per year at theairport. Planning for future aircraft useis of particular importance since designstandards are used to plan separationdistances between facilities. Thesefuture standards must be considerednow to ensure that short termdevelopment does not preclude the longrange potential needs of the airport.

The FAA has established a codingsystem to relate airport design criteriato the operational and physicalcharacteristics of aircraft expected touse the airport. This airport referencecode (ARC), has two components: thefirst component, depicted by a letter, isthe aircraft approach category andrelates to aircraft approach speed(operational characteristic); the secondcomponent, depicted by a Romannumeral, is the airplane design groupand relates to aircraft wingspan(physical characteristic). Generally,aircraft approach speed applies torunways and runway-related facilities,while airplane wingspan primarilyrelates to separation criteria involvingtaxiways, taxilanes, and landsidefacilities.

According to FAA Advisory Circular(AC) 150/5300-13, Airport Design, anaircraft's approach category is based

upon 1.3 times its stall speed in landingconfiguration at that aircraft'smaximum certificated weight. The fiveapproach categories used in airportplanning are as follows:

Category A: Speed less than 91 knots.Category B: Speed 91 knots or more,but less than 121 knots.Category C: Speed 121 knots or more,but less than 141 knots.Category D: Speed 141 knots or more,but less than 166 knots.Category E: Speed greater than 166knots.

The airplane design group (ADG) isbased upon the aircraft’s wingspan.The six ADGs used in airport planningare as follows:

Group I: Up to but not including 49feet.Group II: 49 feet up to but notincluding 79 feet.Group III: 79 feet up to but notincluding 118 feet.Group IV: 118 feet up to but notincluding 171 feet.Group V: 171 feet up to but notincluding 214 feet.Group VI: 214 feet or greater.

Exhibit 3A summarizes representativeaircraft by ARC.

In order to determine several airfielddesign requirements, the criticalaircraft and critical ARC should first bedetermined, then appropriate airportdesign criteria can be applied.Ascertaining the current critical aircraftis a two step process. First, the largestaircraft based at the airfield must beidentified. Often this aircraft can

• Beech Baron 55• Beech Bonanza• Cessna 150• Cessna 172• Piper Archer• Piper Seneca

• Beech Baron 58• Beech King Air 100• Cessna 402• Cessna 421• Piper Navajo• Piper Cheyenne• Swearingen Metroliner• Cessna Citation I

• Super King Air 200• Cessna 441• DHC Twin Otter

• 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• Fairchild F-27• ATR 72• ATP

A-I

B-I less than 12,500 lbs.

B-II less than 12,500 lbs.

B-I, II over 12,500 lbs.

A-III, B-III

• Lear 25, 35, 55• Israeli Westwind• HS 125

• Gulfstream II, III, IV• Canadair 600• Canadair Regional Jet• Lockheed JetStar• Super King Air 350

• 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

• B-747 Series• B-777

C-I, D-I

C-II, D-II

C-III, D-III

C-IV, D-IV

D-V

Note: Aircraft pictured is identified in bold type.

Exhibit 3AAIRPORT REFERENCE CODES

IXD

-04M

P18

-3A

-5/1

1/05

3-5

determine the critical aircraft or familyof aircraft because based aircraft canaccount for upwards of 500 annualoperations. The second step is toanalyze the operational fleet mix todetermine if the critical aircraft issomething other than the largest basedaircraft. This is particularly importantfor an airport with a majority ofitinerant operations, which are likely tobe larger aircraft in general.

The largest aircraft currently based atthe airport is a Sabreliner 65 businessjet. This aircraft has a wing span of 50feet and a stall speed of 124 knotsmaking it an ARC C-II aircraft.

OPERATIONAL FLEET MIX

In order to discern the airport’s fleetmix operations, analysis of flight plandata was conducted. Flight plan datawas acquired from the subscriptionservice, AirportIQ. The data availableincludes documentation of flight plansthat are opened and closed on theground at the airport. Any flight plansthat are closed in the air prior tolanding or opened after takeoff, both ofwhich are common practices, are notcredited to the airport. As a result,initial analysis represented theminimum number of instrumentoperations at the airport. The datasupplied includes, in most cases, theaircraft N-number, type of aircraft,origin/destination, and time of day.

Pilots utilizing jet and turbopropaircraft are much more likely to flyunder instrument flight rules (IFR),than the pilot of a single engine pistonaircraft. As a result, it is believed that

the AirportIQ flight plan data capturesa greater percentage of jet andturboprop operations. To arrive at amore realistic number of jet andturboprop operations, the raw figuresare adjusted upward by a factor of 1.5or 50 percent. By adjusting the jet andturboprop operations, a morereasonable figure results whichaccounts for those flight plans closed oropened in the air as well as thoseoccasions when pilots fly under visualflight rule (VFR) conditions. Theremaining majority of operations areattributed to single and multi-enginepiston aircraft.

Flight plan data was collected for the2004 calendar year. There were nearly3,000 completed flight plans by singleand multi-engine aircraft as well ashelicopters. Turboprop aircraftaccounted for 930 operations and jet-powered aircraft accounted for 4,345operations. Each of these raw figureshave been adjusted as previouslydiscussed and is presented in Table 3C.The top portion of the table identifiesoperations by type of aircraft: piston(single and multi-engine), turboprop,and jet. The bottom portion of the tablebreaks down the count by FAA airportreference code (ARC).

New Century AirCenter supportsfrequent itinerant operations by aircraftin approach category C and greater.There were more than 2,500 operationsby these aircraft in 2004, 1,257 of whichwere by C-I aircraft, 1,074 were C-II,and an additional 156 by D-II aircraft.There were 22 operations by aircraft indesign group III. Thus the currentcritical aircraft falls in ARC C/D-II.

3-6

TABLE 3CAircraft Operational Mix ForecastNew Century AirCenter

CURRENT FORECAST2004 Percent 2010 Percent 2015 Percent 2025 Percent

BY TYPEPiston/Helicopter 45,676 89.3% 54,421 82.8% 60,098 80.5% 70,443 76.0%Turboprop 1,400 2.5% 1,971 3.0% 2,540 3.4% 3,893 4.2%Jet 6,518 8.2% 9,308 14.2% 12,062 16.2% 18,364 19.8%Total 53,593 100% 65,700 100% 74,700 100% 92,700 100%BY AIRPORT REFERENCE CODEA-I, A-2, B-I 47,449 88.5% 56,962 86.7% 63,271 84.7% 75,087 81.0%B-II 3,587 6.7% 4,928 7.5% 6,350 8.5% 9,734 10.5%C-I 1,257 2.4% 1,840 2.8% 2,390 3.2% 3,708 4.0%C-II 1,074 2.0% 1,511 2.3% 1,942 2.6% 3,059 3.3%C-III 10 0.02% 66 0.1% 149 0.2% 185 0.2%D-I 48 0.1% 66 0.1% 112 0.2% 185 0.2%D-II 156 0.3% 263 0.4% 374 0.5% 556 0.6%D-III 12 0.02% 66 0.1% 112 0.2% 185 0.2%Total 53,593 100% 65,700 100% 74,700 100% 92,700 100%Source: AirportIQ

Further analysis of the jet operationsshow that 1,289 of the operations wereconducted by aircraft in ARC B-I. Thiscategory includes the smaller businessjets such as the Cessna Citation I (501,525). Aircraft in ARC B-II accountedfor the largest number of jet operationswith 2,657 over the course of the year.Aircraft in ARC B-II would includeCessna Citation models 525A, 550, 560,and 560XL. There were 1,257operations by jets in ARC C-I, whichinclude most Lear jet models. Largerbusiness jets such as the Challenger600, Citation X, and Hawker 800XP fallwithin ARC C-II, accounting for 1,074annual operations. Aircraft in ARC D-II, such as the Gulfstream II and IV,utilized the airport for 156 annualoperations. There were occasionaloperations by aircraft with category IIIwingspans such as the Global Express(ARC C-III) and the Gulfstream V (ARCD-III).

Turboprop aircraft are typically smallerin terms of airport reference code thanjet-powered aircraft. The majority ofturboprop operations (620) wereconducted by aircraft in ARC B-II. Thiscategory would include the Beech KingAir 200 and the Cessna Conquest (425,441). Turboprops in ARC B-I, such asthe Cessna 421 Golden Eagle and thePiper Navajo 31, accounted for 120operations. Turboprops in ARC A-I andA-II accounted for an additional 190operations.

CRITICAL AIRCRAFTCONCLUSION

According to Advisory Circular (AC)150/5325-4A , Runway LengthRequirements for Airport Design, theFAA advises designing all elements tomeet the requirements of the airportsmost demanding aircraft, or critical

3-7

aircraft. This is the aircraft or group ofaircraft accounting for at least 500annual operations. Analysis wasconducted in this section to determinethe current and future critical aircraftutilizing the airport.

The largest based aircraft falls withinARC C-II. Further analysis ofoperations in 2004 indicated that morethan 2,500 were conducted by aircraftin ARC C-II and larger. Aircraft inapproach category D accounted for 216operations. Aircraft in design group IIIaccounted for 22 operations. Thus thecurrent critical aircraft operatingat New Century AirCenter is thefamily of aircraft falling withinARC C-II.

Projections indicate that by theintermediate term of the planningperiod the critical approach categorymay transition to the D categorymaking the critical aircraft D-II. By thelong term, aircraft in airplane designgroup III may account for 370 annualoperations. Thus, the currentcritical aircraft (C-II) is expected totransition to D-II by theintermediate term of the plan. Allairport design elements will beexamined to see that they meet currentC-II standards and that future designswill meet D-II standards. It should benoted that significant air cargooperators typically utilize aircraft inARC D-III or D-IV. If one were to baseoperations from New CenturyAirCenter, the critical aircraft couldchange to the more stringent group IIIand IV standards. Planningconsideration will be given to thispossibility.

AIRFIELD REQUIREMENTS

Airfield requirements include thefacilities needed for the arrival anddeparture of aircraft. The adequacy ofexisting airfield facilities at NewCentury AirCenter has been analyzedfrom a number of perspectives,including:

C Airfield CapacityC RunwaysC TaxiwaysC Safety Area Design StandardsC Navigational Approach AidsC Airfield Lighting, Marking, and

Signage

AIRFIELD CAPACITY

A demand/capacity analysis measuresthe capacity of the airfield facilities (i.e.,runways and taxiways) in order toidentify and plan for additionaldevelopment needs. The capacity of theairfield is affected by several factorsincluding airfield layout, meteorologicalconditions, aircraft mix, runway use,aircraft arrivals, aircraft touch-and-goactivity, and exit taxiway locations. Anairport’s airfield capacity is expressedin terms of its annual service volume(ASV). ASV is a reasonable estimate ofthe maximum level of aircraftoperations that can be accommodated ina year with limited levels of delay.

In accordance with FAA guidelinesspecified in FAA Advisory Circular150/5060-5, Airport Capacity and Delay,the ASV of a two-runway configurationcomparable to New Century, isnormally 230,000 operations. As

3-8

forecasts for the Airport indicate thatactivity through the planning horizonwill remain well below 230,000 annualoperations, the capacity of the existingairfield (runway) system will not bereached and the existing runwayconfiguration can meet operationaldemands.

In addition, FAA Order 5090.3B, FieldFormulation of the National Plan ofIntegrated Airport Systems (NPIAS),indicates that planning for capacityimprovements should be consideredwhen operations reach 60 percent of theairfield’s annual service volume (ASV).Activity through the long term planninghorizon is forecast to reach only 40percent of capacity. The facilityrequirements analysis will focus,therefore, on developing those facilitieswhich will improve safety and serviceconcerns, rather than demand/capacityneeds.

The previous master plan, completed in1988, indicated the possibility of annualoperations exceeding the 60 percentcapacity level. As a result, a parallelrunway was proposed to alleviateanticipated capacity and delay issues.It is believed that aviation activity andforecast activity at the airport haschanged substantially, such that acapacity-adding parallel runway willnot be necessary during the planningperiod.

RUNWAYS

The adequacy of the existing runwaysystem at New Century AirCenter hasbeen analyzed from a number ofperspectives, including runway

orientation, runway length, pavementstrength, and width. From thisinformation, requirements for runwayimprovements were determined for theairport.

Runway Orientation

The airport is served by two runwayswith the Primary Runway 18-36oriented in a north-south manner. Thecrosswind Runway 4-22 is oriented fromthe northeast to the southwest, crossingthe primary runway. For theoperational safety and efficiency of anairport, it is desirable for the primary tobe oriented as close as possible to thedirection of the prevailing wind. Thisreduces the impact of wind componentsperpendicular to the direction of travelof an aircraft that is landing or takingoff.

FAA Advisory Circular 150/5300-13,Change 8, Airport Design, recommendsthat a crosswind runway should bemade available when the primaryrunway orientation provides for lessthan 95 percent wind coverage forspecific crosswind components. The 95percent wind coverage is computed onthe basis of the crosswind componentnot exceeding 10.5 knots (12 mph) forARC A-I and B-I; 13 knots (15 mph) forARC A-II and B-II; 16 knots (18 mph)for ARC C-I through D-II; and 20 knotsfor ARC A-IV through D-VI.

Wind data specific to the airport isavailable and is depicted on Exhibit3B. Runway 18-36 provides 92.08percent wind coverage for 10.5 knotcrosswinds, 95.97 percent coverage at13 knots, and 98.78 percent at 16 knots.

3-9

Thus, a crosswind runway should beprovided to at least B-I standards.Runway 4-22 increases the airport windcoverage at 10.5 knots to 96.19 percent.For all other aircraft, Runway 18-36provides in excess of 95 percent windcoverage.

According to FAA planning standardsthe crosswind runway is necessary andat a minimum should meet safety areastandards for ARC B-I. As there aretimes when Runway 18-36 may not beavailable, such as in wind conditions orwhen routine maintenance is beingconducted, the crosswind should meetstandards for at least B-II.

Runway Length

The determination of runway lengthrequirements for the airport is based onfive primary factors:

C Mean maximum daily temperatureof the hottest month

C Airport elevationC Runway gradientC Critical aircraft type expected to

use the airportC Stage length of the longest nonstop

trip destination (specific to largeraircraft)

The mean maximum daily temperatureof the hottest month for New CenturyAirCenter is 89 degrees Fahrenheit (F).The airport elevation is 1,087 feet abovemean sea level (MSL). The maximum

elevation difference for Runway 18-36is 34 feet with a longitudinal gradient of0.97 percent. Runway 4-22 has anelevation difference of 26 feet and alongitudinal gradient of 0.98 percent.For aircraft in approach categories Aand B, the runway longitudinalgradient cannot exceed two percent. Foraircraft in approach categories C and D,the maximum allowable longitudinalrunway grade is 1.5 percent.

The FAA provides a computer basedmodel to help determine appropriateairport design standards. Table 3Doutlines the results of the FAAcomputer model with regard tominimum runway length needs.

Previous analysis of the operationalfleet mix showed that there were morethan 500 operations by aircraft in ARCC-II and larger. Those aircraftapproximate the upper 25 percent of thebusiness jet fleet. Table 3E identifiesthose business jets that are used in theFAA computer model. Not only do theseaircraft regularly utilize the airport butone of them, the Sabreliner 65 is basedat the airport.

The primary runway at New CenturyAirCenter should be designed toaccommodate C/D-II aircraft with atleast 60 percent useful load. At aminimum the runway should be 6,100feet long. The current 7,339 foot lengthprovides for longer haul flights orheavier aircraft payloads.

3-10

TABLE 3DRunway Length RequirementsNew Century AirCenterAIRPORT AND RUNWAY DATAAirport elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,087 feetMean daily maximum temperature of the hottest month . . . . . . . . . . . . . . . . . . . . . . . 89.00 F.Maximum difference in runway centerline elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 feetLength of haul for airplanes of more than 60,000 pounds . . . . . . . . . . . . . . . . . . . . . . . 1,400 milesWet runwaysRUNWAY LENGTHS RECOMMENDED FOR AIRPORT DESIGNSmall airplanes with less than 10 passenger seats

75 percent of these small airplanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,900 feet95 percent of these small airplanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 percent of these small airplanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3,400 feet4,100 feet

Small airplanes with 10 or more passenger seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,500 feet

Large airplanes of 60,000 pounds or less75 percent of business jet at 60 percent useful load . . . . . . . . . . . . . . . . . . . . . . . 5,500 feet100 percent of business jets at 60 percent useful load . . . . . . . . . . . . . . . . . . . . . 6,100 feet

100 percent of business jets at 90 percent useful load . . . . . . . . . . . . . . . . . . . . . . . . . . 9,000 feetAirplanes of more than 60,000 pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,200 feetSource: FAA Airport Design Computer Program v. 4.2

TABLE 3EAircraft Type as a Percent of the Business Jet FleetNew Century AirCenter

Manufacturer ModelsAirplanes that make up 75 percent of the fleet per Table 3ABeech Jet 400Cessna 500, 525A, 550, 560, 650 (Citation VII)Dessault Falcon 10, 20, 50, 200Hawker 400, 600IAI Jet Commander 1121, Westwind 1123/1124Learjet 20, 31, 35, 36, 45Mitsubishi 300Sabreliner 40, 60, 75a/80, T-39Bae 125-700Raytheon 390 PremierAerospatiale Sn-601 CorvetteRemaining 25 percent of airplanes that make up 100 percent of the fleetBombardier Challenger 600, 601, 604Cessna 650 (Citation III/VI), 750Dessault Falcon 900, 900EX, 2000IAI Astra 1125, Galaxy 1126Learjet 55, 60Hawker 800, 800EX, 1000Sabreliner 65, 75Source: FAA AC 150/5325-4B, Runway Length Requirements for Airport Design.

3-11

Runway 4-22 is 5,130 feet long. Thislength is adequate to meet the needs ofall smaller aircraft and a largepercentage of the business jet fleet. Asa crosswind runway to be designed toARC B-II standards there is no need foradditional length.

Runway Width

Runway 18-36 is 190 feet wide andconstructed of asphalt. The airport isplanning to reduce the runway width to150 feet as part of an upcoming runwayrehabilitation project, scheduled tobegin in fall 2005. FAA designstandards call for a runway width of100 feet to serve aircraft up to ARCC/D-III. A runway shoulder of 10 feetshould be provided as well. Runway 18-36 currently meets FAA criteria forrunway width. Runway 4-22 is 100 feetwide and exceeds FAA standards for aB-II runway which calls for a width of75 feet.

Runway Strength

The pavement strength rating forRunway 18-36 is 75,000 pounds singlewheel loading (SWL). As previouslymentioned, SWL refers to the aircraftweight based upon the landing gearconfiguration with a single wheel on thelanding strut. The primary runway isadditionally strength rated for dualwheel loading (DWL) at 175,000 poundsand for dual tandem wheel loading(DTW) at 350,000 pounds. Thesestrength ratings are comparable to mostcommercial service airports.

The strength rating of a runway canchange over time. Regular usage byheavier aircraft can decrease thestrength rating while periodic runwaymaintenance can increase the strengthrating. As part of this master plan, anengineering study will be conductedthat will provide an indication of thecurrent condition of the runway. In theinterim, care should be given to repairthe concrete as needed in order topreserve both the condition andstrength of the runway.

Runway 4-22 is strength rated at47,000 pounds SWL and 55,000 poundsDWL. Typically, a full B-II runwayshould be at least 30,000 pounds SWL.

Runway/Taxiway Separation

FAA Advisory Circular 150/5300-13,Change 8, Airport Design, discussesseparation distances between aircraftand various areas on the airport. Theseparation distances are a function ofthe approaches approved for the airportand the critical aircraft. New CenturyAirCenter is an ARC C/D-II airport withthe lowest visibility minimum of one-half mile. For this condition, a paralleltaxiway needs to be at least 400 feetfrom the runway centerline. The edgeof aircraft parking areas should be atleast 500 feet from the runwaycenterline. The northern portion ofTaxiway A has a separation distance of450 feet and the southern portion is 500feet. There is currently no paralleltaxiway for Runway 4-22.

3-12

TAXIWAYS

Taxiways are constructed primarily tofacilitate aircraft movements to andfrom the runway system. Sometaxiways are necessary simply toprovide access between the aprons andrunways, whereas other taxiwaysbecome necessary as activity increasesat an airport, to provide safe andefficient use of the airfield.

As detailed in Chapter One, the taxiwaysystem at New Century AirCenterconsists of a near-full length paralleltaxiway, Taxiway A, to the west ofRunway 18-36. The northernmost 600feet does not extend to the runwaythreshold. Taxiway A is 100 feet wideon the northern portion (that portionnorth of the intersection with Runway4-22) and 75 feet wide on the southernportion. The newest taxiway, TaxiwayAA, serving corporate hangardevelopment on the southwest of theairfield, is 35 feet wide. All othertaxiways are at least 40 feet wide.

Recommended taxiway width isdetermined by the Airplane DesignGroup (ADG) of the most demandingaircraft to use the taxiway. Asmentioned previously, the currentcritical aircraft for the airport fallswithin ADG II. FAA criteria call for awidth of 35 feet for taxiways servingaircraft within Design Group II. Alltaxiways at the airport currently meetand most exceed this requirement.

A taxiway object free area (TOFA)applies to taxiways and taxilanes. Thewidth of the TOFA is dependant on thewingspan of critical aircraft. For GroupII aircraft, the TOFA is 131 feet wide,66.5 feet on either side of centerline.The separation distance between thetaxiway/taxilane and any fixed ormovable object is half of the TOFA. Thetaxiway shoulder width requirementsare 10 feet for Group II aircraft. Theshoulders need to be traversable byvehicles and aircraft, should they veeroff the taxiway. Often, a smooth grasssurface is provided. Taxiway designstandards are presented in Table 3F.

TABLE 3FTaxiway Design StandardsNew Century AirCenter

Airplane Design GroupGroup II (49' to 79' wingspan) Group III (79' to 118' wingspan)

Taxiway Width (ft.) 35 50Shoulder Width (ft.) 10 20Object Free Area (ft.)Taxiway OFA 131 186Taxilane OFA 115 162Separation Distances (ft.)Taxiway Centerline to Object 65.5 93Taxilane Centerline to Object 57.5 81Source: FAA AC 150/5300-13, Airport Design, Change 8

3-13

SAFETY AREADESIGN STANDARDS

The FAA has established several safetysurfaces to protect aircraft operationalareas and keep them free fromobstructions that could affect their safeoperation. These include the runwaysafety area (RSA), object free area(OFA) and runway protection zone(RPZ). The dimensions of these safetyareas are dependant upon the criticalaircraft ARC and approach visibilityminimums.

The entire RSA is required to be onairport property. If necessary designstandards push the RSA beyond theairport property line, then fee simpleacquisition will need to be undertaken.The OFA and RPZ can extend beyondairport bounds as long as obstructionsdo not exist in these areas. It is notrequired that the RPZ be under airportownership, but it is stronglyrecommended. An alternative tooutright ownership of the RPZ is thepurchase of avigation easements(acquiring control of designatedairspace within the RPZ). All facilityplanning will consider fee simpleacquisition of any safety areas. Thesafety areas for ARC C-II and D-II arethe same and are visually depicted onExhibit 3C.

Runway Safety Area (RSA)

The RSA is defined in FAA AdvisoryCircular 150/5300-13, Change 8, AirportDesign, as a “surface surrounding therunway prepared or suitable forreducing the risk of damage to airplanesin the event of an undershoot,

overshoot, or excursion from therunway.” The RSA is centered on therunway and dimensioned in accordanceto the approach speed of the criticalaircraft using the runway. The FAArequires the RSA to be cleared andgraded, drained by grading or stormsewers, capable of accommodating thedesign aircraft and fire and rescuevehicles, and free of obstacles not fixedby navigational purpose.

The FAA has placed a highersignificance on maintaining adequateRSAs at all airports due to recentaircraft accidents. Under Order 5200.8,effective October 1, 1999, the FAAestablished the Runway Safety AreaProgram. The Order states, “Theobjective of the Runway Safety AreaProgram is that all RSAs at federally-obligated airports . . . shall conform tothe standards contained in AdvisoryCircular 150/5300-13 Airport Design, tothe extent practicable.” Each RegionalAirports Division of the FAA isobligated to collect and maintain dataon the RSA for each runway at theairport, and perform airportinspections.

For ARC C/D-II aircraft, the FAA callsfor the RSA to be 500 feet wide andextend 1,000 feet beyond the runwayends. The existing condition forRunway 18-36 meets this standard.The RSA standard for Runway 18-36 isexpected to remain constant throughthe planning period. The RSA standardfor B-II aircraft with not lower thanthree-quarter-mile visibility minimumsis significantly smaller with a width of150 feet and a length beyond the end ofthe runway of 300 feet. Due to runwayorientation consideration, the crosswind

3-14

Runway 4-22, should be planned tomeet B-II standards.

Object Free Area(OFA)

The runway OFA is “a two-dimensionalground area, surrounding runways,taxiways, and taxilanes, which is clearof objects except for objects whoselocation is fixed by function (i.e., airfieldlighting).” The OFA is centered on therunway, extending out in accordance tothe critical aircraft design categoryutilizing the runway. For ARC C/D-IIaircraft, the FAA calls for the OFA to be800 feet wide (centered on the runway),extending 1,000 feet beyond eachrunway end. Runway 18-36 currentlymeets OFA standards for ARC C-IIaircraft.

The OFA for B-II aircraft with not lowerthan three-quarter-mile visibilityminimums is 500 feet wide, centered onthe runway, and 300 feet beyond theend of the runway. The OFA for thenorth end of Runway 4-22 extendsbeyond the gravel airport service road.The service road should be relocatedoutside of the OFA.

Obstacle Free Zones (OFZ)

Runways served by an instrumentapproach, as are both runways, mustconsider the FAA’s criteria for the OFZ.The OFZ is an imaginary surface whichprecludes object penetrations, includingtaxiing and parked aircraft. The onlyallowance for OFZ obstructions is visualnavigational aids mounted on frangiblebases which are fixed in their locationby function such as airfield signs.

The FAA’s criterion for runways utilizedby small aircraft with approach speedsgreater than 50 knots requires a clearOFZ to extend 200 feet beyond therunway ends, by 250 feet wide (125 feeton either side of the runway centerline).Runway 4-22 meets this standard. TheOFZ for Runway 18-36 extends 200 feetbeyond the runway ends and is 400 feetwide, centered on the runway. Runway18-36 meets this standard. The OFZ isestablished to ensure the safety ofaircraft operations. If the OFZ isobstructed, the airport’s approachescould be removed or approachminimums could be increased.Currently, there are no OFZobstructions at New Century AirCenter.Future planning should maintain theOFZ.

Runway Protection Zones (RPZ)

Another consideration is the FAArecommendation for compatible landuses. The RPZ is a trapezoidal areacentered on the runway, typicallybeginning 200 feet beyond the runwayend. The RPZ has been established bythe FAA to provide an area clear ofobstructions and incompatible landuses, in order to enhance the protectionof approaching aircraft, as well aspeople and property on the ground. Thedimensions of the RPZ vary according tothe visibility minimums serving therunway and the type of aircraftoperating on the runway. The lowestexisting visibility minimum forapproaches to Runway 36 is one-half-mile. The lowest existing visibilityminimum for the other three runwayends is one mile.

04M

P19

-3C

-4/1

6/06

Exhibit 3CSAFETY AREAS

0 800 1,600

SCALE IN FEET

NORTH

RUNWAY 18-36 (7,339' x 190')RUNWAY 18-36 (7,339' x 190')RUNWAY 18-36 (7,339' x 190')

Closed Runway

Closed Runway

RUNWAY 4-22 (5,130 x 100')

RUNWAY 4-22 (5,130 x 100')

100'100'

REILREILREIL

Taxiway ATaxiway A

44 22 3

55

159t

h St

reet

159t

h St

reet

159t

h St

reet

New Century ParkwayNew Century Parkway

Closed Runway

Taxiway A

211 3

New Century Parkway

Gardner Drive

Gardner Drive

Old 56 Highway

Old 56 Highway

35'35'

Highland Dr.Highland Dr.

Old 56 Highway

35'

Highland Dr.

BK40'40'

40'40'L

C 50'50' 100'100'

RUNWAY 4-22 (5,130 x 100')

100'

Gardner Drive

BK40'

40'L

C 50' 100'

F40'40'

F40'

75'75'75'

Airport Property Line

Runway Safety Area (RSA)

Object Free Area (OFA)

Runway Protection Zone (RPZ)

LEGEND

3-15

All the RPZs are entirely on airportproperty except for the RPZ for theapproach to Runway 36, the south endapproach. Approximately 30 acres ofthis RPZ extends across the Atchison-Topeka & Santa Fe rail line over non-

airport owned property. Located on thisproperty is a Kansas Department ofTransportation maintenance facility aswell as a McDonald’s Restaurant. Theairfield design standards are presentedin Table 3G.

TABLE 3GAirfield Design StandardsNew Century AirCenter

Runway 18 Runway 36 Runway 4 Runway 22ARC C/D-II C/D-II B-II B-IILowest Visibility Minimum 1 Mile ½ Mile 1 Mile 1 MileRunway Protection Zones Inner Width (ft.) 500 1,000 500 500 Outer Width (ft.) 1,010 1,750 700 700 Length (ft.) 1,700 2,500 1,000 1,000Runway Safety Area 500' wide x 1,000' beyond runway 150' feet wide x 300' beyond runwayObject Free Area 800' wide x 1,000' beyond runway 500' feet wide x 300' beyond runwaySource: AC 150/5300-13, Change 8, Airport Design; RPZ begins 200 feet from runway threshold.

NAVIGATIONAL ANDAPPROACH AIDS

Airport and runway navigational aidsare based on FAA recommendations, asdefined in DOT/FAA Handbook7031.2B, Airway Planning StandardNumber One, and FAA AdvisoryCircular 150/5300-2D, Airport DesignStandards-Site Requirements forTerminal Navigation Facilities.

Navigational aids provide two primaryservices to airport operations: precisionguidance to a specific runway and/ornon-precision guidance to a runway orthe airport itself. The basic differencebetween a precision and non-precisionnavigational aid is that the formerprovides electronic descent, alignment(course), and position guidance, whilethe non-precision navigational aidprovides only alignment and positionlocation information; no elevationinformation is given. The necessity of

such equipment is usually determinedby design standards predicated onsafety considerations and operationalneeds. The type, purpose, and volumeof aviation activity expected at theairport are factors in the determinationof the airport’s eligibility fornavigational aids.

Global Positioning System

The advancement of technology hasbeen one of the most important factorsin the growth of the aviation industry inthe second half of the twentiethcentury. Much of the civil aviation andaerospace technology has been derivedand enhanced from the initialdevelopment of technologicalimprovements for military purposes.The use of orbiting satellites to confirman aircraft’s location is the latestmilitary development to be made

3-16

available to the civil aviationcommunity.

The Global Positioning System (GPS)use three or more satellites to derive anaircraft’s location by a triangulationmethod. The accuracy of these systemshas been remarkable, with initial errorof only a few meters. As the technologyimproves, it is anticipated that GPSmay be able to provide accurate-enoughposition information to allow category IIand III precision approaches,independent of any existing ground-based navigational facilities. Inaddition to the navigational benefits, ithas been estimated that GPSequipment will be much less costly thanexisting precision approach landingsystems.

Instrument Approaches

Instrument approach procedures (IAP)are a series of predeterminedmaneuvers established by the FAA,using electronic navigational aids thatassist pilots in locating and landing atan airport during low visibility andcloud ceiling conditions. At NewCentury AirCenter, there are fivepublished instrument approachesprocedures. The approaches areapproved for use by aircraft withapproach speeds in Approach CategoryA, B, C and D.

The capability of an instrumentapproach is defined by the visibility andcloud ceiling minimums associated withthe approach. Visibility minimumsdefine the horizontal distance that thepilot must be able to see to complete theapproach. Cloud ceilings define the

lowest level a cloud layer (defined asfeet above the ground) can be situatedfor a pilot to complete the approach. Ifthe observed visibility or cloud ceiling isbelow the minimums prescribed for theapproach, the pilot cannot complete theinstrument approach.

As previously discussed in Chapter One,the lowest visibility minimum availableis one-half mile using the ILS and GPSapproaches to Runway 36. All otherrunway approaches have a minimum ofone mile. The lowest allowable cloudceiling is 200 feet AGL in associationwith the ILS/GPS approaches toRunway 36. The lowest cloud ceiling forapproaches to Runway 18 is 415 feetAGL. The lowest cloud ceilings forRunway 4-22 is 533 AGL using thecircling VOR-A approach.

These approved approaches areadequate for aircraft operations at theairport, the vast majority of the year.On those occasions when weatherconditions are poor, a one-half mileapproach to the Runway 18 end may behelpful. The one mile minimums for thecrosswind runway will serve thepurpose of that runway, but a straightin approach will aid pilots in poorweather conditions, and shouldultimately be considered.

Visual Approach Aids

Runway 36 provides a MediumIntensity Approach Lighting Systemwith Runway Alignment IndicatorLights (MALSR). The MALSR is asophisticated approach lighting systemthat provides the basic means totransition from instrument flight to

3-17

visual flight for landing. The existingMALSR should be sufficient throughoutthe planning period.

To provide pilots with visual glideslopeand descent information, VisualApproach slope indicators (VASIs) orprecision approach path indicators(PAPIs) are commonly found to the sideof the runway. These systems canconsist of either a two- or four-box unit.Four-box systems are recommended foruse by business jet aircraft.

Currently, Runway 18 is served by afour-box VASI situated to the left side ofthe runway. It is recommended thatthe VASI serving Runway 18 bereplaced by four-box PAPI. This VASIsystem can then be replaced to servethe Runway 22 approach. Runway 36does not have either the VASI or PAPIsystem, nor is one necessary as theprecision glideslope antennae willprovide the needed descent information.Runway 4 is equipped with a PAPI-4system to the left of the approach. Thisunit will be sufficient through the longterm planning horizon.

Runway End Identification Lighting(REIL) provides rapid and positiveidentification of the approach end of therunway. The REIL system consists oftwo synchronized flashing lights locatedlaterally on each side of the runwaythreshold facing the approachingaircraft. Currently, REILs are installedon the Runway 18 threshold only. Withthe MALSR on the Runway 36 end,there is not a need for REILs here.REILs may be considered for thecrosswind runway.

Weather Reporting Aids

The airport is equipped with anAutomated Surface Observing System(ASOS), which provides automatedaviation weather observations 24 hours-a-day. The system updates weathero b s e r v a t i o n s e v e r y m i n u t e ,continuously reporting significantweather changes as they occur, over apublished radio frequency. The ASOSsystem reports cloud ceiling, visibility,temperature, dew point, wind direction,wind speed, altimeter setting(barometric pressure), and densityaltitude (airfield elevation corrected fortemperature). The ASOS system shouldbe maintained.

New Century AirCenter is alsoequipped with an Automated TerminalInformation Service (ATIS). ATISbroadcasts are used by airports to notifyarriving and departing pilots of thecurrent surface weather conditions,runway and taxiway conditions,communication frequencies and otherinformation of importance to pilots.This system is typically found atairports with ATCT, and it should bemaintained.

The airport has a lighted wind cone andsegmented circle which provide pilotswith information about wind conditionsand local traffic patterns. These arevaluable tools to pilots and should bemaintained throughout the planningperiod.

3-18

AIRFIELD LIGHTINGAND MARKING

There are a number of lighting andpavement marking aids serving pilotsusing the airport. These aids assistpilots in locating the airport andrunway at night or in poor visibilityconditions. They also assist in theground movement of aircraft.

Identification Lighting

The location of an airport at night isuniversally indicated by a rotatingbeacon. For civil airports, a rotatingbeacon projects two beams of light, onewhite and one green, 180 degrees apart.The rotating beacon at the airport islocated on top of the airport trafficcontrol tower. A rotating beacon isrequired for the airport to operate atnight and should be maintained in thefuture.

Runway and Taxiway Lighting

Runway identification lighting providesthe pilot with a rapid and positiveidentification of the runway and itsalignment. Runway 18-36 is equippedwith High Intensity Runway Lighting(HIRL), as it is required for runwayswith precision approaches such as existsfor Runway 36. Runway 4-22 isequipped with Medium IntensityRunway Lighting (MIRL). Both of thesesystems should be maintained.

Generally, airports with greater than100 based aircraft should provide

taxiway lighting. Medium IntensityTaxiway Lighting (MITL) is provided onTaxiway A, L, K and portions ofTaxiway B near the east side FBOcomplex.

Both the runway and taxiway lightingcan be controlled by pilots of properlyequipped aircraft by using apredetermined series of clicks on theirradio transponder. Aircraft are onapproach at night, after the ATCT hasclosed, can activate the airfield lightsfor 10 minutes through this procedure.This system allows the runway andtaxiway lights to be set to a lowerintensity or turned off, at night. Bydoing this the airport is able to conserveelectricity and limit the amount of lightemanating from the airport which couldeffect residential neighbors of theairport.

Pavement Markings

Runway markings are designedaccording to the type of instrumentapproach available on the runway.FAA AC 150/5340-1F, Marking of PavedAreas on Airports, provides guidancenecessary to design an airport’smarkings. Runway 18-36 has precisioninstrument markings. These markingsinclude runway designations, runwayedge identification, touch down zones,touchdown point and thresholdidentifiers. Runway 4-22 has basic orvisual markings including runwaydesignations and touchdown points andthe runway centerline. These markingsshould be properly maintained throughthe planning period.

3-19

LANDSIDEREQUIREMENTS

Landside facilities are those necessaryfor the handling of aircraft andpassengers while on the ground. Thesefacilities provide the essential interfacebetween the air and groundtransportation modes. The capacity ofthe various components of each areawas examined in relation to projecteddemand to identify future landsidefacility needs. This includescomponents for commercial service andgeneral aviation needs such as:

C Aircraft HangarsC Aircraft Parking ApronsC General Aviation TerminalC Auto Parking and AccessC Airport Support Facilities

HANGARS

Utilization of hangar space varies as afunction of local climate, security, ownerpreferences and available facilities. Thetrend in general aviation aircraft,whether single or multi-engine, istoward more sophisticated aircraft (and,consequently, more expensive aircraft);therefore, many aircraft owners preferenclosed hangar space to outside tie-downs.

The demand for aircraft storagehangars is dependent upon the numberand type of aircraft expected to be basedat the airport in the future. Forplanning purposes, it is necessary toestimate hangar requirements basedupon forecast operational activity.However, hangar development should

be based upon actual demand trendsand financial investment conditions.

While a majority of aircraft ownersprefer enclosed aircraft storage, anumber of based aircraft will still tie-down outside (due to the lack of hangaravailability, hangar rental rates, and/oroperational needs). Therefore, enclosedhangar facilities do not necessarily needto be planned for each based aircraft.At New Century AirCenter, most basedaircraft are currently stored in hangars.According to staff interviews andairport records, there are approximately13 based aircraft which currently utilizetie-down spaces, of which seven areestimated to desire covered storage.

An effort has been made to determinethe existing aircraft storage mix. Fromthat information, trends can bedeveloped for the future storage mixand priorities can be developed in termsof types and sizes of hangar needs.General aviation airports similar toNew Century AirCenter will typicallyhave 90 percent of the based aircraftstored in enclosed hangars, with theremaining ten percent stored outside onthe apron. Typically, tie-down spacesare utilized by owners of single enginepiston aircraft. New Century AirCentercurrently has a much different storagemix.

Future storage mix will remain much asit is today. Currently 72 percent ofsingle engine aircraft are in a T-hangarunit. By the long term planninghorizon this increases to 75 percent.Conventional/executive hangars,currently housing 28 percent of thesingle engine aircraft, are forecast tohouse 25 by the long term.

3-20

Approximately 90 percent of the multi-engine, jet and helicopter aircraft arestored in conventional/executivehangars and the remaining 10 percentin T-hangars. This same split isutilized through the long term forecast.

New Century AirCenter offers a numberof T-hangar spaces. T-hangars arepopular with aircraft owners having oneaircraft. T-hangars are individualspaces within a larger structure.Aircraft owners are allowed privacy andindividual access to their space. Thereare 90 individual enclosed T-hangarunits providing 119,000 square feetavailable on the airport. Hangar rentalrecords indicate that 85 of these aircraftare single engine pistons and theremaining five are other types ofaircraft. The average size of theexisting T-hangars is approximately1,300 square feet. Future planning willincorporate 1,300 square feet todetermine T-hangar needs.

Conventional and executive hangarsprovide large open-space facilities withno supporting structure interference.Conventional hangars are typically thevery large hangars out of which otherairport services are offered. Both FBOson the airfield operate out of a largeconventional hangar. Executivehangars also provide large open spacebut they are typically much smallerthan the conventional hangars. Theycan also support airport services, asmany on the airfield are also owned bythe FBOs, but they often are utilized forprivate business. Corporate flightdepartments will typically be located ina private executive hangar. The newest

tenant on the airfield, MidwestAerosport, built an executive hangar tosupport their private operations.

When determining how many and ofwhat type of aircraft can be stored inconventional/executive hangarsplanning standards have been applied.For each single engine aircraft theplanning standard of 1,200 square feetis applied. For multi-engine, jets andhelicopters a planning standard of 2,500square feet is used. The U.S. ArmyReserve hangar and their 10 basedChinook helicopters are not consideredin this hangar evaluation.

Typically conventional/executivehangars have a portion of the totalsquare footage reserved for office spaceand/or aircraft maintenance. All areacalculations for aircraft storage considerthe space necessary to accommodate theaircraft. Maintenance and office spaceis calculated to be 175 square feet perbased aircraft and is added at the endfor this analysis.

The current waiting list for T-Hangarspace at IXD contains 254 names.Interviews with airport staff indicatethat approximately 50% of this listwould be an accurate reflection ofpotential new leases as many people areon the same list for Executive Airport.Experience has shown that even whenoffered approximately 75 percent of awell-maintained waiting list willconvert to a lease agreement. Thus, forplanning purposes, 95 of the persons onthe wait list are thought to be likely T-hangar renters in the future, if facilitiesbecome available.

3-21

Table 3H provides the aircraft storageneeds through the long term of theplanning period. The existing waiting

list for hangar space has been includedin this analysis.

TABLE 3HAircraft Storage Hangar RequirementsNew Century AirCenter

Future Requirements

Available Short TermIntermediate

Term Long TermTotal Based Aircraft 185 235 270 340Aircraft to be Hangared 172 218 251 316Hangar Positions RequiredT-Hangar Units 90 121 138 171Conv./Exec. Hangar Spaces 93 97 112 145Hangar Area RequirementsT-hangar Area (sf.) 119,000 145,500 165,800 204,800Conv./Exec. Hangar Area (sf.) 186,000 241,300 280,800 362,000Maintenance Area (sf.) 25,000 41,125 47,250 59,500Total Hangar Area (s.f.) 330,000 427,925 493,850 626,300Source: Coffman Associates analysis.

There is a need in the short term forhangar space of each type. At lease on26,000 square foot T-hangar complexwould be needed to meet the short termT-hangar need. Nearly 55,000 squarefeet of conventional/executive hangarspace is also needed in the short term.Overall, nearly 300,000 square feet ofstorage space is forecast to be neededthrough the planning period.

AIRCRAFT PARKING APRON

A parking apron should provide spacefor the number of locally-based aircraftthat are not stored in hangars,transient aircraft and for maintenanceactivity. New Century AirCentercurrently needs aircraft tie-down spacefor 16 based aircraft and space for 30aircraft by the long term forecast. Forlocal tie-down needs, an additionalfifteen spaces are identified for

maintenance activity (moving aircraftin and out of hangars). A planningcriterion of 650 square yards peraircraft was used to determine theapron requirements for local aircraft.

FAA Advisory Circular 150/5300-13,Change 8, Airport Design, suggests amethodology by which transient apronrequirements can be determined fromknowledge of busy-day operations. AtNew Century AirCenter, the number ofitinerant spaces required wasdetermined to be approximately 18percent of the busy-day itinerantoperations. A planning criterion of 800square yards per aircraft was applied todetermine future transient apronrequirements for single and multi-engine aircraft. For business jets(which can be much larger), a planningcriterion of 1,600 square yards peraircraft position was used. Forplanning purposes, 85 percent of these

3-22

spaces are assumed to be utilized bynon-jet aircraft, which is in line withnational trends.

FAA Advisory Circular 150/5300-13,Airport Design, Appendix 5 utilizesvalues of 300 square yards for localaircraft and 360 square yards foritinerant aircraft when calculatingapron requirements. This planrecommends utilizing the slightly largerfigures presented in order to provideimproved aircraft circulation andground movement efficiency. Thoseapron areas beyond the minimalforecast need may not be eligible forFAA funding.

Total apron parking requirements arepresented in Table 3J. Currently,apron area at the airport totalsapproximately 120,000 square yards(not including 47,000 square yardsdedicated for Army use), with approxi-mately 70 total tie-down positions. Thetotal number of tie-down positionsincludes numerous spaces at the edgesof the apron that are not marked butare utilized as aircraft storage. As iscommon with general aviation airportsconverted from military beginnings,there is an abundance of apron spaceavailable.

TABLE 3JGeneral Aviation Aircraft Parking Apron RequirementsNew Century AirCenter

Available Short Intermediate Long Non-jet Transient Aircraft Positions 61 29 32 40 Apron Area (s.y.) 49,000 22,800 26,000 32,200Transient Business Jet Positions 15 5 6 7 Apron Area (s.y.) 25,000 8,000 9,200 11,400Locally-Based Aircraft Positions 70 31 34 38 Apron Area (s.y.) 45,600 20,200 22,100 24,700Total Positions 146 55 62 75Total Apron Area (s.y.) 120,000 51,000 57,300 68,300

Often apron space is not a matter ofhow much, but where it is located.Additional apron space should alwaysbe considered when new conventionaland executive hangars are constructed.

GENERAL AVIATIONTERMINAL FACILITIES

General aviation terminal facilitieshave several functions. Space isrequired for a pilots’ lounge, flightplanning, concessions, management,

storage, and various other needs. Thisspace is not necessarily limited to asingle, separate terminal building, butcan include space offered by fixed baseoperators for these functions andservices. Both FBOs offer such publicterminal space. Advanced aviationprovides approximately 1,600 squarefeet and Executive Beechcraft providesapproximately 4,000 square feet.

The methodology used in estimatinggeneral aviation terminal facility needsis based on the number of airport users

3-23

expected to utilize general aviationfacilities during the design hour.General aviation space requirementswere then based upon providing 120square feet per design hour itinerantpassenger. The number of design houritinerant passengers is determined bymultiplying design hour itinerantoperations by the number of passengers

on the aircraft (multiplier). Anincreasing passenger count (from 1.9 to2.2) is used to account for the likelyincrease in larger, more sophisticatedaircraft using the airport. Table 3Koutlines the general aviation terminalfacility space requirements for NewCentury AirCenter.

TABLE 3KGeneral Aviation Terminal Area Facilities New Century AirCenter

Available Short TermIntermediate

Term Long TermDesign Hour Operations 33 43 49 61Design Hour Itinerant Operations 18 23 26 33Multiplier 1.8 1.9 2 2.2Total Design Hour Itinerant Passengers 32 44 53 72General Aviation Building Spaces (s.f.) 5,600 5,294 6,350 8,696

As presented in the table, the existingpublic spaces appear adequate throughthe short term of the plan. By the longterm, there may be a need for additionalspace. This space can be provided bythe FBOs dedicating more space forterminal services as needed. It shouldbe noted that the airport administrationbuilding is not considered generalaviation public space and is notincluded in these calculations.

AIRPORT TRAFFICCONTROL TOWER (ATCT)

The existing ATCT is located on top ofthe large conventional hangarmaintained by the Army Reserve Unitbased on the airfield. Controllers in thetower have an obstructed view to theRunway 22 end. In addition, with the

tower located atop the Army Reservehangar, security concerns have beenraised. Finally, the tower is more than40 years old and is in need of extensiverenovations or replacement. Siting anew, stand-alone tower will be includedin the alternative development optionspresented in the next chapter.

SUPPORT REQUIREMENTS

Various facilities that do not logicallyfall within classifications of airside orlandside facilities have also beenidentified. These other areas providecertain functions related to the overalloperation of the airport, and include:automobile parking, fuel storage, andaircraft rescue and firefightingfacilities.

3-24

AUTOMOBILE PARKING

General aviation vehicular parkingdemands have been determined for NewCentury Ai rCe n t e r . S pacedeterminations were based on anevaluation of existing airport use, aswell as industry standards. Terminalautomobile parking spaces required tomeet general aviation itinerantdemands were calculated bymultiplying design hour itinerantpassengers by a multiplier of 2.0, 2.1,and 2.3 for each planning period. Thismultiplier represents the anticipatedincrease in corporate operations, andthus, passengers.

The parking requirements of basedaircraft owners should also beconsidered. Although some ownersprefer to park their vehicles in theirhangars, safety can be compromisedwhen automobile and aircraftmovements are intermixed. For thisreason, separate parking requirements,which consider one-half of basedaircraft at the airport, were applied togeneral aviation automobile parkingspace requirements. Parkingrequirements for the airport aresummarized in Table 3L.

TABLE 3LVehicle Parking RequirementsNew Century AirCenter

Future Requirements

Available Short TermIntermediate

Term Long TermDesign Hour Passengers 32 44 53 72Terminal Vehicle Spaces 50 84 106 159 Parking Area (s.f.) 20,000 33,500 42,300 63,800General Aviation Spaces 300 118 135 170 Parking Area (s.f.) 120,000 47,000 54,000 68,000Total Parking Spaces 350 201 241 329Total Parking Area (s.f.) 140,000 80,500 96,300 131,800

As presented in the table there is plentyof general aviation parking available.Terminal area parking appears to belacking, especially for the east sideFBO. The west side FBO has a largegravel parking lot available for spillover as necessary. Future planning willdevelop more dedicated parking areas tosupport new hangar construction withthe goal of limiting the potentialinteraction of aircraft and vehicles.Locating parking areas in useful areasis critical for a general aviation airport.

If a parking area is not convenientlylocated, then airport users will continueto drive on aircraft surfaces.

FUEL STORAGE

Both FBOs are fuel providers andmaintain their own fuel farms.Executive Beechcraft has their fuelfarm on the east side of the airport nearHangar 5 which includes two aboveground storage tanks; one with a

3-25

20,000-gallon capacity for Jet A fuel andthe second with a 12,000-galloncapacity for AvGas. In addition,Executive Beechcraft maintains fourrefueling trucks. Two of these trucksare used for Jet A fuel with capacities of2,000 and 2,200 gallons. Both AvGasfuel trucks have a capacity of 1,000gallons. Both storage tanks areprotected by concrete barriers and steelpoles which are colored yellow.

Advanced Aviation currently has a12,000-gallon storage tank for AvGasand a 12,000-gallon Jet A fuel tank.They also maintain a Jet A refuelingtruck with a 5,000-gallon capacity andan AvGas truck with a 750-galloncapacity. The fuel tank is protected byconcrete barriers.

The airport has fuel capacity for 41,200gallons of Jet A fuel and 26,750 gallonsof AvGas. As presented in Table 3M,the capacity for AvGas should beadequate through the planning period.It is projected that the two-week supplygoal of Jet A fuel will be exceed withinthe intermediate term of the plan. Asmentioned, additional fuel deliveriescan minimize any shortages in thefuture.

The EPA provides and enforcesstandards for fuel containment aspresented under the Spill PreventionControl and Countermeasure (SPCC)rule found in 40 CFR Part 112. Recentclarifications of these standards apply

to containment of fuel delivery trucks.When mobile refueling trucks arefueling, staged in operating locations sothat they may initiate fueling, ortraveling to and from aircraft, provisionof secondary containment may beimpracticable. In these cases, theairport or FBO in charge of fueldischarge must meet all of the followingrequirements:

1) the facility’s SPCC plan mustdemonstrate the impracticability;

2) the facility must have an oil spillcontingency plan in accordancewith 40 CFR Part 109; and

3) the facility must have a writtencommitment of manpower,equipment, and materials requiredto expeditiously control andremove any quantity of oildischarge that may be harmful(i.e., a contract in place with anemergency responder).

Thus, it is the responsibility of theairport fuel provider to insure that theirabove ground fuel storage tanks, as wellas their delivery trucks, are containedby secondary containment measures.This containment can take many formssuch as dikes or catch basins and mustbe capable of containing a complete spillfrom the largest storage container. TheEPA has left appropriate designmethodologies up to the airportsponsors.

3-26

TABLE 3MFuel Usage (gallons)New Century AirCenter

Av Gas2-Week

Capacity Jet A2-Week

Capacity Total2-Week

Capacity2000 199,701 7,681 537,583 20,676 737,284 28,3572001 169,504 6,519 651,624 25,062 821,128 31,5822002 197,200 7,585 655,194 25,200 852,394 32,7842003 174,870 6,726 631,517 24,289 806,387 31,0152004 163,010 6,270 671,030 25,809 834,040 32,078

Forecast2010 175,000 6,731 827,000 31,808 1,002,000 38,5382015 180,000 6,923 950,000 36,538 1,130,000 43,4622025 190,000 7,308 1,200,000 46,154 1,390,000 53,462

Source: Airport Records

AIRCRAFT RESCUEAND FIREFIGHTING

Johnson County Fire District Number 1serves New Century Air Center and islocated at the south end in the airfield.The fire house is operational 24 hours aday, seven days a week. There are 13firefighters that are NFPA (NationalFire Protection Association) certified foraircraft firefighting and rescue. Theprimary rescue apparatus is theAircraft Rescue Quick Response Unit.It carries 600 gallons of water, 80gallons of aqueous film forming foam,450 lbs of dry chemical and 125 poundsof halon. This is the only aircraft rescueand fire fighting apparatus in thecounty.

In addition, there are four grass firetrucks, three tankers, and four engines.The engines have water capacitiesranging between 500 and 1,000 gallonseach. Each of the three tankers canhold 1,650 gallons of water, while eachof the grass fire truck can store 300gallons of water.

ARFF services do not necessarily haveto be located on the airport. Onlycertified airports providing scheduledpassenger service with greater thannine passenger seats are required toprovide ARFF services. Many corporateflight departments, however, arerequesting ARFF services at theairports they utilize. The availability ofARFF services on the airfield positionsNew Century AirCenter well to attractand accommodate corporate aircraft.New Century is also the only generalaviation airport in the region withARFF services.

SUMMARY

The intent of this chapter has been tooutline the facilities required to meetpotential aviation demands projectedfor New Century AirCenter for theplanning horizon. A summary of theairfield and general aviation facilityrequirements is presented on Exhibits3D and 3E.

TAXIWAYS

NAVIGATIONALAIDS

LIGHTING &MARKING

RUNWAY

TAXIWAYSTAXIWAYS

NAVIGATIONALNAVIGATIONALAIDSAIDS

LIGHTING &LIGHTING &MARKINGMARKING

RUNWAYRUNWAY

TAXIWAYS

NAVIGATIONALAIDS

LIGHTING &MARKING

RUNWAY AVAILABLE SHORT TERM LONG TERMAVAILABLEAVAILABLE SHORT TERMSHORT TERM LONG TERMLONG TERMAVAILABLE SHORT TERM LONG TERM

Exhibit 3DAIRFIELD FACILITY REQUIREMENTS

IXD

-04M

P19

-3D

-10/

27/0

4

Runway 18-367,339' x 190'75,000# SWL

175,000# DWL350,000# DTWL

ARC C/D-II Design

Runway 4-225,130' x 100'47,000# SWL55,000# DWL

ARC B-II Design

Runway 18-36Reduce runway width to 150'

Runway 4-22Relocate service road

out of OFA

Runway 18-36Same

Runway 4-22Same

ATCT

Runway 18-36VASI-4L (17)

REIL (17)Localizer (17)MALSR (35)

ILS Runway 35(1/2 mile for A,B,C aircraft)GPS Runway 17 (1 mile forA,B; 1 1/4 mile for C & D)

Runway 4-22VOR-A (1 mile for A & B;

1 1/2 mile for C; 2 mile for D)

ATCT

Runway 18-36Consider GPS Runway 17

(1/2 mile for C & D aircraft)

Runway 4-22GPS (1 mile)

ATCT

Runway 18-36Same

Runway 4-22Same

Runway 18-36All taxiways wider than 35'

Parallel Taxiway Aprovides 500' separation

Runway 18-36Complete Taxiway A

to Runway 17 threshold

Runway 18-36Same

Rotating Beacon

Segmented Circle/Lighted Windcone

ASOSMITL

Runway 18-36High Intensity Runway Lighting

Precision Markings

Runway 4-22PAPI-4L (4)

MIRLBasic Marking

Paint Compass Rose

Runway 18-36Same

Runway 4-22Same

Same

Runway 18-36Same

Runway 4-22Same

Transient Positions

Locally-Based Aircraft Positions

Total Positions

Total Apron Area (s.y.)

76

70

146

120,000

34

31

55

51,000

38

34

62

57,300

47

38

75

68,300

APRON AREA

AIRCRAFT STORAGE HANGARS

TERMINAL SERVICES ANDVEHICLE PARKING

APRON AREAAPRON AREA

AIRCRAFT STORAGE HANGARSAIRCRAFT STORAGE HANGARS

TERMINAL SERVICES ANDTERMINAL SERVICES ANDVEHICLE PARKINGVEHICLE PARKING

APRON AREA

SHORT TERMNEED

INTERMEDIATENEEDAVAILABLE

LONG TERMNEED

SHORT TERMSHORT TERMNEEDNEED

INTERMEDIATEINTERMEDIATENEEDNEEDAVAILABLEAVAILABLE

LONG TERMLONG TERMNEEDNEED

SHORT TERMNEED

INTERMEDIATENEEDAVAILABLE

LONG TERMNEED

SHORT TERMNEED

INTERMEDIATENEEDAVAILABLE

LONG TERMNEED

SHORT TERMSHORT TERMNEEDNEED

INTERMEDIATEINTERMEDIATENEEDNEEDAVAILABLEAVAILABLE

LONG TERMLONG TERMNEEDNEED

SHORT TERMNEED

INTERMEDIATENEEDAVAILABLE

LONG TERMNEED

SHORT TERMNEED

INTERMEDIATENEEDAVAILABLE

LONG TERMNEED

SHORT TERMSHORT TERMNEEDNEED

INTERMEDIATEINTERMEDIATENEEDNEEDAVAILABLEAVAILABLE

LONG TERMLONG TERMNEEDNEED

SHORT TERMNEED

INTERMEDIATENEEDAVAILABLE

LONG TERMNEED

AIRCRAFT STORAGE HANGARS

Terminal Building Space/FBO Public Space (s.f.)

Total Parking Spaces

Total Parking Area (s.f.)

5,600

350

140,000

5,300

201

80,500

6,350

241

96,300

8,700

329

131,800

TERMINAL SERVICES ANDVEHICLE PARKING

T-hangar Positions

Conventional/ExecutiveHangar Positions

T-Hangar Area (s.f.)

Conventional/ExecutiveHangar Area (s.f.)

Maintenance Area (s.f.)

Total Hangar Area (s.f.)

90

93

119,000

186,000

25,000

330,000

121

97

145,500

241,300

41,125

427,925

138

112

165,800

280,800

47,250

493,850

171

145

204,800

362,000

59,500

626,300

Exhibit 3ELANDSIDE FACILITY REQUIREMENTS

OJC

-04M

P19

-3E

-5/1

7/05

3-27

Following the facility requirementsdetermination, the next step is todetermine a direction of developmentwhich best meets these projected needs.

The remainder of the master plan willbe devoted to outlining this direction,its schedule, and its cost.