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HomeMy WebLinkAboutChapter 8 - Airport Layout Plans I I I I I I I I I I I I I I I I I I I AIRPORT LAYOUT PLANS 01"" f,',I,:BJ>0"I1;\u'i ~...~~".~' ~C~ HOM[ <:;r PWC-AN t"I.ANO I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update art" Sf.BAST~ ~' - . r- -..:;; '.' --- ~-'" .. HOME Of PtLlCAN tslAND Chapter Eight - Airport Layout Plans INTRODUCTION This chapter describes in narrative and graphic form the Airport Layout Plan (ALP) set developed for the 20-year planning period of this master plan. These plans identify areas needed for aviation related development during and beyond the planning period, as well as the available land on the airport, which can be used for revenue support. The plans will also serve as a reference for airport management to evaluate existing and/or future obstruction disposition in conjunction with the Federal Aviation Administration (FAA) criteria. The ALP set presented becomes the official development plans for the airport, which will be amended or revised over time to reflect changes in aviation demand in the City of Sebastian, as well as the surrounding areas served by Sebastian Municipal Airport. The ALP set consists of nine separate drawings, which have been prepared on a computer-assisted drafting system to graphically depict the recommended airfield layout, critical approach and safety surfaces, and the layout of the general aviation terminal facilities. These drawings also depict the recommended closure of Runway 13-31 and re-opening of Runway 9-27. The drawing set includes: + + + + + + + + + Airport Layout Plan Terminal Area Plan Runway 4-22 Protection Zone Plans and Profiles Runway 13-31 Protection Zone Plans and Profiles Runway 9-27 Protection Zone Plans and Profiles Existing FAR Part 77 Surfaces Future FAR Part 77 Surfaces Airport Land Use Plan Airport Property Map The recommended development scheme addresses, to the maximum extent feasible, the needs first identified in the assessment of the facility requirements, which were then analyzed further to arrive at a flexible development scheme meeting long-term airport goals. DESIGN STANDARDS Sebastian Municipal Airport is identified by the FAA as a general aviation airport in the national airport system. General aviation airports are planned and designed to accommodate aircraft in certain design groups with maximum weight categories. Federal criteria for planning are, in many instances, advisory in nature and are designed to provide flexibility in their application to ensure the safety, economy, and efficiency of the airport. The design standards outlined in this master plan should be followed to ensure compliance with Federal criteria. Failure to comply with these design standards, or to seek and be granted modifications to them, could result in loss of eligibility for Federal and/or State grants for future airport development. The determination of appropriate design criteria for the development of the airport was based on the physical characteristics of the aircraft which currently use, and are forecast to utilize the airport. As mentioned in the facility requirements section of this study, the airport's primary runway requires dimensional standards to meet the requirements of Design Group II (wingspans of 49-78 feet), while the crosswind runway is only required to meet Design Group I (wingspans less than 49 feet) criteria. The existing airfield facilities were analyzed and related to the standards described above. In addition, other facilities were analyzed against the forecast demand to 2002 8-1 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update art" Sf.B~T~ ~S~ HOME Of P'WCAN ISlAND determine adequacy of service. Deficiencies in eXIstmg airport facilities, both airside and landside, were identified, and where feasible, improvements have been recommended. The minimum design standards used for Sebastian and applicable to all future development are summarized in Table 8-1. TABLE 8-1 MINIMUM REQUIRED AIRPORT DESIGN STANDARDS Runway 4-22 Runway 13-31 Runway 9-27 Airport Reference Code B-II B-I B-I Runway Width (ft.) 75 75 75 Taxiway Width (ft.) 35 25 25 Runway-Taxiway Separation (ft.) 240 225 225 Runway Object Free Area Width (ft.) 500 400 400 Taxiway Object Free Area Width (ft.) 131 89 89 Source: FAA AC 150/5300-13 Change 6. AIRPORT LAYOUT PLAN The Airport Layout Plan (ALP) graphically presents existing and ultimate airport layout, airport data, runway data, buildings, ground contour elevations, and the orientation of roads, easements, and structures in the immediate vicinity of the airport. This information is presented on Sheet 1. The ALP becomes the official guidance for the City of Sebastian, when approved by the FAA and the Florida Department of Transportation (FDOT), in making future decisions on funding of airfield improvements or other requests for development on the airport property. With this in mind, at the initiation of this study, a computer-aided drafting system was utilized to prepare this drawing, as well as each of the other drawings explained in the following pages. By having the final drawing in both a hard-line form and on computer software, the City of Sebastian will be able to continually update this drawing as needed, and ensure that the FAA and FDOT always have an official ALP reflective of current conditions. Most of the information presented on the ALP has been analyzed in proceeding chapters, justifying the need for recommended development. While the ALP is the comprehensive drawing outlining all of the existing and future development of the airport, additional drawings are provided to provide more detail of items such as terminal/general aviation development, runway protection zone areas, runway approach zones, land use, and airport property. The most prominent airfield change is the eventual closing of Runway 13-31 and the re-opening of Runway 9-27. An advantage of the new runway configuration is the ability to develop the north side of the airport for both aviation and non-aviation related uses. A number of airfield improvements have been depicted on the ALP to improve the efficiency of the taxiway system, to provide additional parking for aircraft, and to maintain efficient flow of aircraft to and from facilities on the airfield. Other improvements shown include the development of full- length parallel taxiways for both Runway 4-22 and Runway 9-27. Several hangar improvements are required over the course of the planning period, including the construction of new T-hangars to accommodate based aircraft. A significant improvement depicted on the ALP sheet is the future development of a centrally located general aviation terminal area. This will be discussed in greater detail in the following section. 2002 8-2 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update art" Sf.BAST~ ~' ,," .""' -. "'-'...- .'" .~,-~ - HOME Of PWCAN ~D TERMINAL AREA PLAN The Terminal Area Plan (TAP) depicts the same configuration and dimensional information shown on the ALP drawing, but provides a larger scale version so that certain additional features and greater detail of the general aviation facilities can be discerned. The plan includes the recommended access roads, parking areas, buildings, hangars, fueling facilities, and areas that have been reserved for non-aviation development. The TAP is Sheet 2 of the ALP plan set. As depicted on the TAP, future access into the general aviation terminal area is provided by using the north portion of what is currently the Runway 13-31 pavement. The access road was maintained on the north side of the pavement alignment to provide the maximum amount of developable land for airport facilities. This road terminates at the proposed Fixed Based Operator (FBO) facility on the northwest side of the future runway intersection. The main FBO general aviation terminal is depicted as a 4,300 square foot building. This structure has been laid out to allow an initial structure of approximately 2,100 square feet with two additions of approximately 1,100 square feet each. Additional FBO facilities include a 10,000 square foot clearspan hangar, an aircraft fuel farm, roughly 11,000 square yards of ramp space, and twenty T-hangars. The remaining facilities consist of various private clearspan hangars, ranging in size from 3,600 to 10,000 square feet. Two of the largest hangars have been located between the sites reserved for Velocity's relocation and the future FBO. This location will allow a large tenant (such as aircraft maintenance or flight-training) enough space to efficiently operate to and from the airfield. With the exception of the two rows of T -hangars, all of the taxiways and taxilanes in the terminal area have been designed to accommodate Design Group II aircraft. The west side of the TAP shows a continuation of the current uses. The greatest changes include the official designation of a taxiway running down the east side of the old Runway 18-36 alignment. Using Design Group II criteria, this taxiway will delineate the area that should be used for the parking of aircraft and that area which is required to maintain the safe and efficient movement of aircraft. An enhancement in this area includes a 21,000 square yard aircraft parking apron. This ramp would provide tiedown space for approximately 23 small aircraft. The taxilane on the east side of the proposed ramp has also been planned to Design Group II standards so as not to limit the type of tenants that could build hangars in this location. It should be noted that the ramp has been designed so that it may be constructed before or after the closure of Runway 13-31. Thirty additional T -hangars are shown on the lot north of the current Aerotrace leasehold. These have been depicted to reflect how this parcel can be developed for aviation related use once Runway 13-31 is closed. Land north of the access road into the general aviation area has been reserved for various sized industrial and commercial parcels. As depicted on Sheet 8 of the ALP set, this area is currently zoned for industrial use. PROTECTION ZONE PLANS AND PROFILES The Runway Protection Zone (RPZ) Plans illustrate in detail the approach area immediately beyond the ends of the runways at Sebastian. The primary purpose of the RPZ is for the protection of people and property on the ground. Therefore, the areas within the RPZs should be kept free of obstacles that could constitute a hazard to aircraft approaching or departing the airport. The sheets also depict the existing and ultimate approach surfaces for each runway end. These drawings depict the location of roadways, structures, natural ground elevations, and other man-made or natural features within the limits of the RPZs and approach surfaces. Details on each drawing are provided for objects that penetrate the approach surfaces or violate the Object Free Area criteria. These obstructions are listed numerically in an obstruction table with data describing the obstruction, obstruction elevation, and impact to the various approach surfaces. Additionally, the drawings depict the configuration of the required Runway Safety Areas for each runway end. A field survey was conducted in 2002 8-3 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update art" SEBAST~ ~-' ~_ - ,r- -..;;: _ . ....-.~ ,_ ..'i _ -.- HOME Of PUICAN ISLAND September of 2000. At that time, the recommendation to re-open Runway 9-27 and close Runway 13-31 had not been made; therefore, the survey only included the approaches to Runway 4-22 and Runway 13-31. The RPZs and approach surfaces for Runway 4-22 are shown on Sheet 3. The existing 20:1 and future 34:1 approach slopes for both ends are depicted. As indicated on the drawing, the existing visual approach surfaces (20: 1) have minimal obstruction issues. These consist of a few trees located off the ends and to the sides of both runways. Likewise, trees will also penetrate the future non-precision instrument approach slopes (34:1). There is one overhead power pole (called out as Object 4H) that penetrates the 34: 1 approach surface to Runway 4. Florida Power and Light (FPL) needs to be contacted to determine what it will require to get this overhead service placed underground before a non-precision instrument approach is established. Sheet 4 displays the RPZs and approach surfaces for Runway 13-31, which has visual (20:1) approaches to both ends. This drawing only depicts the existing approaches since the runway has been recommended for closure. Nonetheless, the existing obstructions, which are all trees and other vegetation, should be removed to ensure the safety of operations while the runway is still active. The future RPZs and approach surfaces for Runway 9-27 are depicted on Sheet 5. Because this runway is only required for small aircraft, the utility designation (aircraft less than 12,500 pounds) simply requires a 20: 1 approach surface for both visual and non-precision approaches. It should be noted that there are known obstructions off both ends of Runway 9-27; however, as noted previously, no survey has been conducted. Once the existing structures have been relocated and the pavement is reconstructed, a survey should be conducted. As depicted, it is anticipated that a number of the trees will penetrate the approaches to both runway ends. Also, at least one overhead power pole will also be an obstruction. Prior to the re-opening of this runway, FPL should be contacted to either relocate, lower, or place the utility underground. Likewise, the vegetative obstructions will also need to be identified and removed. FAR PART 77 IMAGINARY SURFACES The two plans (Sheets 6 and 7) for the FAR Part 77 Surfaces were developed utilizing the criteria found in Federal Aviation Regulation (FAR) Part 77, "Objects Affecting Navigable Airspace." In order to protect the airspace and approaches to each runway from hazards that could affect the safe and efficient operation of the airport, federal criteria has been established for use by local planning and land use jurisdictions to control the height of objects in the vicinity of the airport. The specific imaginary surfaces, which shall be protected from obstructions, include: Primary Surface - A rectangular area symmetrically located about each runway centerline and extending a distance of 200 feet beyond each runway threshold. Width of the Primary Surface is based on the type of approach a particular runway has, while the elevation follows, and is the same as that of the runway centerline, along all points. Horizontal Surface - A level oval-shaped area situated 150 feet above the established airport elevation, extending 5,000 or 10,000 feet outward, depending on the runway category and approach procedure available. Conical Surface - Extends outward for a distance of 4,000 feet beginning at the outer edge of the Horizontal Surface, and sloping upward at a ratio of 20: 1. Approach Surfaces - These surfaces begin at the end of the Primary Surface (200' beyond the runway threshold) and slope upward at a ratio determined by the runway category and type of approach available 2002 8-4 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update art" SEBAST!AN ~' _ ----.r-..... ~ '~,.v_.,-.'-'-- HOME OF PU.JCAN ISLAND to the runway. The width and elevation of the inner end conforms to that of the Primary Surface while approach surface width and length to the outer end are also governed by the runway category and approach procedure available. Transitional Surface - A sloping area beginning at the edges of the Primary and Approach Surfaces and sloping upward and outward at a 7: 1 slope. The Part 77 Surface plans are a graphic depiction of these criteria. These drawings, used in conjunction with local ordinances, will permit the City of Sebastian as well as Indian River County, to readily determine if construction of a proposed structure in the airport vicinity will penetrate any of the airspace surfaces. The Part 77 Surfaces in this ALP set should be incorporated into any height and hazard-zoning ordinance, which the City of Sebastian and Indian River County has in place, or implements in the future. Design criteria for surface heights, angles, and radii on these plans are determined by airport category and runway approach instrumentation, for both existing and ultimate conditions. While currently all runway ends utilize only visual approaches, future non-precision approaches are expected at the airfield. The Part 77 Imaginary Surfaces plan depicts all known obstructions that project into one or more of the airports existing and ultimate imaginary surfaces. In addition to the vegetation and power poles described previously, there is only record of one other obstruction. This obstruction is a 173-foot tower just north of Main Street and to the east of the airport. With the ground elevation, the overall height of the tower is 198 feet above mean sea level. This penetrates the horizontal surface by 24.9 feet. This penetration will place slight limitations on the future non-precision approaches planned for the airport. Currently the tower does not have an obstruction light. Due to the proximity of the airport, it is recommended that the City of Sebastian pursue requiring the owner of this tower to have an approved obstruction light installed. AIRPORT LAND USE PLAN The Airport Land Use Plan, Sheet 8, shows the existing City of Sebastian and Indian River County land use designations for the airport and the property immediately surrounding the airfield. There are no changes required or proposed to the designations established. The plan also depicts the 2012 noise contours that were generated as part of this study. As can be seen, these contours do not affect any land that is not currently owned by the airport. AIRPORT PROPERTY MAP The Airport Property Map, Sheet 9, is intended to accurately show all of the details associated with the current airport property line. Existing leaseholds are included on both the ALP and TAP sheets. To develop this property map, a survey was conducted with the last day of field work occurring on October 18, 2000. Details contained on the sheet describe all of the features of the property, as well as the documentation of source data and any limitations. Due to the amount of undeveloped land at the airport, no land acquisition is required or recommended in this master plan study. SUMMARY The preceding chapters have identified the anticipated level of activity at Sebastian Municipal Airport, converted that demand into facility needs, and investigated the alternatives available to address the demand. From the alternatives analysis a set of development actions were selected for use in preparing the ALP set. The next step in the process is to identify the development schedule for implementing the proposed improvements and the cost associated with those actions. Additionally, the funding sources available for implementing the program will be identified and evaluated. 2002 8-5