Aviation Facility Requirements Chapter Four Port of Portland
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PORT OF PORTLAND Chapter Four AVIATION FACILITY REQUIREMENTS CHAPTER FOUR PORT OF PORTLAND AVIATIONAVIATION FACILITYFACILITY REQUIREMENTSREQUIREMENTS In this chapter, existing components of the airport are evaluated to identify the capacities of the overall system. Once identified, the existing capacity is compared to the forecast activity levels prepared in Chapter Three 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 evaluated in Chapter Five to determine the most cost- effective and efficient means for implementation. As stated previously, the Hillsboro Airport Master Plan covers a 20-year period through 2025. The base year used for starting the forecasting effort and in turn the capacity analysis is the year 2003. The first year for implementation of Master Plan recommendations is expected to be 2006, which will be the beginning of the Short Term Planning Horizon. The Short Term Planning Horizon covers the first five years of the 20-year planning period (2006-2010). The Intermediate Term Planning Horizon encompasses the next five years (2011 4-1 through 2015). The Long Term Plan- schedule of planned improvements ning Horizon would correlate to the provides flexibility in development final 10 years of the planning period since development schedules can be (2016 through 2025). slowed or expedited according to ac- tual demand at any given time over The cost-effective, efficient, and or- the planning period. The resultant derly development of an airport should plan provides airport officials with a rely more upon actual demand at an financially responsible and need-based airport than a time-based forecast. In program. Table 4A presents the order to develop a Master Plan that is planning horizon milestones for each demand-based rather than time-based, activity demand category. a series of planning horizon mile- stones have been established for Hillsboro Airport that take into con- AIRFIELD sideration the reasonable range of REQUIREMENTS aviation demand projections. Airfield facilities include those facili- It is important to consider that during ties that are related to the arrival, de- the 20-year planning period of this parture, and ground movement of air- Master Plan, actual activity at Hills- craft. Theses components include: boro Airport (HIO) may be higher or lower than projected activity levels. $ Runways By planning according to activity $ Navigational Approach Aids milestones, the resultant plan can ac- and commodate unexpected shifts or Instrument Approaches changes in the area’s aviation de- $ Taxiways mand. It is important that the plan $ Airfield Lighting, Marking, and accommodate these changes so that Signage Port of Portland (Port) decision- makers can respond to unexpected The adequacy of existing airfield fa- changes in a timely fashion. These cilities at Hillsboro Airport is analyzed milestones provide flexibility, while from a number of perspectives within potentially extending this plans useful each of these components, including life if aviation trends slow or acceler- (but not limited to): airfield capacity, ate over the period. runway length/width, runway pave- ment strength, Federal Aviation Ad- The most important reason for utiliz- ministration (FAA) design standards, ing milestones is that they allow the navigational aids, airspace configura- airport to develop facilities according tion, and air traffic control. to needs that are generated by actual demand levels. A demand-based 4-2 TABLE 4A Planning Horizon Activity Levels Short Term Intermediate Term Long Term Planning Planning Planning Horizon Horizon Horizon 2003 (0-5 years) (6-10 years) (11-20 years) Based Aircraft Single Engine Piston 244 256 265 284 Multi-Engine Piston 35 37 38 41 Turboprop 13 17 19 23 Turbojet 41 56 63 79 Helicopter 29 32 34 37 Other 1 1 1 1 Total Based Aircraft 363 399 420 465 Annual Operations Itinerant General Aviation 83,381 99,000 105,700 119,700 Air Taxi 9,561 11,300 14,200 17,100 Military 503 900 900 900 Subtotal Itinerant 93,445 111,200 120,800 137,700 Local General Aviation 160,261 158,500 166,900 184,700 Military 141 600 600 600 Subtotal Local 160,402 159,100 167,500 185,300 Total Annual Operations 253,847 270,300 288,300 323,000 AIRFIELD CAPACITY For this capacity analysis, only those operations utilizing the runway sys- An airport’s airfield capacity is ex- tem were considered. For Hillsboro pressed in terms of its annual service Airport, this includes all fixed-wing volume (ASV). An airport’s annual aircraft operations (both itinerant and service volume is a reasonable esti- local) and itinerant helicopter opera- mate of the maximum level of aircraft tions. Since helicopter training opera- operations that can be accommodated tions at Hillsboro Airport operate to at HIO in a year. Annual service vol- taxiways and other landing areas, ume accounts for annual differences in they are not considered in the capacity runway use, aircraft mix, and weather analysis since they do not dictate the conditions. Hillsboro Airport’s annual need for additional runways. Table service volume was examined utilizing 4B summarizes annual operational FAA Advisory Circular (AC) 150/5060- levels considered in the capacity 5, Airport Capacity and Delay. analysis. 4-3 TABLE 4B Annual Operations For Capacity Calculations Intermediate Short Term Term Long Term Planning Planning Planning 2003 Horizon Horizon Horizon Fixed Wing Operations Itinerant 79,009 96,700 106,300 123,200 Local 86,702 85,400 93,800 111,600 Subtotal Fixed Wing 165,711 182,100 200,100 234,800 Helicopter Itinerant 14,436 14,500 14,500 14,500 Total Operations 180,147 196,600 214,600 249,300 Factors Influencing type of aircraft may operate on the Annual Service Volume runway and if operations can occur during poor weather conditions. Exhibit 4A graphically presents the various factors included in the calcula- Runway Configuration: Hillsboro tion of an airport’s annual service vol- Airport has two runways in an inter- ume (ASV). These include: airfield secting configuration. Runway 12-30 characteristics, meteorological or is the longest runway at the airport weather conditions, aircraft mix, and and currently serves the mix of large demand characteristics (the mix of dif- business jet aircraft and general avia- fering types of aircraft operations). tion aircraft which use the airport. These factors are described below. The precision instrument approach is aligned with Runway 12. Runway 2- 20 is the crosswind runway and pri- • AIRFIELD CHARACTERISTICS marily serves small general aviation aircraft. The layout of the runways and taxi- ways directly affects an airfield’s ca- Runway Use: Runway use is nor- pacity. This not only includes the lo- mally dictated by wind conditions. cation and orientation of the runways, The direction of takeoffs and landings but the percent of time that a particu- is generally determined by the speed lar runway or combination of runways and direction of wind. It is generally is in use and the length, width, weight safest for aircraft to takeoff and land bearing capacity, and instrument ap- into the wind, avoiding high crosswind proach capability of each runway at (wind that is blowing perpendicular to Hillsboro Airport and whether or not the direction of travel of an aircraft) or the airport has radar coverage. The tailwind components during such op- length, width, weight-bearing capac- erations. At Hillsboro Airport, most ity, and instrument approaches avail- aircraft depart to the northwest able to a runway determine which (Runway 30) due to the prevailing 4-4 AIRFIELD LAYOUT 03MP01-4A-8/23/04 Runway Configuration Runway Use Number of Exits WEATHER CONDITIONS VFR IFR PVC AIRCRAFT MIX && AA BB Beechcraft Bonanza Cessna Citation SAAB 340 Beechcraft King Air Cessna 441 CC Gulfstream OPERATIONS 7 6 Arrivals and Total Annual 5 4 3 2 Departures Operations 1 JFMAMJJASOND Touch-and-Go Operations PORT OF PORTLAND Exhibit 4A FACTORS INFLUENCING ANNUAL SERVICE VOLUME wind flows from the west and the Without radar coverage, additional preferential runway use program. For spacing and control measures must be this capacity analysis, Runway 30 was implemented to ensure aircraft safety. assumed to be used most of the time. Hillsboro Airport currently lacks radar However, the use of both Runway 12- coverage to the surface. This dimin- 30 and Runway 2-20 simultaneously ishes the annual service volume by was assumed. During periods when less than one percent. In poor wind conditions require the use of weather conditions, hourly capacity is Runway 2-20 for small general avia- reduced by nearly eight percent tion aircraft, larger aircraft may need to use Runway 12-30 due to its longer • METEOROLOGICAL length. During these periods, aircraft CONDITIONS are sequenced to allow for departures and landings to both runways. Weather conditions can have a signifi- cant affect on airfield capacity which Exit Taxiways: Exit taxiways have a is usually at its peak during clear significant impact on airfield capacity weather (i.e., flight visibility is at its since the number and location of exits best). Airfield capacity is diminished directly determines the occupancy as weather conditions deteriorate and time of an aircraft on the runway. cloud ceilings and visibility are re- Runway 12-30 has eight exit taxiways, duced. As weather conditions deterio- while Runway 2-20 has four exit taxi- rate, the spacing of aircraft must in- ways. crease to provide allowable margins of safety.