Aviation Facility Requirements Chapter Four Port of Portland

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 actual 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 milestones 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 pavement 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 taxiways 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 significant 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. The increased distance be- The airfield capacity analysis gives tween aircraft reduces the number of credit to exits located within a pre- aircraft which can operate at HIO dur- scribed range from a runway's thresh- ing any given period. This conse- old. This range is based upon the mix quently reduces overall airfield capac- index of the aircraft that use the run- ity. way. The exits must be at least 750 feet apart to count as separate exits. FAA AC 150/5060-5, Airport Capacity For Hillsboro Airport, the exit taxi- and Delay, defines three categories of ways must be within 2,000 to 4,000 meteorological conditions for use in feet from the runway threshold. Fol- determining capacity analysis. The lowing this criteria, each runway is meteorological conditions are defined credited with only two exits. This re- by reported cloud ceiling and flight duces capacity by approximately six visibility. Visual Flight Rules (VFR) percent. conditions exist whenever the cloud ceiling is greater than 1,000 feet above Radar Coverage: Radar coverage ground level (AGL), and visibility is improves air traffic control sequencing greater than three statute miles. VFR during poor weather conditions. Since conditions permit pilots to approach, the air traffic controller has positive land or takeoff by visual reference, contact with an aircraft, closer separa- and to see and avoid other aircraft. tion distances can be maintained. Airfield capacity is highest during

4-5 VFR conditions. Instrument Flight feet above the ground and/or visibility Rules (IFR) conditions exist when the is less than one mile. Similar to IFR reported ceiling is less than 1,000 feet conditions, PVC conditions result in above ground level but greater than diminished airfield capacity due to in- 500 feet above the ground and/or visi- creased in trail distances between ar- bility is less than three statute miles riving aircraft. but greater than one mile. Under IFR conditions, pilots must rely on instru- For this analysis, meteorological con- ments for navigation and guidance to ditions between 1993 and 2002 were the runway. Other aircraft cannot be collected for Hillsboro Airport from the seen and safe separation between air- National Oceanic and Atmospheric craft must be assured solely by follow- Administration (NOAA). Table 4C ing air traffic control rules and proce- summarizes the percentage of time dures. This leads to increased in trail each meteorological condition pre- distances between arriving aircraft, vailed at Hillsboro Airport based upon which diminishes airfield capacity. recorded observations. Poor Visibility Conditions (PVC) exist when the cloud ceiling is less than 500

TABLE 4C Weather Conditions Observations % of Total Visual Flight Rules (VFR) 74,660 93.0% Instrument Flight Rules (IFR) 3,999 5.0% Poor Visibility Conditions (PVC) 1,648 2.0% Total 80,307 100.0% Source: National Oceanic and Atmospheric Administration, National Climatic Data Center, Hillsboro Airport 1993-2002

• AIRCRAFT MIX Aircraft mix for the capacity analysis is defined in terms of four aircraft Aircraft mix refers to the speed, size, classes. Classes A and B consist of and flight characteristics of aircraft single and multi-engine aircraft operating at an airport. As the mix of weighing less than 12,500 pounds. aircraft operating at an airport in- Aircraft within these classifications creases to include larger aircraft, air- are primarily associated with general field capacity begins to diminish. This aviation operations, but does include is due to larger separation distances some business turboprop and business that must be maintained between air- jet aircraft (e.g., the Cessna Citation craft of different speeds and sizes. business jet and Beechcraft King Air).

4-6 Class C consists of multi-engine air- jet aircraft). No aircraft within Class craft weighing between 12,500 and D currently operate, or are expected to 300,000 pounds. This is a broad clas- operate, at HIO. Table 4D summa- sification that includes business jets, rizes operations by aircraft type and turboprops, and large commercial air- class for Hillsboro Airport through the line aircraft. Most of the business jets planning period. These projections in the national fleet are included were derived from the forecast opera- within this category. Class D includes tional fleet mix as determined in all aircraft weighing over 300,000 Chapter Three. pounds (i.e., wide-bodied and jumbo

TABLE4D Aircraft Operational Fleet Mix, By Classification Hillsboro Airport Aircraft Type Short Intermediate Long (Class) 2003 % Term % Term % Term % Single Engine Piston (A&B) 141,122 78.3% 152,400 77.5% 166,800 77.7% 194,300 77.9% Multi-Engine Piston (A&B) 7,518 4.2% 8,600 4.4% 9,400 4.4% 10,800 4.4% Helicopters (A&B) 14,436 8.0% 14,500 7.4% 14,500 6.8% 14,500 5.8% Turboprop (C) 7,219 4.0% 8,800 4.5% 10,100 4.7% 13,000 5.2% Turbojet (C) 9,852 5.5% 12,300 6.2% 13,800 6.4% 16,700 6.7% Totals 180,147 100.0% 196,600 100.0% 214,600 100.0% 249,300 100.0%

For the capacity analysis, the percent- percentage of Class C aircraft ex- age of Class C aircraft operating at pected to operate at HIO through the HIO is critical in determining the an- planning period. Consistent with pro- nual service volume since this class jections prepared in Chapter Three, includes the larger and faster aircraft the operational fleet mix at HIO is ex- in the operational mix. As the per- pected to slightly increase its percent- centage of Class C aircraft operating age of Class C aircraft throughout the at HIO increases, ASV begins to di- planning period, as business and cor- minish. Table 4E summarizes the porate use of the airport increases.

TABLE 4E Total Operations by Classification Hillsboro Airport Short Intermediate Long Class 2003 % Term % Term % Term % A&B 163,076 90.5% 175,500 89.3% 190,700 88.9% 219,600 88.1% C 17,071 9.5% 21,100 10.7% 23,900 11.1% 29,700 11.9% Totals 180,147 100.0% 196,600 100.0% 214,600 100.0% 249,300 100.0%

4-7 • DEMAND CHARACTERISTICS Peak Period Operations: For the airfield capacity analysis, average Operations, not only the total number daily operations and average peak of annual operations, but the manner hour operations during the peak in which they are conducted, have an month are calculated. These figures important effect on airfield capacity. were derived from the peak period Peak operational periods, touch-and- forecasts prepared in Chapter Three. go operations, and the percent of arri- Table 4F summarizes peak period vals impact the number of annual op- figures for Hillsboro Airport that were erations that can be conducted at an used in the capacity analysis. airport.

TABLE 4F Peak Period Summary Hillsboro Airport Short Intermediate Long 2003 Term Term Term Annual Operations 180,147 196,600 214,600 249,300 Peak Month 21,618 23,592 25,752 29,916 Design Day 721 786 858 997 Design Hour 144 157 172 199 Ratio of Annual to Daily Demand 250 250 250 250 Ratio of Daily to Peak Hour Demand 6.15 6.15 6.15 6.15

Touch-and-Go Operations: A fixed-wing operations at HIO. This touch-and-go operation involves an level of activity increases the hourly aircraft making a landing and an im- capacity by 40 percent. mediate takeoff without coming to a full stop or exiting the runway. These Percent Arrivals: The percentage of operations are typically associated arrivals as they relate to the total op- with general aviation training opera- erations in the design hour is impor- tions. Touch-and-go activity is tant in determining airfield capacity. counted as two operations since there Under most circumstances, the lower is an arrival and a departure involved. the percentage of arrivals, the higher A high percentage of touch-and-go the hourly capacity. However, except traffic normally results in a higher op- in unique circumstances, the aircraft erational capacity because one landing arrival-departure split is typically 50- and one takeoff occurs within a 50. For HIO, traffic information indi- shorter time period when compared to cated no major deviation from this individual operations. Fixed wing pattern, and therefore arrivals were touch-and-go activities represent ap- estimated to account for 50 percent of proximately 48 percent of total annual design period operations.

4-8 • CALCULATION OF ANNUAL and-go training activity, and the num- SERVICE VOLUME ber and locations of runway exits become important factors in determining The preceding information was used the hourly capacity of each runway in conjunction with the airfield capac- configuration. The hourly capacity cal- ity methodology developed by the FAA culations for Hillsboro Airport (assum- to determine airfield capacity for ing the existing airfield configuration) Hillsboro Airport. are summarized in Appendix C to this report. Hourly Runway Capacity: The first step in determining annual service Annual Service Volume: Once the volume involves the computation of hourly capacity is known, the annual the hourly capacity of each runway in service volume can be determined. use configuration. The percentage use Annual service volume is calculated by of each runway, the amount of touch- the following equation:

Annual Service Volume = C x D x H

C = weighted hourly capacity D = ratio of annual demand to average daily demand during the peak month H = ratio of average daily demand to average peak hour demand during the peak month

Following this formula, the current the annual service volume. By the end and future annual service volume for of the planning period, without any Hillsboro Airport has been estimated. capacity improvements, the total an- Table 4G summarizes annual service nual operations can be expected to volume data for Hillsboro Airport represent 154% of annual service vol- through the planning period assuming ume. the existing airfield configuration as well as three capacity-enhancing sce- FAA Order 5090.3B, Field Formula- narios of development. tion of the National Plan of Integrated Airport Systems (NPIAS), indicates Exhibit 4B compares annual service that improvements for airfield capac- volume for the existing airfield con- ity purposes should be considered figuration to 2003 and forecast opera- when operations reach 60 percent of tional levels. As evident on the exhibit, the ASV. Capacity improvements HIO is currently operating slightly be- should be implemented when an air- yond its existing conditions annual port exceeds 80 percent of the ASV. service volume. The 2003 total of At current operational levels, methods 180,147 fixed wing and itinerant heli- to improve ASV should be included in copter operations represents 107% of facility planning.

4-9 TABLE 4G Annual Service Volume Comparison Weighted Annual Planning Hourly Service Annual Percent Horizon Capacity Volume Operations Capacity Existing Conditions 2003 110 169,000 180,147 107% Short Term 109 167,000 196,600 118% Intermediate Term 108 165,000 214,600 130% Long Term 106 162,000 249,300 154% Add Radar Coverage Only 2003 110 170,000 180,147 106% Short Term 109 168,000 196,600 117% Intermediate Term 108 166,000 214,600 129% Long Term 106 163,000 249,300 153% Add Exit Taxiways Only 2003 115 178,000 180,147 101% Short Term 114 176,000 196,600 112% Intermediate Term 113 174,000 214,600 123% Long Term 111 171,000 249,300 146% Add Parallel Runway, Radar Coverage, Exit Taxiways 2003 205 315,000 180,147 57% Short Term 204 313,000 196,600 63% Intermediate Term 202 311,000 214,600 69% Long Term 201 309,000 249,300 81%

• CAPACITY ENHANCEMENT year to gain radar coverage at Hills- boro Airport using existing regional As noted previously, HIO’s ASV is re- radar systems. However, terrain fea- duced by the lack of radar coverage tures prevent full coverage at HIO. and the number/placement of exit taxiways on Runway 12-30. As shown While adding radar coverage and exit in Table 4G, adding radar coverage taxiways can increase airfield capac- could increase the airport’s ASV by ity, neither improvement alone (or 1,000 annual operations. Adding two combined) can significantly increase exit taxiways to Runway 12-30 could an airport’s ASV. The goal of airfield increase the airport’s ASV by 9,000 capacity improvements is to increase annual operations. Combined, both ASV to a point where annual opera- improvements could increase HIO’s tions represent between 60 and 80 ASV by 10,000 compared to the do- percent of the ASV. This level of im- nothing condition. While the Port can provement at HIO can only be design and install additional exit achieved with the development of a taxiways, the installation of radar runway parallel to Runway 12-30. coverage is an FAA responsibility. The intent of the parallel runway The FAA has attempted in the past would be to segregate small training

4-10 03MP01-4B-5/23/05 ANNUAL OPERATIONS (In thousands) ANNUAL OPERATIONS (In thousands) 150 200 100 150 200 250 300 350 100 250 300 350 50 50 180,147 180,147 Existing Existing EXISTING AIRFIELDCONDITIONS EXISTING AIRFIELDCONDITIONS 169,000 178,000 Planning HorizonDemandLevels Levels Planning HorizonDemandLevels ADD EXITTAXIWAYS ADD EXITTAXIWAYS Planning HorizonDemandLevels Levels Planning HorizonDemandLevels 196,600 196,600 Annual Service Volume Annual SerService Annual Service Volume Annual SerService 167,000 176,000 Short Short Term Term Intermediate Intermediate 214,600 214,600 vice Volume vice Volume Term Term 165,000 174,000 162,000 171,000 249,300 249,300 Term Term Long Long ADD PARALLEL RUNWAY, EXITS,RADARCOVERAGE ANNUAL OPERATIONS (In thousands) ADD PARALLEL RUNWAY, EXITS,RADARCOVERAGE ANNUAL OPERATIONS (In thousands) 150 200 100 250 300 350 100 250 300 350 150 200 50 50 180,147 Existing Existing 315,000 180,147 170,000 ADD RADARCOVERAGE ADD RADARCOVERAGE Planning HorizonDemandLevels Levels Annual Service Volume Annual SerService Annual Ser Planning HorizonDemandLevels Planning HorizonDemandLevels Levels 196,600 313,000 Annual Service Volume Annual SerService 196,600 168,000 Short Short Term Term vice Volume Intermediate Intermediate 214,600 DEMAND VS.CAPACITY 311,000 vice Volume Term Term 214,600 166,000 309,000 163,000 Exhibit 4B 249,300 249,300 Term Term Long Long aircraft operations to a separate run- This is caused by peak hour demand way away from the larger business where more than one aircraft are at- aircraft operations. Airfield capacity tempting to land at the airport at one increases since a parallel runway pro- time. At this ratio of demand to ASV vides for simultaneous operations. As at general aviation airports, the aver- shown in Table 4G, adding a parallel age delay to aircraft is less than 6 sec- runway (along with radar and exit onds per aircraft operation. However, taxiways since these capacity im- as the ratio of annual demand to ASV provements are anticipated to have increases, delay to aircraft arriving been implemented by the time a paral- and departing the airport increases. lel runway is operational) increases At 50 percent of ASV, delay is 12 sec- airfield capacity by 146,000 annual onds per aircraft operation. At 70 per- operations and the ratio of operations cent of ASV, delay increases to 18 sec- to ASV between 57 and 81 percent. onds per aircraft operation. At 90 percent of ASV delay is 36 seconds per aircraft operation, at 100 percent ASV, • DELAY the delay averages one minute per aircraft operation. Delay is the by-product of the operation of the airport and the best de- Delay is expressed in terms of the av- scriptor of adverse effects of high an- erage delay per aircraft operation and nual operations to ASV ratios. As the cumulative annual hours of delay. more aircraft attempt to access the Table 4H summarizes the average de- airport at the same time, some aircraft lay per aircraft operation and the cu- operations must be slowed to allow mulative annual hours of delay based sufficient time and distance between on the operation of Hillsboro Airport other aircraft operating in the vicinity in its existing condition and assuming of the airport. This causes delay. For the three capacity enhancing scenarios example, delays for arriving aircraft describe above. occur as some aircraft must hold prior to landing or incur other air traffic As shown in the table, while the air- control measures for sequencing and port is exceeding its estimated annual separations such as 360-degree turns, capacity by seven percent, delay is av- extending downwind legs, or speed re- eraging only 1.9 minutes per aircraft ductions. Departure delays include operation. As stated previously, delay longer hold times at the end of the is inherent to the operation of an air- runway prior to departure. Capacity port, especially during peak periods enhancements are considered to when multiple aircraft are attempting minimize delays to the extent practi- to operate at the same time. At less cable. than two minutes per operation, this delay may not be totally noticeable by According to the FAA capacity model the pilot. However, without capacity used in this analysis, delay can be ex- enhancements, delay would increase perienced at airports that are operat- to 2.5 minutes at the operational lev- ing at only 10 percent of their ASV. els shown for the Short Term Planning

4-11 Horizon. At the Intermediate Term 6.7 minutes per operation. As delays Planning Horizon activity levels and reach this level, the impact to opera- Long Term Planning Horizon activity tors of aircraft using HIO may become levels, delay would increase 4.4 and increasingly unacceptable.

TABLE 4H Operational Delay Average Delay per Aircraft Operation Cumulative Delay Planning Horizon (Minutes) (Hours) Existing Conditions 2003 1.9 5,700 Short Term 2.5 8,200 Intermediate Term 4.4 15,700 Long Term 6.7 27,800 Add Radar Coverage Only 2003 1.9 5,700 Short Term 2.5 8,200 Intermediate Term 4.4 15,700 Long Term 6.7 27,800 Add Exit Taxiways Only 2003 1.1 3,300 Short Term 1.9 6,200 Intermediate Term 3.6 12,900 Long Term 6.0 24,900 Add Parallel Runway, Radar Coverage, Exit Taxiways 2003 0.2 600 Short Term 0.2 700 Intermediate Term 0.3 1,100 Long Term 0.4 1,700

While delay can never be entirely could maintain the existing average eliminated, it can be reduced by im- delay per aircraft operation of 1.9 plementing capacity enhancements. minutes per operation through the end While radar coverage would greatly of the Short Term Planning Horizon. enhance flight tracking and air traffic control, particularly for aircraft closer Increasing levels of annual delay also to the surface, adding radar coverage creates other undesirable conditions only increases annual capacity by ap- such as increased air emissions; in- proximately 1,000 annual operations. creased operating costs, delays that This small change in ASV does not extend the time aircraft must operate, have an appreciable change in delay. and extended aircraft traffic patterns. Additional exit taxiways would reduce These conditions can result in the fol- delay by 42 percent at existing opera- lowing: aircraft engines running for tional levels. These exit taxiways longer periods of time which in turn

4-12 increases air emissions, increased fuel port the addition of a parallel runway and maintenance costs for owners; ex- at the airport for facility planning tended downwind legs for arriving air- purposes (based on the ratio of opera- craft which can causes aircraft to fly tions to ASV), the actual construction larger-than-typical traffic patterns; of the runway should only proceed af- and, increased overflights of residen- ter a verification of the delay levels. tial areas which makes conformance Delay levels can be more accurately with voluntary noise abatement pro- determined through computer simula- cedures more difficult for a pilot. tion modeling. The FAA and industry groups have developed several simula- tion models that are commonly used at • SUMMARY the time construction of a parallel runway is considered. This capacity analysis has shown that while Hillsboro Airport is operating at, As detailed previously in Chapter or slightly above, its estimated annual Two, Future Role of Hillsboro Airport, capacity, delay is still minimal for Hillsboro Airport is a designated re- each aircraft operation. Should the liever for Portland International Air- projected increases in operations be port (PDX). In serving this role, Hills- experienced, there could be noticeable boro Airport provides an attractive al- increases in delay. While additional ternate landing area for general avia- radar coverage and the addition of exit tion aircraft away from PDX. This taxiways can add capacity and slightly maximizes capacity at PDX as many of reduce delay, eventually, without the the smaller general aviation aircraft addition of a parallel runway, delays operations are not occurring simulta- experienced by aircraft operating to neously with large commercial aircraft and from HIO could increase signifi- operations. In serving this role, Hills- cantly. boro Airport must make all prudent improvements to accommodate gen- The ratio of annual operations to ASV eral aviation activity at Hillsboro Air- is not the primary consideration for port, including improvements to en- implementing capacity-enhancement hance airfield capacity. projects such as those discussed earlier and in particular a parallel run- The remainder of this chapter will ex- way. This ratio is one of several tools amine the design and safety require- decision-makers use to assess the po- ments for a runway parallel to pri- tential for the development of im- mary Runway 12-30. This parallel provements such as a parallel runway runway would be designated Runway and the need to consider placement of 12L-30R. The centerline of this run- such a runway in the facility planning way should be located at least 700 feet for an airport. The decision to con- from the existing Runway 12-30 cen- struct a parallel runway should only terline. Consistent with recommenda- be made after careful calculation of tions of the previous Master Plan, this the level of delay at Hillsboro Airport. Master Plan should consider the de- While this analysis continues to sup- velopment of this runway in the Short

4-13 Term Planning Horizon (2006 through knots for small aircraft weighing less 2010). than 12,500 pounds, and from 13 to 16 knots for aircraft weighing over 12,500 pounds. RUNWAY ORIENTATION Runway 12-30 serves as the primary For the operational safety and effi- runway orientation at HIO, providing ciency of an airport, it is desirable for for wind flows from the northwest and the primary runway of an airport's southeast. Runway 2-20 serves as runway system to be oriented as close HIO’s crosswind runway during those as possible to the direction of the pre- times when wind flows may be from vailing wind. This reduces the impact the northeast or southwest. of wind components perpendicular to the direction of travel of an aircraft The most current 10 years (1994-2002) that is landing or taking off (defined of wind data was collected to deter- as a crosswind). mine wind coverage for HIO. As shown in Table 4J, when combined, FAA design standards specify that ad- Runway 12-30 and Runway 2-20 pro- ditional runway configurations are vide greater than 99 percent wind cov- needed when the primary runway con- erage for all crosswind components. figuration provides less than 95 per- This exceeds the minimum design re- cent wind coverage at specific cross- quirement discussed above. Therefore, wind components. The 95 percent no additional runway orientations are wind coverage is computed on the ba- needed. sis of crosswinds not exceeding 10.5

TABLE 4J Wind Coverage 10.5 12.0 16.0 20.0 Knots Knots Knots Knots Runway 12-30 96.04% 97.94% 99.43% 99.86% Runway 2-20 96.54% 98.40% 99.79% 99.98% Combined Coverage 99.49% 99.92% 99.99% 100.00% Source: National Oceanic and Atmospheric Administration, National Climatic Data Center, Hills- boro Airport 1993-2002,78,488 Observations

4-14

Since Runway 12-30 alone provides most demanding category of aircraft more than 95 percent wind coverage in which conducts 500 or more operations all crosswind configurations, Runway per year at an airport. 2-20 is only needed for smaller general aviation aircraft that are susceptible The FAA has established a coding sys- to strong wind conditions. Runway tem to relate airport design criteria to 12-30 is expected to continue to serve the operational and physical charac- the largest business aircraft antici- teristics of aircraft expected to use an pated to use HIO through the plan- airport. This code, referred to as the ning period (given existing airfield airport reference code (ARC), has two constraints such as the primary run- components: the first component, de- way’s length and pavement strength). picted by a letter, is the aircraft ap- The remainder of this chapter will ex- proach category and relates to aircraft amine the design and safety require- approach speed (operational charac- ments for Runway 2-20, assuming this teristic); the second component, de- runway will continue to be used by the picted by a Roman numeral, is the same aircraft through the planning airplane design group (ADG) and re- period. lates to aircraft wingspan (physical characteristic). Generally, aircraft approach speed applies to runways PHYSICAL PLANNING and runway-related facilities, while CRITERIA airplane wingspan primarily relates to separation criteria involving taxiways, The selection of appropriate FAA de- taxilanes, aircraft storage facilities sign standards for the development and other miscellaneous aviation sup- and location of airport facilities is port buildings (i.e., fueling facilities, based primarily upon the characteris- terminal buildings, etc.). tics of the aircraft which are currently using, or are expected to use the air- According to FAA Advisory Circular port. Planning for future aircraft use (AC) 150/5300-13, Airport Design, an is of particular importance since de- aircraft's approach category is based sign standards are used to plan sepa- upon 1.3 times its stall speed in land- ration distances between facilities. ing configuration at that aircraft's These standards must be determined maximum certificated weight. The now, since the relocation of these fa- five aircraft approach categories used cilities will likely be extremely expen- in airport planning are as follows: sive at a later date. Category A: Speed less than 91 knots. The most important characteristics in airfield planning are the approach Category B: Speed 91 knots or more, speed and wingspan of the critical de- but less than 121 knots. sign aircraft anticipated to use the airport now or in the future. The criti- Category C: Speed 121 knots or more, cal design aircraft is defined as the but less than 141 knots.

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Category D: Speed 141 knots or more, annual operations at HIO through the but less than 166 knots. planning period. Therefore, these aircraft will not be considered as the Category E: Speed greater than 166 critical design aircraft. This conclu- knots. sion is based upon the projection of annual operations by ARC, developed The airplane design group (ADG) is previously in Chapter Three. based upon the aircraft=s wingspan. The six ADGs used in airport planning As shown in Table 4K, fixed-wing air- are as follows: craft within ARC C-I, C-II, D-I and D- II are the most demanding group of Group I: Up to but not including 49 aircraft currently operating at HIO feet. due to their higher approach speeds and longer wingspans when compared Group II: 49 feet up to but not in- to the remaining mixture of aircraft cluding 79 feet. conducting more than 500 annual operations at HIO. Currently, this Group III: 79 feet up to but not in- grouping of aircraft conduct more than cluding 118 feet. 12,000 annual operations at HIO. Air- craft within ARC C-III and D-III are Group IV: 118 feet up to but not in- projected to conduct more than 500 cluding 171 feet. annual operations by the Intermediate Term Planning Horizon. Therefore, Group V: 171 feet up to but not in- aircraft within ARC C-III and D-III cluding 214 feet. will become the critical design aircraft in the future. Runway 12-30 provides Group VI: 214 feet or greater. the greatest length at HIO and presently serves as the primary runway Exhibit 4C depicts representative for large aircraft. This runway should general aviation aircraft by ARC. Air- consider ARC D-III design require- craft larger than ARC D-III are not ments. expected to conduct more than 500

TABLE 4K Fixed-Wing Operations by Airport Reference Code Short Intermediate Long Airport Reference Code 2003 Term Term Term A-I, A-II, B-I, B-II 153,004 166,400 182,300 212,700 C-I,C-II,D-I, D-II 12,317 15,200 17,200 21,400 C-III,D-III 390 500 600 700 Total 165,711 182,100 200,100 234,800 Note: Helicopters are not assigned an ARC

4-16 A-I C-I, D-I

03MP01-4C-8/24/04 • Beech Baron 55 • Beech Bonanza • Cessna 150 • Cessna 172 • Lear 25, 35, 55 • Piper Archer • Israeli Westwind • Piper Seneca • HS 125

less than 12,500 lbs. B-I • Beech Baron 58 C-II, D-II • Beech King Air 100 • Cessna 402 • Cessna 421 • Gulfstream II, III, IV • Piper Navajo • Canadair 600 • Piper Cheyenne • Canadair Regional Jet • Swearingen Metroliner • Lockheed JetStar • Cessna Citation I • Super King Air 350 B-II less than 12,500 lbs. C-III, D-III

• Super King Air 200 • Cessna 441 • Gulfstream V • DHC Twin Otter • Global Express

over 12,500 lbs. B-I, II • Super King Air 300 C-IV, D-IV • Beech 1900 • Jetstream 31 • B-757 • Falcon 10, 20, 50 • B-767 • Falcon 200, 900 • DC-8-70 • Citation II, III, IV, V • DC-10 • Saab 340 • MD-11 • Embraer 120 • L1011 A-III, B-III D-V • DHC Dash 7 • DHC Dash 8 • DC-3 • Convair 580 • Fairchild F-27 • ATR 72 • B-747 Series • ATP • B-777

Note: Aircraft pictured is identified in bold type. Helicopters are not assigned an ARC. PORT OF PORTLAND Exhibit 4C AIRPORT REFERENCE CODES

Since Runway 12-30 adequately serves serves a large corporate hangar area. the mix of large aircraft operating at T-hangar areas should consider ADG I HIO, it is appropriate to consider requirements, as these commonly maintaining Runway 2-20 to design serve smaller single and multi-engine standards more applicable to the air- piston aircraft. craft that need this runway for safety reasons. As mentioned previously, Appendix D provides copies of the FAA this includes smaller general aviation design requirements for Hillsboro Air- aircraft susceptible to strong wind port utilizing the FAA Airport Design conditions. In situations such as program version 4.2d. these, typical planning practice is to develop the crosswind runway to ARC B-II standards. Therefore, consistent AIRFIELD SAFETY with the existing Port planning and STANDARDS current FAA recommendations, Run- way 2-20 will continue to be desig- The FAA has established several nated an ARC B-II runway for design imaginary surfaces to protect aircraft and safety standards. operational areas and keep them free from obstructions that could affect the The appropriate design category for safe operation of aircraft to and from parallel Runway 12L-30R is ARC B-I, an airport. These include the runway small (less than 12,500 pounds) air- safety area (RSA), object free area craft only. The primary capacity im- (OFA), precision object free area provement of this runway is to segre- (POFA), obstacle free zone (OFZ), gate the smaller, slower aircraft from runway visibility zone (RVZ), and the larger, high-performance aircraft runway protection zone (RPZ). operating on the longer Runway 12-30. This allows air traffic control person- The RSA is "a defined surface sur- nel to maintain separation distances rounding the runway prepared or appropriate for each level of aircraft. suitable for reducing the risk of damage to airplanes in the event of an un- The design of taxiway and apron areas dershoot, overshoot, or excursion from should consider the wingspan re- the runway." The OFA is ”a two- quirements of the most demanding dimensional ground area surrounding aircraft to operate within that specific runways, taxiways, and taxilanes, functional area of Hillsboro Airport. which is clear of objects except for ob- Transient apron areas and corporate jects whose location is fixed by func- hangar areas and fixed base operator tion.” The precision OFA (POFA) (FBO) hangar areas serving large air- serves the same function of the OFA, craft should consider ADG III re- but has slightly different dimensions quirements to accommodate the wing- than the OFA. The POFA only applies spans of largest transient business to runways with a precision instru- jets. This includes a portion of Taxi- ment approach. The OFZ is defined as way B west of Runway 12-30, which a “defined volume of airspace centered

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above the runway centerline whose Exhibit 4E depicts these safety areas elevation is the same as the nearest for the existing runway configuration point on the runway centerline and (including the completion of the Run- extends 200 feet beyond each runway way 12-30 RSA project in 2004). As end.” The RVZ encompasses an area evident on the exhibit, the OFZ for that should be clear of permanent each runway is clear of any obstruc- structures to provide a clear line of tions, other than frangible naviga- sight between intersecting runways. tional aids (Navaids), which are per- mitted. The RPZ is controlled fee An RVZ is required at airports with- simple at each runway end. There are out an operational 24 hour airport no incompatible land uses within the traffic control tower (ATCT). The RPZ RPZs for each of the four runway ends. is trapezoidal in shape and centered The perimeter service road extends above the extended runway centerline. through the OFA behind the Runway The RPZ is defined as “an area off the 30 end. A series of T-hangar struc- runway end to enhance the protection tures are within the limits of the RVZ. of people and property on the ground.” The alternatives analysis to follow in The dimensions of an RPZ are a func- Chapter Five will more closely exam- tion of the runway ARC and approach ine the potential options to fully meet visibility minimums. OFA and RVZ standards.

Exhibit 4D summarizes the design requirements of these safety areas for RUNWAY LENGTH each runway at Hillsboro Airport. The FAA expects the RSA, OFA, RVZ, and Runway length is determined by the OFZ areas to be under the control of takeoff requirements of the critical the airport and free from obstructions. aircraft using a runway. Takeoff re- While the FAA prefers that the RPZ quirements are a factor of airport ele- be owned fee simple, the RPZ can be vation, mean maximum temperature secured with avigation easements. of the hottest month, and runway gradient. Aircraft performance declines The Port is completing a multi-year as each of these factors increase. project to improve the Runway 12-30 RSA to ARC C-III standards. While For calculating runway length re- previous years focused on improving quirements at Hillsboro Airport, the the RSA behind the Runway 12 end, a airport elevation is 204 feet above project in 2004 improved the RSA be- mean sea level (MSL) and the mean hind the Runway 30 end. This project maximum temperature of the hottest required relocating the Runway 30 month is 80.7 degrees Fahrenheit end 163 feet northwest to allow for the (July). The Runway 12 end is 2.1 feet relocation of the RSA onto airport higher than the Runway 30 end. This property within the boundaries of the equates to a runway gradient of 0.03 perimeter service road. percent (difference in elevation divided

4-18 03MP01-4D-5/23/05 *Length after 2004RSAimprovements arecompleted. 200' eachsideoftherunwaycenterline 400' eachsideoftherunwaycenterline Precision ObjectFreeArea(POFA) 400' eachsideofrunwaycenterline 250' eachsideofrunwaycenterline Runway ProtectionZone(RPZ) Runway ProtectionZone(RPZ) 1,000' beyondeachrunwayend 1,000' beyondeachrunwayend 200' beyondeachrunwayend 200' beyondeachrunwayend Runway SafetyArea(RSA) Obstacle FreeZone(OFZ) 50,000 SWL•70,000DWL ARC C-III•6,600'x150'* Object FreeArea(OFA) Outer Width-1,750' Outer Width-1,010' EXISTING Inner Width-500' Inner Width-500' 110,000 DTWL Length -2,500' Length -1,700' Runway 12 Runway 12 Runway 30 Precision ObjectFreeArea(POFA) 125' eachsideofrunwaycenterline 125' eachsideofrunwaycenterline 60' eachsideofrunwaycenterline Runway ProtectionZone(RPZ) Runway ProtectionZone(RPZ) Runway Protection Zone(RPZ) 240' beyondeachrunwayend 240' beyondeachrunwayend 200' beyondeach runwayend ARC B-I(SmallAircraftOnly) Runway SafetyArea(RSA) Runway SafetyArea(RSA) Obstacle FreeZone(OFZ) Obstacle FreeZone(OFZ) 3,600' x60'•12,500SWL SHORT TERM Object FreeArea(OFA) Object FreeArea(OFA) Conduct Pavement Outer Width-450' Inner Width-250' Condition Survey Length - 1,000' No Changes No Changes No Changes No Changes No Changes No Changes No Changes Runway 30 Runway 12 Runway 12 NEED Each End RUNWAY 12L-30R(PROPOSED) RUNWAY 12-30 RUNWAYS Precision ObjectFreeArea(POFA) Runway ProtectionZone(RPZ) Runway ProtectionZone(RPZ) Runway Protection Zone(RPZ) INTERMEDIATE Runway SafetyArea(RSA) Runway SafetyArea(RSA) Obstacle FreeZone(OFZ) Obstacle FreeZone(OFZ) Object FreeArea(OFA) Object FreeArea(OFA) TERM NEED No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes Runway 30 Runway 12 Runway 12 Each End Precision ObjectFreeArea(POFA) Runway ProtectionZone(RPZ) Runway ProtectionZone(RPZ) Runway Protection Zone(RPZ) Runway SafetyArea(RSA) Runway SafetyArea(RSA) Obstacle FreeZone(OFZ) Obstacle FreeZone(OFZ) Object FreeArea(OFA) Object FreeArea(OFA) LONG TERM No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes Runway 30 Runway 12 Runway 12 NEED Each End Full-length ParallelTaxiwayA-50'wide Partial ParallelTaxiwayC-40'wide Partial ParallelTaxiwayB-50'wide 250' eachsideofrunwaycenterline 200' eachsideofrunwaycenterline 75' eachsideofrunwaycenterline 8 ConnectingTaxiways-50'wide Runway ProtectionZone(RPZ) 300' beyondeachrunwayend 300' beyondeachrunwayend 200' beyondeachrunwayend Runway SafetyArea(RSA) 200' fromrunwaycenterline 200' fromrunwaycenterline 400' fromrunwaycenterline Obstacle FreeZone(OFZ) 45,000 SWL•58,000DWL Object FreeArea(OFA) ARC B-II•4,049'x100' Taxiway CC-40'wide Taxiway AA-40'wide EXISTING Outer Width-700' Inner Width-500' Length -1,000' 90,000 DTWL Each End East PartialParallelfromTaxiwayBto Runway ProtectionZone(RPZ) East full-lengthparalleltaxiway Runway 30End,50'wide,400' (2) Hardstandson MainApron 150' fromcenterline,25'wide Runway SafetyArea(RSA) Obstacle FreeZone(OFZ) SHORT TERM Object FreeArea(OFA) 5 ConnectingTaxiways Relocate 122'East Relocate 40'North TRANSIENT HELICOPTER OPERATIONS from centerline No Changes No Changes No Changes No Changes No Changes No Changes No Changes NEED Add 2exits Each End Close PARALLEL RUNWAY12L-30R RUNWAYS (continued) OTHER TAXIWAYS RUNWAY 12-30 RUNWAY 2-20 RUNWAY 2-20 TAXIWAYS Realign Runway2EntranceTaxiway Runway ProtectionZone(RPZ) INTERMEDIATE Runway SafetyArea(RSA) Obstacle FreeZone(OFZ) Object FreeArea(OFA) Extend toRunway2End TERM NEED No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes Each End Closed PORT OFPORTLAND Runway ProtectionZone(RPZ) AIRCRAFT OPERATIONAL Runway SafetyArea(RSA) Obstacle FreeZone(OFZ) Object FreeArea(OFA) LONG TERM AREA REQUIREMENTS No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes NEED Each End Closed Exhibit 4D 03MP01-4E-8/24/04 0 Runway Protection Zone (RPZ) Runway Visibility Zone Obstacle Free Zone (OFZ) Precision Object Free Area (POFA) Object Free Area (OFA) Runway Safety Area (RSA) Airport Property Line SCALE IN FEET SCALE IN FEET LEGEND

1,000 1,000

NORTH 2,000 2,000

E ve rgr een Road

A1 A2

50' A3

400'

RUNWAY 12-30

162' 162' 162'

274' B 250' 250'

A 250'

N.E. 25th Ave. A5

50' 50' 40' 50'

B B RUNWAY 2-20 2-20 2-20 RUNWAY RUNWAY RUNWAY

B B

r r

o o

AA o

k k

w w

o o

o o d

A6 d

P P 117' 117' 117'

r 200' 200' 200' k

C C CC CC CC a y

40' 40' 40'

A7 28' 28' 28'

A8 600'

Cornell Road Road Road Cornell Cornell Cornell EXISTING AIRFIELD SAFETY AREA REQUIREMENTS PORT OF PORTLAND Exhibit 4E

by the runway length). The Runway was done using the FAA’s Airport De- 20 end is 3.4 feet higher than the sign computer program, Version 4.2D. Runway 2 end. This equates to a This computer program groups gen- runway gradient of 0.08 percent. eral aviation aircraft into several categories, reflecting the percentage of Using the specific data for Hillsboro the fleet within each category and use- Airport described above, runway ful load (passengers and fuel) of the length requirements for the various aircraft. Table 4L summarizes the classifications of aircraft that may op- FAA’s recommended runway lengths erate at HIO were examined. This for Hillsboro Airport.

TABLE 4L Runway Length Requirements

Small airplanes with less than 10 passenger seats 75 percent of these small airplanes ...... 2,500 feet 95 percent of these small airplanes ...... 3,100 feet 100 percent of these small airplanes ...... 3,600 feet Small airplanes with 10 or more passenger seats ...... 4,200 feet Large airplanes between 12,500 and 60,000 pounds 75 percent of large aircraft at 60 percent useful load ...... 5,300 feet 100 percent of large aircraft at 60 percent useful load ...... 5,500 feet Source: FAA Airport Design computer program, Version 4.2D

The appropriate FAA runway length tire 6,600-foot length of Runway 12-30 planning category for Runway 12-30 is is needed. When the departure length “100 percent of large aircraft at 60 exceeds the available runway length, percent useful load.” As shown in the aircraft must reduce payload (typically table, the FAA recommends a runway fuel) prior to departure. For Hillsboro length of 5,500 feet for the runway Airport, a survey of tenants and based length category. At 6,600 feet (follow- aircraft owners did not indicate a need ing the 2004 RSA improvement pro- for additional runway length. There- ject), Runway 12-30 exceeds this fore, no extensions of Runway 12-30 minimum requirement. are planned and the existing runway length should be maintained through For comparison purposes, specific de- the planning period. parture requirements of typical business turbojet aircraft to operate at The appropriate planning standard for HIO were computed. As shown in Ta- Runway 2-20 is also “Small airplanes ble 4M, typical business turbojet air- with 10 or more passenger seats”. craft operating at maximum takeoff This planning category specifies a weight need up 6,900 feet of runway runway length of 4,200 feet. Runway length for departure. Therefore, at 2-20 is 4,049 feet long, 151 feet short maximum loading conditions, the en- of the recommended runway length.

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The 1996 Master Plan concluded that chapter by the Project Advisory Com- a limited extension such as this would mittee (PAC) and public, specific not provide a meaningful improve- comment on extending Runway 2-20 ment to the use of Runway 2-20. by 151 feet will be sought and used in Therefore, a runway extension was not a final determination of runway planned. During the review of this length.

TABLE 4M Representative Business Jet Operating Requirements Takeoff Maximum Takeoff Requirement Aircraft Weight (pounds) (feet) Beechcraft 400 16,100 4,700 Canadair Challenger 46,000 6,900 Cessna Citation III 22,000 5,500 Falcon 50 38,000 4,800 Gulfstream IV 74,600 5,800 Lear 35 18,300 6,100 Source: Airport Planning Guides, Specific Aircraft

The appropriate planning category for runway width of 75 feet. Presently, the proposed parallel Runway 12L- Runway 2-20 is 100 feet wide, exceed- 30R is “100 percent of small airplanes ing this minimum requirement. In the with less than 10 passenger seats.” At future, it may be necessary to analyze Hillsboro Airport, the FAA recom- the cost-benefit of reducing the width mends a runway length of 3,600 feet to of Runway12-30 and Runway 2-20 to meet the requirements of this category meet FAA design standards. This of aircraft. cost-benefit is primarily related to the costs to remove and reconstruct the airfield lighting at the new pavement RUNWAY WIDTH width. If the cost to remove and reconstruct the airfield lighting is more Runway width is based upon the than the cost to rebuild the pavement, planning ARC for each runway. For then it is likely that the existing the design aircraft (those falling with widths may be maintained. If it is not, ARC C-III and ARC D-III), the FAA then the runways would need to be re- specifies a runway width of 100 feet. built to standards when the recon- As depicted on Exhibit 4D, Runway struction of the runway is needed. For 12-30 is presently 150 wide, exceeding parallel Runway 12L-30R, which has these design requirements. For ARC been assigned ARC B-I (small aircraft B-II (the design aircraft category for only), FAA design standards specify a Runway 2-20), the FAA specifies a runway width of 60 feet.

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RUNWAY ness aircraft and a derivative of the PAVEMENT STRENGTH 737 series of commercial airline aircraft, has used the airport in the past. The most important feature of airfield The use of this aircraft was only at the pavement is its ability to withstand specific approval of the Port and at use by aircraft of significant weight on limited operating weights. While this a regular basis. For Hillsboro Airport, aircraft falls within ARC D-III and the this includes a wide range of general design and planning standards of the aviation aircraft. airport, as noted, this aircraft greatly exceeds the pavement strengths at The current pavement strength rat- HIO. ings assigned to Runway 12-30 and Runway 2-20 are shown on Exhibit Airfield pavements are designed to ac- 4D. Single wheel loading (SWL) refers commodate a finite number of aircraft to the design of certain aircraft land- operations, based on planning as- ing gear having a single wheel on each sumptions made at the time the main landing gear strut. Dual wheel pavement was constructed. The landing (DWL) refers to the design of pavement strength ratings are as- certain aircraft landing gear having signed to assist in ensuring the pave- two wheels on each main landing gear ment will not fail during the expected strut. Dual tandem wheel loading life of the pavement (typically 20 (DTWL) refers to the aircraft landing years) based upon the operation of gear struts with a tandem set of dual those aircraft expected to use the wheels (four wheels) on each main pavement during the pavement’s ex- landing gear strut. Double dual tan- pected life. However, aircraft exceed- dem wheel loading refers to aircraft ing the pavement strength ratings can landing gear struts with two tandem use the airport on a limited basis. The wheels on each landing gear strut official FAA Airport/Facility Directory (eight wheels). states that “airport pavements are ca- pable of supporting limited operations The heaviest based aircraft and tran- with gross weights of 25-50% in excess sient aircraft anticipated to use Hills- of the published figures [pavement boro Airport on a regular basis include strength ratings]”. the Global Express, which has a maximum gross weight of 95,250 Based upon this information, limited pounds dual wheel loading (DWL), operations by the Global Express and and the Gulfstream G550 (a.k.a. Gulfstream G550 (a.k.a. Gulfstream Gulfstream V), which has a maximum V) can be accommodated on Runway gross weight of 91,400 pounds DWL. 12-30. However, the long term ad- These aircraft typically operate from verse effects (if any) of their use of the Runway 12-30. Presently, Runway runway can only be determined 12-30 has a DWL strength rating of through more extensive engineering 70,000 pounds. The Boeing Business analysis. Since Runway 12-30 has a Jet (174,000 DWL), the largest busi- pavement strength rating of 70,000

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DWL, this indicates that these aircraft tion to all types, kinds, and classes of may eventually have an adverse im- aeronautical activities, including pact on the pavement if their use of commercial aeronautical activities of- the airport increases dramatically. fering services to the public at HIO.” Therefore, a current pavement evalua- At the same time, the FAA expects the tion is necessary to determine if run- airport sponsor to protect the federal way strengthening is needed to ac- investment in the pavement and pro- commodate these aircraft and their tect the pavement from damage or current and future use of the airport. early deterioration. Until confirmed by specific engineering analysis, facility planning should Recognizing that airfield pavements include strengthening the Runway 12- can accommodate a limited number of 30 pavement to at least 95,000 DWL, operations by aircraft heavier than the to accommodate the regular use of the pavement strength rating, the FAA airport by the Global Express and has recommended a policy to allow for Gulfstream G550 (a.k.a. Gulfstream aircraft operations which exceed the V). pavement strength ratings on a limited basis, except in cases when the On July 2, 2003, the FAA published a airport sponsor reasonably believes proposed policy on weight-based re- that actual damage or excessive wear strictions at airports. This was could result from the operations. This prompted by some airports setting an policy, if enacted, would require the administrative pavement strength rat- airport to regulate the number and ing (a strength rating in many cases maximum weight of operations on a below the actual pavement strength permission-required basis. Essen- rating) to restrict certain aircraft op- tially, the airport would be required to erations. This is in violation of federal determine the number of operations grant assurances and policy. In effect, that can be accommodated without the this policy does not allow the sponsor threat of pavement deterioration. Air- to arbitrarily deny access to any aircraft operators exceeding these pave- craft just because it exceeds the pub- ment strength ratings would then be lished pavement strength ratings for required to obtain permission from the HIO. airport prior to landing. The Port needs to monitor the progress of this This policy, which is still under review proposed policy and its impact on by the FAA, states that airport opera- pavement design at HIO. tors have a dual responsibility in managing airfield pavements. First, Specific structural pavement analysis the FAA expects the airport to be in is needed for the potential use of Boe- compliance with Grant Assurance No. ing Business Jet and other very large 22, which states “[the sponsor] will business aircraft at maximum takeoff make the airport available as an air- weights. Since these aircraft greatly port for public use on reasonable exceed HIO’s current pavement terms and without unjust discrimina- strength ratings, a determination will

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need to be made on the adverse effects radio navigation system. A GPS mod- these aircraft may have on the pave- ernization effort is underway by the ment. FAA and focuses on augmenting the GPS signal to satisfy requirements for The pavement strength for Runway 2- accuracy, coverage, availability, and 20 is sufficient to serve the mix of integrity. For civil aviation use, this smaller general aviation aircraft ex- includes the development of the Wide pected to operate on this runway Area Augmentation System (WAAS), through the planning period. This in- which was launched on July 10, 2003. cludes general aviation aircraft to The WAAS uses a system of reference 30,000 pounds SWL. Runway 2-20 stations to correct signals from the currently exceeds this pavement GPS satellites for improved navigation strength rating. A pavement strength and approach capabilities. The pre- rating of 12,500 pounds single wheel sent GPS provides for enroute naviga- loading (SWL) is appropriate for the tion and instrument approaches with proposed parallel Runway 12L-30R. both course and vertical navigation. The WAAS upgrades are expected to allow for the development of ap- NAVIGATIONAL AIDS proaches to most airports with cloud AND INSTRUMENT ceilings as low as 250 feet above the APPROACH PROCEDURES ground and visibilities restricted to three-quarters mile, after 2015. Navigational Aids The FAA is also studying the devel- Navigational aids are electronic de- opment of the Local Area Augmenta- vices that transmit radio frequencies tion System (LAAS). The LAAS varies which properly equipped aircraft and from the WAAS since the corrected pilots translate into point-to-point GPS signals are broadcast directly to guidance and position information. aircraft within line-of-sight of a The types of electronic navigational ground reference station established aids available for aircraft flying to or on the airport. The LAAS is expected from Hillsboro Airport include the to support approach capability below very high frequency omnidirectional Category I provided by WAAS, and be range (VOR) facility, nondirectional implemented in areas which are not beacon (NDB), global positioning sys- supported by the WAAS upgrade. The tem (GPS), and Loran-C. These sys- LAAS may also be able to support tems are sufficient for navigation to runway incursion warnings, high- and from the airport; therefore, no speed turnoffs, missed approaches, other navigational aids are needed at departures, vertical takeoffs, and sur- HIO. face operations. LAAS is not expected to be implemented until after 2015. GPS was developed and deployed by the United States Department of De- Once augmented, GPS will become the fense as a dual-use (civil and military) primary federally-provided radio-

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navigation system. During the transi- Ultimately, GPS may provide for an tion, the FAA plans to phase-out exist- instrument approach procedure to ing navigational aids, as dependence Runway 30. Runway 30 is used the on these systems is reduced by the ca- majority of the time at Hillsboro Air- pabilities of the GPS system. Ulti- port for noise abatement purposes. An mately, the instrument landing sys- instrument approach to this runway tem (ILS) could be expected to be re- could reduce the amount of time that placed by GPS after 2015. the Runway 12 ILS approach must be used when aircraft are landing on Runway 30. Using the Runway 12 Instrument Approach ILS when Runway 30 is the preferred Procedures runway, diminishes airfield capacity, as aircraft must be sequenced properly Instrument approach procedures have to avoid conflicts. been established for the airport using the VOR and GPS navigational aids Appendix 16 of FAA AC 150/5300-13, and ILS installed at HIO. Instrument Airport Design, Change 8, details the approach procedures consist of a series requirements for approach procedures of predetermined maneuvers estab- with vertical guidance (APV). An APV lished by the FAA for navigation dur- will provide descent and course guid- ing inclement weather conditions. ance information to the pilot, similar to a precision approach like the ILS. As shown on Exhibit 4F, the ILS pro- A review of Appendix 16 indicates that vides for the best visibility and cloud the existing airport site can support ceiling minimums of all instrument an APV with visibility minimums of approach procedures available for one mile and cloud ceilings as low as Hillsboro Airport. As detailed previ- 300 feet, without any further im- ously in Chapter One, pilots using the provement. Lower approach mini- ILS 12 approach can land at HIO mums are not needed considering the when cloud ceilings are as low as 200 capabilities of the ILS system. When feet above the ground and visibility is weather conditions require the use of restricted to ½ mile. This is the best the ILS, airfield demand is reduced as capability that can be achieved with many of the aircraft, in particular the ILS equipment and existing light- training aircraft, only fly during visual ing systems at HIO. Lower approach conditions. Considering the capabili- capabilities are only available for spe- ties of the ILS and in consideration of cially-designed ILS systems and certi- the adjoining residential land uses be- ficated pilots and aircraft. Capabili- hind Runway 30, the installation of an ties below Category I are not needed approach lighting system to the Run- at Hillsboro Airport, as it is not served way 30 end is not planned. The ap- by regularly scheduled commercial proach lighting system could reduce service airlines or air cargo operators. visibility minimums below one-mile.

4-24 03MP01-4F-5/23/05 Category D-900'CloudCeilings,23/4milesvisibility Category C-900'CloudCeilings,21/2milesvisibility Visual ApproachSlopeIndicator(VASI-4)-EachEnd Precision ApproachPathIndicator(PAPI-4)-Rwy12 Category A&B-500'CloudCeilings,1milevisibility Category B-900'CloudCeilings,11/2mileVisibility Visual ApproachSlopeIndicator(VASI-4)-Rwy30 Category C-500'CloudCeilings,1/2milevisibility Runway EndIdentifierLights(REILs)-30 Category A-900'CloudCeilings,1mileVisibility Automated SurfaceObservationSystem (ASOS) Category D-600'CloudCeilings,2milevisibility MALSR - Medium IntensityRunwayEdgeLighting(MIRL) Medium IntensityTaxiwayEdgeLighting(MITL) Medium IntensityTaxiwayEdgeLighting(MITL) Lighted Runway/TaxiwayDirectionalSignage Lighted Runway/TaxiwayDirectionalSignage Nonprecision RunwayMarkings-30 High IntensityRunwayEdgeLighting(HIRL) DME - VOR - NDB - Rotating Beacon•PilotControlledLighting GPS - Precision RunwayMarkings-12 ILS - Airport TrafficControlTower(ATCT) Basic RunwayMarkings-EachEnd 200' CloudCeiling,1/2milevisibility Nondirectional Beacon with RunwayAlignmentIndicatorLighting Medium IntensityApproachLightingSystem Instrument LandingSystem Global PositioningSystem Distance MeasuringEquipment Range Facility Very HighFrequencyOmni-directional Lighted WindIndicator MALSR -Runway12 EXISTING KEY INSTRUMENT APPROACHPROCEDURES RUNWAY 12L-30R(PROPOSED) Indicator (PAPI-2)-EachEnd Runway EndIdentifierLights Runway EndIdentifierLights Distance RemainingSigns Medium IntensityTaxiway Medium IntensityRunway Compass CalibrationPad Basic RunwayMarkings- SHORT TERM Lighted Runway/Taxiway Precision ApproachPath Edge Lighting(MIRL) VOR/DME orGPS-A Add RadarCoverage Edge Lighting(MITL) OTHER FACILITIES Directional Signage (REILs) -EachEnd ILS RUNWAY12 RUNWAY 12-30 NDB orGPS-B RUNWAY 2-20 No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes NEED Each End INTERMEDIATE TERM NEED Convert toPAPI-4 Convert toPAPI-4 No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes AIRFIELD SUPPORT REQUIREMENTS LONG TERM 300' CloudCeilings, APV -Runway30 1 milevisibility No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes No Changes NEED Exhibit 4F

No additional instrument approach the minimum taxiway width for ADG capabilities are needed for the airport. III is 50 feet. This width applies to all The proposed parallel Runway 12L- taxiways serving Runway 12-30, and 30R is needed for local training opera- corporate and FBO hangar areas serv- tions by fixed wing aircraft to enhance ing large business aircraft. For ADG capacity. Since most flight training of II, the minimum width is 35 feet. This this nature is conducted during visual width is applicable to all taxiways conditions, instrument approach ca- serving Runway 2-20. For ADG I, the pability is not needed. Furthermore, minimum width is 25 feet. This is ap- the parallel runway would be located plicable to taxiways serving the pro- too close to Runway 12-30 to allow for posed parallel Runway 12L-30R. simultaneous instrument approaches. Design standards for the separation Straight-in instrument approach pro- distances between runways and paral- cedures are not needed for Runway 2- lel taxiways are based primarily on 20 since it is mostly needed to serve the ARC for that particular runway small aircraft during visual conditions and the type of instrument approach and the use of this runway is limited capability. FAA design standards by the voluntary noise abatement pro- specify a runway/taxiway separation cedures. Instrument approach capa- distance of 400 feet for Runway 12-30, bility is available to Runway 2-20 us- which is designed to ARC D-III stan- ing the circling approach minimums dards with visibility minimums below for the existing instrument approaches one-mile. FAA design standards spec- at HIO. ify a runway/taxiway separation distance of 240 feet for Runway 2-20, which is designed to ARC B-II stan- TAXIWAYS dards with visibility minimums above one-mile. For the proposed parallel Taxiways are constructed primarily to Runway 12L-30R, ARC B-I (small air- facilitate aircraft movements to and craft exclusively) standards specific a from the runway system. Some taxi- runway/taxiway separation distance of ways are necessary simply to provide 150 feet. access between the aprons and runways, whereas other taxiways become Taxiway A is the only full-length par- necessary as activity increases at an allel taxiway at HIO. Taxiway A is airport to provide safe and efficient located on the west side of Runway 12- use of the airfield. 30, and provides eight connecting taxiways. As mentioned previously, to The FAA has established standards increase airfield safety and capacity, for taxiway width and runway/taxiway facility planning should consider the separation distances. Taxiway width development of two additional exit is determined by the ADG of the most taxiways on Runway 12-30. These demanding aircraft to use the taxiway. exit taxiways should be between 2,000 According to FAA design standards, and 4,000 feet from each runway end

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and be separated by at least 750 feet. ration distances. Taxiway B is 50 feet The location of these additional taxi- wide since it serves the corporate han- ways will be more fully examined in gar area south of the runway which Chapter Five, Airport Development accommodates aircraft through ADG Alternatives. Taxiway A meets run- III. The portion of Taxiway B from way/taxiway separation criterion and Taxiway A to the Runway 2 end may taxiway width standards. only need to be 35 feet wide, since it is not expected that it would accommo- A partial parallel taxiway is needed on date aircraft in ADG III. Those air- the east side of Runway 12-30, be- craft would utilize Runway 12-30 for tween the Runway 30 end and Taxi- departure. way B. This taxiway would allow aircraft located in the southeast quad- Consideration should be given to re- rant of the airport to access the Run- aligning the Runway 2 end connecting way 30 end without needing to cross taxiway perpendicular to the Runway Runway 12-30. Presently, aircraft 2-20 centerline. This is the typical must cross Runway 12-30 and use alignment of a connecting taxiway as Taxiway A to reach the Runway 30 it provides for a better view of both the end. Since Runway 30 is used the ma- approach and departure path. jority of the time, reducing the number of times an aircraft needs to cross the Taxiway C is 40 feet wide and extends runway would also reduce the poten- between the Runway 2 end and Taxi- tial for runway incursions and air traf- way A on the north side of Runway 2- fic controller workload. Reducing the 20. Taxiway C is located 200 feet from potential for runway incursions is a the Runway 2-20 centerline. As indi- primary goal of the FAA. This taxi- cated previously, ARC B-II standards way should be 50 feet wide and be lo- specify a runway/taxiway separation cated 400 feet from the Runway 12-30 distance of 240 feet. Taxiway C centerline. causes an obstruction to the Runway 2-20 OFZ, as the wing from a taxiing Taxiway B presently extends between aircraft penetrates the OFZ surface. Taxiway A and the Runway 20 end, Facility planning should include relo- south of Runway 2-20. Facility plan- cating Taxiway C approximately 40 ning should include extending Taxi- feet north to meet FAA runway B to the Runway 2 end. This way/taxiway separation standards and would provide direct access to this clear the OFZ. runway end for aircraft located in the southeast quadrant of the airport. Taxiway CC is located approximately Presently, aircraft located in this 117 feet from the existing Taxiway C quadrant of HIO must use the center centerline and is 28 feet wide. The taxiway and apron taxilanes to access centerline of Taxiway CC is located the Runway 2 end. Taxiway B is lo- only 29.5 feet from the existing T- cated 250 feet from the Runway 2-20 hangar facilities. This is 10 feet less centerline, exceeding minimum sepa- than needed for taxiing aircraft in

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ADG I, and 28 feet less than needed Taxiway AA is located approximately for taxiing aircraft in ADG II. To en- 274 feet west of Taxiway A. Taxiway sure proper clearance for taxiing air- AA is 40 feet wide and extends be- craft, additional separation between tween Taxiway C and Taxiway A4, Taxiway CC and the T-hangars is providing access to a number of corpo- needed. rate hangar parcels and FBO parcels on the west side of the airport. ADG This additional clearance can only be III design standards specify a mini- achieved by relocating Taxiway CC to mum separation distance of 152 feet the south towards Taxiway C. This is between parallel taxiways. Presently, complicated by the need to relocate the Taxiway A to Taxiway AA separa- Taxiway C to the north to meet FAA tion distance exceeds this minimum runway/taxiway separation criterion requirement by 122 feet. Considera- and clear the Runway 2-20 OFZ. Re- tion may be given to relocating Taxi- locating Taxiway C 40 feet north way AA 122 feet east to the minimum would reduce the Taxiway C to Taxi- ADG III parallel taxiway separation way CC separation distance to 77 feet. distance. This could allow for the de- FAA design standards specify a mini- velopment of additional apron area mum separation distance between along this taxiway. parallel taxiways of 105 feet. Follow- ing a relocation of Taxiway C, this A full-length parallel taxiway should minimum separation distance would be planned for the proposed parallel not be met. Therefore, it is recom- Runway 12L-30R. This taxiway mended that Taxiway CC be closed should be located 150 feet from the and ultimately removed so that Taxi- runway centerline and be 25 feet wide. way C can meet FAA design standards Most likely this taxiway would extend and clear the OFZ, and provide along the east side of the runway to greater clearance between the taxiway provide for future landside facilities centerline and the T-hangars. All ex- developed in that quadrant of the air- isting T-hangar access taxilanes port. should be extended to Taxiway C after Taxiway CC is closed. Holding aprons provide an area for aircraft to prepare for departure and Taxiway C should ultimately be ex- allow aircraft to bypass other aircraft tended to the Runway 20 end once it is which are ready for departure. A relocated. This will allow direct access holding apron is currently provided at to the Runway 20 end for aircraft lo- the Runway 12 end for this purpose. cated in the northwest quadrant of the Holding aprons should be planned for airport. Aircraft taxiing to or from the the Runway 2 and 20 ends. A holding Runway 20 end would only need to apron should be planned on the east cross Runway 12-30 with an extended side of Runway 30. A holding apron Taxiway C. Without an extended cannot be developed on the west side Taxiway C, aircraft must cross both of Runway 30, as there is not suffi- Runway 12-30 and Runway 2-20. cient area between Taxiway A and the

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tiedown apron. The by-pass taxiway Identification Lighting configuration at the Runway 30 end serves the same function as a holding The location of an airport at night is apron and should be maintained. indicated by a rotating beacon. The rotating beacon at HIO is located in the parking lot behind the terminal TRANSIENT HELIPAD building. The rotating beacon is sufficient and should be maintained in the Hillsboro Airport does not have a des- future. ignated transient helipad. Transient helicopters must operate in the same area as fixed wing aircraft. Parking Runway and Taxiway Lighting areas for helicopters and fixed-wing aircraft parking areas are typically Runway and taxiway lighting utilizes segregated to the extent practicable to light fixtures placed near the pave- avoid the effects of helicopter rotor ment edge to define the lateral limits wash on fixed-wing aircraft that are of the pavement. This lighting is es- tied down. sential for safe operations during night and/or times of low visibility in Facility planning should include es- order to maintain safe and efficient tablishing a designated transient heli- access to and from the runway and pad along the primary transient apron aircraft parking areas. area at HIO. This should be supplemented with two parking positions, Runway 12-30 is equipped with high and be lighted to allow for operations intensity runway lighting (HIRL). at night and during poor visibility HIRL is required for the ILS approach conditions. and should be maintained through the planning period.

LIGHTING AND MARKING Runway 2-20 is equipped with medium intensity runway lighting Currently, there is a number of light- (MIRL). MIRL is sufficient for the ing and pavement marking aids serv- visual approaches to Runway 2-20. ing pilots using the Hillsboro Airport. The proposed parallel Runway 12L- These lighting and marking aids as- 30R should be equipped with MIRL. sist pilots in locating the airport during night or poor weather conditions, Effective ground movement of aircraft as well as assist in the movement of at night is enhanced by the availabil- aircraft on the ground. Exhibit 4F de- ity of taxiway lighting. Presently, only picts the requirements for lighting and Taxiways A, B and the Terminal marking aids. Apron are lighted. This lighting should be maintained through the planning period and added to any new taxiways.

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Airfield Signs landings to the runway, visual glide- slope indicators are commonly pro- Lighted directional and hold signs are vided at airports. A precision ap- installed at HIO. This signage identi- proach path indicator (PAPI-4) is in- fies runways, taxiways, and apron ar- stalled at the Runway 12 end. A visual eas. These aid pilots in determining approach slope indicator (VASI-4) is their position on the airport and pro- installed at the Runway 2, 20, and 30 vide directions to their desired loca- ends. These systems are appropriate tion on the airport. These lighting for the mix of aircraft currently oper- aids should be maintained through the ating at HIO and should be main- planning period. tained through the planning period. Consideration may be given to replac- Lighted distance-remaining signs as- ing the VASI-4 with the newer design sist pilots in quickly identifying the PAPI-4, which are less costly to main- runway length remaining when land- tain and operate. PAPI-2 should be ing and departing an airport. Dis- planned for each end of proposed par- tance-remaining signs are typically allel Runway 12L-30R. placed in 1,000-foot intervals along the runway. Facility planning should include installing lighted distance re- Approach Lighting maining signs along Runway 12-30, since it accommodates the majority of Approach lighting systems provide the business jet use. basic means to transition from instrument flight to visual flight for landing. A medium intensity approach Pilot-Controlled Lighting lighting system with runway alignment indicator lighting (MALSR) is Hillsboro Airport is equipped with a installed at the Runway 12 end and pilot-controlled lighting (PCL) system. used in conjunction with the ILS to PCL allows pilots to control the inten- provide the 2-mile visibility mini- sity of MALSR. PCL also provides for mums for the ILS approach. This sys- more efficient use of MALSR lighting tem should be maintained through the energy use. A PCL system turns the planning period. MALSR lights off when not in use. This system should be maintained through the planning period. Runway End Identification Lighting

Visual Approach Lighting Runway end identification lighting provides the pilot with a rapid and In most instances, the landing phase positive identification of the runway of any flight must be conducted in vis- end. Runway end identifier lights ual conditions. To provide pilots with (REILs) are presently installed at the visual descent information during Runway 30 end. As REILs provide pi-

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lots with the ability to identify runway OTHER FACILITIES ends and distinguish the runway lighting from other lighting on the The airport has a lighted wind cone airport and in the approach areas, which provides pilots with information REILs should be considered for the about wind conditions. This is suffi- Runway 2, 20, 12L, and 30R ends. cient and should be maintained in the future.

Pavement Markings The Automated Surface Observing System (ASOS) is an important com- Pavement markings are designed ac- ponent to airfield operations, as it no- cording to the type of instrument ap- tifies pilots of local weather condi- proach available on the runway. FAA tions. This system should be main- AC 150/5340-1F, Marking of Paved tained through the planning period Areas on Airports, provides the guid- and upgraded as needed. ance necessary to design an airport's markings. Runway 30 is equipped The airport traffic control tower with nonprecision runway markings. (ATCT) is located west of Runway 12- These markings are sufficient for a fu- 30. The ATCT is owned and operated ture APV approach to this runway by the FAA. The ATCT enhances end. Runway 12 is equipped with pre- safety at HIO by providing aircraft cision runway markings. These mark- separation and sequencing services. ings are required for ILS approaches The ATCT is expected to be needed for and should be maintained through the these purposes throughout the plan- planning period. Runway 2-20 is ning period. The hours of operation equipped with basic markings. These and staffing levels of the ATCT are the markings are sufficient for pilots exe- responsibility of the FAA, and will be cuting visual approaches to these determined based upon controller runways and should be maintained workload following FAA air traffic through the planning period. Basic guidance and standards. runway markings are appropriate for the proposed parallel Runway 12L- A compass calibration pad is used by 30R. pilots and/or maintenance personnel to align an aircraft on known magnetic Taxiway and apron areas also require headings, for the purpose of determin- marking to assure that aircraft re- ing and correcting the degree of error main on the pavement. Yellow center- in the magnetic compass caused by line stripes are currently painted on equipment installed in the aircraft. all taxiway and apron surfaces at HIO There is presently no compass calibra- to provide this guidance to pilots. Be- tion pad at Hillsboro Airport. sides routine maintenance, these markings will be sufficient through Specifications for the siting of a com- the planning period. pass calibration pad are found in FAA

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AC 150/5300-13, Airport Design. A $ Airport Maintenance compass calibration pad must be at $ Emergency Vehicle Storage least 300 feet from power and commu- $ Security nication cables and other aircraft, and $ Fencing at least 600 feet from large magnetic $ Aviation Fuel Storage objects such as buildings, railroad $ Revenue Support Facilities tracks, high-voltage electrical trans- mission lines, or cables carrying direct Along with considering the number current. The compass calibration pad and type of future on-airport facilities must be located outside the runway that will be needed to meet projected RSA and OFZ and runway and taxi- demand, access and circulation to and way OFAs. The compass calibration from the airport and storm water pad shall have a radius of at least 39.5 drainage should be considered in facil- feet to accommodate aircraft up to ity planning. ADG II. A magnetic survey is required prior to construction to ensure that the selected site is not influenced AIRCRAFT HANGARS by unknown magnetic or ferrous ma- terials, and that the site can be devel- The demand for aircraft storage han- oped to minimum tolerance levels for gars typically depends upon the num- determining magnetic headings. ber and type of aircraft expected to be based at HIO. For planning purposes, it is necessary to estimate hangar re- LANDSIDE quirements based upon forecast operational activity. However, hangar de- REQUIREMENTS velopment should be based on actual demand trends and financial invest- Landside facilities are those necessary ment conditions. for handling general aviation aircraft and passengers while on the ground. Presently, there are 213 separate T- These facilities provide the essential hangar units in 15 separate buildings interface between the air and ground totaling approximately 320,700 square transportation modes. The capacities feet. There are six corporate hangars of the various components of each area totaling approximately 101,500 square were examined in relation to projected feet housing 22 aircraft. There are 12 demand to identify future landside fa- FBO hangars totaling approximately cility needs. This includes: 238,100 square feet housing 66 aircraft. The FBO hangar space is used $ Aircraft Hangars for both aircraft storage and for pro- $ Aircraft Parking Aprons viding aircraft/aviation services such $ Public Terminal Facilities as maintenance.

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Presently, 71 percent of all aircraft tion of based aircraft by type and han- based at HIO and stored inside some gar location. As shown, the majority type of a storage building are in T- of single engine piston and multi- hangars, seven percent are in corpo- engine piston aircraft are stored in the rate hangars, and 22 percent are in T-hangars, while the majority of tur- FBO-owned and operated hangars. bojet, turboprop and helicopters are Table 4N summarizes the distribu- stored in the FBO hangars.

TABLE 4N Existing Based Aircraft by Type and Hangar/Tiedown Location Single Multi- Engine Engine Turboprop Turbojet Helicopter Other Total T-hangars Number of Aircraft 178 25 4 3 2 1 213 % of Total Aircraft in Hangars 95.2% 75.8% 30.8% 7.3% 7.7% 100.0% Corporate Hangars Number of Aircraft 6 4 3 5 4 0 22 % of Total Aircraft in Hangars 3.2% 12.1% 23.1% 12.2% 15.4% 0.0% Fixed Base Operator (FBO) Hangars Number of Aircraft 3 4 6 33 20 66 % of Total Aircraft in Hangars 1.6% 12.1% 46.2% 80.5% 76.9% 0.0% Total Aircraft in Hangars 187 33 13 41 26 1 301 Tiedowns Number of Aircraft 57 2 0 0 3 0 62 % of Total Based Aircraft 23.4% 5.7% 0.0% 0.0% 10.3% 0.0% Total All Aircraft 244 35 13 41 29 1 363 Source: Port of Portland, Airport Operator Records

Utilization of hangar space varies as a Future hangar requirements for Hills- function of local climate, security, and boro Airport are summarized on Ex- owner preferences. The trend in gen- hibit 4G. Future hangar require- eral aviation aircraft, whether single ments were developed with the as- or multi-engine, is in more sophisti- sumption that a majority of aircraft cated (and consequently more expen- owners would continue to prefer en- sive) aircraft. Therefore, many hangar closed storage through the planning owners prefer hangar space to outside period. A growing percentage of based tiedowns. Vintage aircraft owners and aircraft are projected to be based in many recreational aircraft owners pre- corporate hangars. Table 4P summa- fer hangar space to protect their air- rizes the distribution of based aircraft craft, which many times are con- in hangars through the planning pe- structed with fabric wing and fuselage riod. covers.

4-32 03MP01-4G-5/24/05 Total AircrafttobeHangared Total ApronArea(s.y.) Total Positions Terminal BuildingApron Locally-Based AircraftPositions Positions Fixed BaseOperator(FBO)AircraftParking Transient BusinessJetPositions Single, Multi-engine-TransientAircraftPositions AIRCRAFT PARKINGAPRONREQUIREMENTS Change FromExisting Total HangarArea(s.f.) Fixed BaseOperator(FBO)HangarArea Corporate HangarArea(s.f.) T-Hangar Area(s.f.) HANGAR AREAREQUIREMENTS Change FromExisting AIRCRAFT STORAGEHANGARREQUIREMENTS 2 1 Two(2)RegionalJetparkingpositions, One(1)Turbopropparkingposition Thetotalbasedaircraftfigurelisted inTable4Aincludesaircraftstoredoutdoors on theaproninadditiontothese aircraft expectedtobehangared. Apron Area(s.y.) Apron Area(s.y.) Apron Area(s.y.) Apron Area(s.y.) Apron Area(s.y.) In FixedBaseOperator(FBO)Hangars In CorporateHangars In T-Hangars 2 1 EXISTING 660,300 238,100 101,500 320,700 150,204 104,004 11,800 11,300 23,100 213 301 197 66 22 42 76 76 3 0 0 TERM NEED 104,300 764,600 244,900 177,500 342,200 155,300 HANGAR ANDAPRON REQUIREMENTS SHORT 36,400 11,800 13,000 81,300 12,800 227 334 186 33 68 39 73 26 76 3 8 PORT OF PORTLAND INTERMEDIATE TERM NEED 157,900 818,200 254,900 208,300 355,000 163,400 38,900 11,800 13,000 85,300 14,400 236 352 196 51 71 45 78 26 80 3 9 TERM NEED 273,100 933,400 287,100 259,900 386,400 182,600 11,800 16,500 94,700 16,000 43,600 LONG 257 394 220 Exhibit 4G 93 80 57 87 33 87 10 3

TABLE 4P Distribution by Hangar Type Short Intermediate Long Existing Term Term Term T-hangars 71% 68% 67% 65% Corporate Hangars 7% 12% 13% 14% FBO Hangars 22% 20% 20% 20% Total 100% 100% 100% 100%

T-hangar requirements were deter- hangar development at HIO and de- mined by providing approximately termine the best location for each type 1,500 square feet of space for each T- of hangar facility. hangar unit, which is equal to the average T-hangar unit size at Hillsboro Airport. On average, approximately AIRCRAFT PARKING APRONS 3,600 square feet is currently provided each existing based aircraft located in A parking apron should be provided a corporate hangar at Hillsboro Air- for at least the number of locally- port. This ratio was used to determine based aircraft that are not stored in future corporate hangar area require- hangars, as well as transient aircraft. ments. On average, approximately Additionally, since most FBO hangars 3,600 square feet is provided for each are used for maintenance in addition existing based aircraft stored in an to aircraft storage, the stored aircraft FBO hangar at Hillsboro Airport. are commonly removed from the han- This ratio was used to calculate future gar and stored on the apron when FBO hangar area requirements. maintenance activities are taking place in the hangar. Apron space for As indicated on the exhibit, additional these aircraft should be considered in hangar space is expected to be re- facility planning. quired through the planning period. The strongest growth is for corporate As shown on Exhibit 4G, there are ap- hangar space. The Port is currently proximately 197 tiedowns available for considering development plans for pri- based and transient aircraft at HIO. vate aircraft owners to construct new Approximately 76 of these are located corporate hangars on the airport. on private FBO leaseholds. Although the majority of future based aircraft Similar to existing conditions, it is ex- were assumed to be stored in an en- pected that the aircraft storage han- closed hangar, a number of based air- gar requirements will continue to be craft will still tie down outside. This met through a combination of hangar is expected to decline from approxi- types. The alternatives analysis will mately 17 percent of all aircraft based examine several possible options for at HIO in 2003, to 10 percent of based

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aircraft in the Long Term Planning termining apron requirements. Table Horizon. 4Q depicts the calculation process for the number of transient aircraft tie- Along with based aircraft parking downs. Turbojet tiedown locations needs, transient aircraft parking were estimated at 10 percent of total needs must also be considered in de- transient aircraft parking needs.

TABLE 4Q Transient Aircraft Parking Apron Positions Determination Short Intermediate Long Term Term Term Busy Day Forecast 1,286 1,373 1,539 Percentage of Itinerant Operations 42% 42% 42% Busy Day Itinerant Operations 540 577 647 Multiplier 15% 15% 15% Itinerant Aircraft Positions 81 86 97 Multiplier 10% 10% 10% Business Aircraft Parking Positions 8 9 10

Total apron area requirements were In addition to the aircraft based on the determined by applying a planning FBO apron areas, the FBO apron area criterion of 500 square yards for each requirements also assumed that 50 based parking position and 800 square percent of aircraft stored in FBO han- yards for each single-engine piston gars would need to tie down outside and multi-engine piston parking posi- during periods when aircraft mainte- tion. Transient business jet positions nance or other activities were occur- were determined by applying a plan- ring in the hangar. Total apron area ning criterion of 1,600 square yards requirements were determined by ap- for each transient business jet posi- plying a planning criterion of 800 tion. The transient aircraft parking square yards for each single-engine needs may not need to be met in one piston and multi-engine piston park- location on the airport. More tran- ing position and 1,600 square yards sient activities are being focused at for each business aircraft position. the FBO areas on airports for convenience and security reasons. Separate The results of this analysis are pre- transient areas away from the general sented on Exhibit 4G. Based upon the aviation services are not highly desir- planning criteria above and trends as- able. Ultimately, this may require sumed for transient and based aircraft providing for larger apron areas asso- users, approximately 32,400 square ciated with each FBO operation. yards of additional apron area is ex-

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pected to be needed through the end of in appearance terminal facilities. the long term planning period. How- Since many fractional jet customers ever, additional apron area in excess travel anonymously, private business of these needs may be needed as new offices are requested. These types of hangar areas are developed on the services cannot be provided in a public airport which are not contiguous with terminal building. Corporate opera- existing apron areas. tors are just as discerning in their operational requirements, although they do not generally publish FBO stan- PUBLIC TERMINAL dards. FACILITIES Similar to Hillsboro Airport, there are Unlike commercial service airports many general aviation airports with such as Portland International Airport public terminal buildings. These pub- (PDX) which require a terminal build- lic terminal buildings provide many of ing for passenger ticketing, baggage the functions described above. In claim, and aircraft boarding, a general most cases these facilities provide aviation airport does not specifically space for airport administration in ad- require a public terminal building. dition to the services described above. While space is needed at a general In fact, the very reason the building aviation airport for waiting passen- was constructed was to provide the gers, a pilot’s lounge, flight planning, airport administrative functions. concessions, management, storage, Since airport management offices re- and various other needs, these func- quire public access, providing space for tions oftentimes are provided in pri- public terminal functions in the same vate FBO buildings. building is commonly considered. In these instances, the cost to build and The need for a public terminal build- maintain terminal facilities is often ing at a general aviation airport is de- considered part of the normal costs of clining with greater emphasis placed operating the airport, as space is on suitable FBO facilities by fractional needed for airport administration. At aircraft operators and corporate air- Hillsboro Airport, airport administra- craft owners. Each of the major frac- tive offices are co-located with the air- tional aircraft operators has developed port maintenance facilities, with no a set of minimum FBO standards similar requirement for space in the which set forth safety, security, cater- public terminal building. Similar to ing, cleaning, aircraft handling, Hillsboro Airport, many general avia- ground transportation, and hangar tion public terminal buildings provide and office space standards for each leaseable space for many small busi- FBO wishing to serve the fractional nesses, which adds to airport reve- aircraft owner. Since the fractional nues. aircraft owner relies on the FBO for all these services, they also rely on the The terminal building at Hillsboro FBO to provide well-kept, professional Airport has vacant office spaces, par-

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ticularly on the second floor where the tional costs and amortization, the vacant restaurant is also located. A terminal building should remain in radio station is located on the second use. However, should the terminal floor. The first floor of the terminal building’s costs exceed the revenues it building is primarily used by Intel generates, consideration should be Corporation for their private shuttle given to redevelopment of the terminal service. Two car rental businesses, building site. As noted above, the one aviation-related and two private need for a public terminal building is businesses are also located on the first diminishing as aircraft owners are re- floor. The trend towards reliance on lying more and more on private FBO FBO facilities is clearly evident at operators to meet those needs. This Hillsboro Airport, as the underutiliza- provides significant competition to the tion of the existing terminal building successful and profitable operation of for public general aviation services al- a public terminal building at an air- lowed this building to be put in alter- port such as HIO. nate use. During the planning period of this The size of a public terminal building Master Plan, the terminal building varies due to airport sponsor prefer- (constructed in 1976) may exceed its ences. There are no specific airport useful life or become a financial bur- planning standards for general avia- den to the Port. Therefore, this Mas- tion terminal buildings. The size and ter Plan needs to examine redevelop- configuration of a public general avia- ment scenarios for the existing termi- tion terminal is based more on the in- nal building site for alternative avia- tended use of the building rather than tion uses. This may include an FBO or the number of passengers using the corporate hangar development. facility (which is typically used to define commercial service terminal Chapter Two, Future Role of Hillsboro buildings). When designing an airport Airport, concluded that while the role terminal building, the building spon- of Hillsboro Airport through the plan- sor needs to determine if the terminal ning period is to serve general avia- building will provide for a restaurant tion activity, the potential for com- and how much space will be devoted to mercial airline activity to materialize leaseable office space. and be operated within the infrastruc- ture limitations at Hillsboro Airport Ultimately, the decision to construct should be considered in the Alterna- and operate a terminal building needs tives Analysis. An alternative use for to be built on a solid business case. As the existing terminal building may ul- with all facility development at an timately be for commercial airline ser- airport, the projected revenues from vice. The Alternatives Analysis to fol- the terminal building must exceed de- low in Chapter Five will more thor- velopment and operational costs. As oughly examine how to accommodate long as the terminal building provides commercial airline service and general sufficient cash flow and covers opera- aviation activities at Hillsboro Airport.

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Providing passenger-handling services does not provide funding for mainte- in the existing terminal building, or nance or equipment storage facilities considering alternate uses for the ex- at general aviation airports. isting terminal building site, needs to take into account the requirements of Since an airport maintenance facility the existing corporate aviation shuttle does not require aircraft access, it can operation located in the terminal be located in a more remote location of building. This type of operation is the airport off the primary flight line very different from the typical tran- location. Vehicle access to the airfield sient business aircraft user, which is needed. The airport maintenance usually consists of only one flight and facility should be located to provide for only a few passengers. The shuttle op- public vehicle access without the need eration consists of three commercial to cross aircraft operational areas. airline-type aircraft, operating several times per day, generating more than The existing airport maintenance 100,000 passengers annually. This building meets all these design con- type of operation cannot be simply ac- siderations. The maintenance build- commodated at an FBO facility. The ing is located off the main flight line unique nature of this operation, which and does not occupy land available for hangar or aviation facility develop- is similar in many respects to a sched- ment. Public access is available via uled airline operation, requires a large N.E. 25th St. Airfield access is avail- holding area, adequate public parking able via the perimeter service road. and rental car facilities. The Airport The Master Plan will continue to re- Alternatives chapter will consider the serve this area for airport mainte- continuation of this unusual opera- nance and administration activities. tion, providing adequate facilities, comparable in size to the existing facility. EMERGENCY

VEHICLE STORAGE

AIRPORT MAINTENANCE As detailed in Chapter Two, requirements for airport rescue and fire- The Hillsboro Airport maintenance fighting (ARFF) are only applicable to and administration building is located commercial service airports certifi- in the southwest portion of the airport cated under Federal Aviation Regula- th along N.E. 25 St. This building pro- tion (FAR) Part 139. Hillsboro Airport vides approximately 8,500 square feet does not accommodate scheduled air- of space for vehicle, equipment, and line service with aircraft with more material storage. Conference rooms than nine passenger seats. Therefore, and office space are also provided in the airport is not required to be certi- the building. ficated under the recently updated FAR Part 139 rules and regulations The size of the maintenance facility is and there is no specific requirement dependent upon Port needs. The FAA for an ARFF facility at Hillsboro Air-

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port. Chapter Two concluded that the TSA publication, Security Guidelines ideal role of Hillsboro Airport through for General Aviation Airports. Within the planning period is to accommodate this publication, the TSA recognized the growing business-class general that general aviation is not a specific aviation activity in the metropolitan threat to national security. However, area. Unless federal regulations the TSA does believe that general change, there will not be a regulatory aviation may be vulnerable to misuse requirement for ARFF facilities on the by terrorists as security is enhanced in airport. Emergency services will con- the commercial portions of aviation tinue to be met with off-airport vehi- and at other transportation links. cles through mutual aid agreements with the City of Hillsboro. To assist in defining which security methods are most appropriate for a As discussed above, the Alternatives general aviation airport, the TSA de- Analysis for Hillsboro Airport will in- fined a series of airport characteristics clude considering the potential for that potentially affect an airport’s se- commercial airline service. Commer- curity posture. These include: cial airline service would require dedi- cated ARFF services and a require- 1. Airport Location – An airport’s ment for an equipment storage build- proximity to areas with over 100,000 ing which provides access to the pri- residents or sensitive sites can affect mary runway within three minutes of its security posture. Greater security an emergency call. This Master Plan emphasis should be given to airports will consider a location for establish- within 30 miles of mass population ing an ARFF station to meet these centers (areas with over 100,000 resi- needs. The location of this ARFF facil- dents) or sensitive areas such as mili- ity should also consider the potential tary installations, nuclear and chemi- for this facility to serve as a joint-use cal plants, centers of government, na- structural firefighting station for the tional monuments, and/or interna- local community. This is a common tional ports. practice which helps to reduce development and operational costs. 2. Based Aircraft – A smaller num-

ber of based aircraft increases the like-

lihood that illegal activities will be SECURITY identified more quickly. Airports with

based aircraft over 12,500 pounds Transportation Security warrant greater security. Administration (TSA)

Security Guidelines 3. Runways – Airports with longer

paved runways are able to serve larger In cooperation with representatives of the general aviation community, the aircraft. Shorter runways are less at- TSA published security guidelines for tractive as they cannot accommodate general aviation airports in May 2004. the larger aircraft which have more These guidelines are contained in the potential for damage.

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4. Operations – The number and type and ranking criterion. The TSA sug- of operations should be considered in gests that an airport rank its security the security assessment. posture according to this scale to determine appropriate security en- Table 4R summarizes TSA- hancements. recommended airport characteristics

TABLE 4R Airport Characteristics Measurement Tool Assessment Scale TSA Established Hillsboro Security Characteristic Factors Airport Location Within 20 nm of mass population areas 1 5 5 Within 30 nm of a sensitive site2 4 4 Falls within outer perimeter of Class B airspace 3 0 Falls within boundaries of restricted airspace 3 0 Based Aircraft Greater than 101 based aircraft 3 3 26-100 based aircraft 2 0 11-25 based aircraft 1 0 10 or fewer based aircraft 0 0 Based aircraft over 12,500 pounds 3 3 Runways Runway length greater than 5,001 feet 5 5 Runway length less than 5,000 feet, greater than 2,001 feet 4 0 Runway length 2,000 feet or less 2 0 Asphalt or concrete runway 1 1 Operations Over 50,000 annual operations 4 4 Part 135 operations 3 3 Part 137 operations 3 0 Part 125 operations 3 0 Flight training 3 3 Flight training in aircraft over 12,500 pounds 4 0 Rental aircraft 4 4 Maintenance, repair, and overhaul facilities conducting long term storage of aircraft over 12,500 pounds 4 4 Totals 39 Source: Security Guidelines for General Aviation Airports 1 An area with a total population over 100,000 2 Sensitive sites include military installations, nuclear and chemical plants, centers of government, national monuments, and/or international ports

Table 4R also ranks Hillsboro Airport the table, the Hillsboro Airport rank- according to this scale. As shown in ing on this scale is 39. Points are as-

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sessed for the airport being located in dating FAR Part 135 charter activi- a major metropolitan area with a ties, accommodating flight training population over 100,000 and being lo- activities, having rental aircraft, and cated within 30 nautical miles of the having maintenance, repair, and over- Portland downtown area where major haul facilities conducting long term state and federal government offices storage of aircraft over 12,500 pounds. are located. The airport is also as- sessed for having more than 101 based Based upon the results of the security aircraft, based aircraft over 12,500 assessment, the TSA recommends pounds, having a runway greater than several security enhancements for 5001 feet in length, having a paved Hillsboro Airport. These enhance- runway surface, conducting more than ments are shown in Table 4S. 50,000 annual operations, accommo-

TABLE 4S Recommended Security Enhancements Based on Airport Characteristics Assessment Results Points Determined Through Airport Characteristics Assessment Security Enhancements > 45 25-44 15-24 0-14 Fencing Hangars Closed Circuit Television (CCTV) Intrusion Detection System Access Controls Lighting System Personal ID System Vehicle ID System Challenge Procedures Law Enforcement Support Security Committee Transient Pilot Sign-in/Sign-Out Procedures Signs Documented Security Procedures Positive/Passenger/Cargo/Baggage ID Aircraft Security Community Watch Program Contact List Source: Security Guidelines for General Aviation Airports

A review of each recommended secu- Access Controls: To delineate and rity procedure is below. The TSA rec- adequately protect security areas from ommends that these security consid- unauthorized access, it is important to erations be incorporated into an over- consider boundary measures such as all security plan for HIO. fencing, walls, or other physical barri-

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ers, electronic boundaries (e.g., sensor are familiar with airport operating lines, alarms), and/or natural barriers. procedures, facilities, and normal ac- Physical barriers can be used to deter tivities. Procedures may be developed and delay the access of unauthorized to have local law enforcement person- persons onto sensitive areas of air- nel regularly or randomly patrol ports. Such structures are usually ramps and aircraft hangar areas, with permanent and are designed to be a increased patrols during periods of visual and psychological deterrent as heightened security. well as a physical barrier. Security Committee: This Commit- Lighting System: Protective lighting tee should be composed of airport ten- provides a means of continuing a de- ants and users drawn from all seg- gree of protection from theft, vandal- ments of the airport community. The ism, or other illegal activity at night. main goal of this group is to involve Security lighting systems should be airport stakeholders in developing ef- connected to an emergency power fective and reasonable security meas- source, if available. ures and disseminating timely security information. Personal ID System: This refers to a method of identifying airport employ- Transient Pilot Sign-in/Sign-Out ees or authorized tenant access to Procedures: This involves establish- various areas of the airport through ing procedures to identify non-based badges or biometric controls. pilots and aircraft using their facilities, and implementing sign-in/sign- Vehicle ID System: This refers to an out procedures for all transient opera- identification system which can assist tors and associating them with their airport personnel and law enforcement parked aircraft. Having assigned spots in identifying authorized vehicles. Ve- for transient parking areas can help to hicles can be identified through use of easily identify transient aircraft on an decals, stickers, or hang tags. apron.

Challenge Procedures: This in- Signs: The use of signs provides a de- volves an airport watch program terrent by warning of facility bounda- which is implemented in cooperation ries as well notifying of the conse- with airport users and tenants to be quences for violation. on guard for unauthorized and potentially illegal activities at HIO. Documented Security Procedures: This refers to having a written secu- Law Enforcement Support: This rity plan. This plan would include involves establishing and maintaining documenting the security initiatives a liaison with appropriate law en- already in place at HIO, as well as any forcement agencies including local, new enhancements. This document state, and federal. These organizations could consist of, but not be limited to, can better serve the airport when they airport and local law enforcement con-

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tact information, including alternates suring that door locks are consistently when available, and utilization of a used to prevent unauthorized access or program to increase airport user tampering with the aircraft, using awareness of security precautions keyed ignitions where appropriate, such as an airport watch program. storing the aircraft in a hangar, if available, and locking hangar doors, Positive/Passenger/Cargo/Baggage using an auxiliary lock to further pro- ID: A key point to remember regard- tect aircraft from unauthorized use ing general aviation passengers is that (i.e., propeller, throttle, and/or tie- the persons on board these flights are down locks), and ensuring that air- generally better known to airport per- craft ignition keys are not stored in- sonnel and aircraft operators than the side the aircraft. typical passenger on a commercial air- liner. Recreational general aviation Community Watch Program: The passengers are typically friends, fam- vigilance of airport users is one of the ily, or acquaintances of the pilot in most prevalent methods of enhancing command. Charter/sightseeing pas- security at general aviation airports. sengers typically will meet with the Typically, the user population is famil- pilot or other flight department per- iar with those individuals who have a sonnel well in advance of any flights. valid purpose for being on the airport Suspicious activities such as use of property. Consequently, new faces are cash for flights or probing or inappro- quickly noticed. A watch program priate questions are more likely to be should include elements similar to quickly noted and authorities could be those listed below. These recommen- alerted. For corporate operations, dations are not all-inclusive. Addi- typically all parties onboard the air- tional measures that are specific to craft are known to the pilots. Airport each airport should be added as ap- operators should develop methods by propriate, including: which individuals visiting the airport can be escorted into and out of aircraft • Coordinate the program with all movement and parking areas. appropriate stakeholders including airport officials, pilots, businesses Aircraft Security: The main goal of and/or other airport users. this security enhancement is to prevent the intentional misuse of general • Hold periodic meetings with the aviation aircraft for terrorist purposes. airport community. Proper securing of aircraft is the most basic method of enhancing general • Develop and circulate reporting aviation airport security. Pilots should procedures to all who have a regu- employ multiple methods of securing lar presence on the airport. their aircraft to make it as difficult as possible for an unauthorized person to • Encourage proactive participation gain access to it. Some basic methods in aircraft and facility security and of securing a GA aircraft include: en- heightened awareness measures.

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This should include encouraging the following general security re- airport and line staff to ‘query’ un- quirements: knowns on ramps, near aircraft, etc. Identification: The FBO should issue unique identification badges for em- • Post signs promoting the program, ployees who have access to the aircraft warning that the airport is operations areas. Unescorted passen- watched. Include appropriate ger access to the ramp is prohibited. emergency phone numbers on the sign. Employees: The FBO must conduct FAA-compliant background checks on • Install a bulletin board for posting each employee. The FBO must have security information and meeting pre-employment drug screening. notices. Aircraft Security: Aircraft cannot be • Provide training to all involved for left unattended when the ground recognizing suspicious activity and power unit or auxiliary power unit is appropriate response tactics. operating. Aircraft must be locked when unattended. Aircraft must be Contact List: This involves the de- parked in well-lit, highly-visible areas velopment of a comprehensive list of with a minimum of six-foot chain link responsible personnel/ agencies to be fencing. Security cameras are pre- contacted in the event of an emergency ferred. Sightseers or visitors are not procedure. The list should be distrib- allowed access aboard or near aircraft. uted to all appropriate individuals. Additionally, in the event of a security Facility Security: Visual surveil- incident, it is essential that first re- lance of all aircraft operational areas sponders and airport management belonging to the FBO is required. have the capability to communicate. FBOs shall establish controlled access Where possible, coordinate radio to the aircraft operational areas. The communication and establish common FBO should maintain at least six feet frequencies and procedures to estab- between safety fence and parked lish a radio communications network ground equipment. Bushes and with local law enforcement. shrubs must be less than four feet in height.

Fractional Jet Operator Security Requirements FENCING

The major fractional jet operators Hillsboro Airport is currently sur- have established minimum standards rounded by standard eight-foot chain- for FBOs serving their aircraft. These link fencing with three strands of minimum standard documents specify barbwire. There are over 20 vehicle

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access gates the majority of which are REVENUE SUPPORT in the south and west building areas. FACILITIES These gates are automatic and operated by a combination punch pad. Revenue support facilities refer to ar- There are also several vehicle access eas of non-aviation uses on airport gates located along the north property property. Non-aviation uses assist in line fence that are swing-type gates expanding and diversifying the income with a padlock. These gates are used stream at HIO. Existing non-aviation mainly by the Port’s tenant farmer to land uses at Hillsboro Airport are cur- access the agricultural areas. rently located along Cornell Road and Cornell Road/N.E. 25th St. intersection. Future fence will be needed as the This includes a number of retail estab- airport property line is expanded by lishments and Hotel/Restaurant on property acquisitions. Automated ve- long-term ground leases with the Port hicle access gates will be required at of Portland. all new vehicle access points to the aircraft operations area. The future FAA policy requires that all airport fence line and access gates will be property be used for aeronautical ac- more fully described as the recom- tivities prior to being used for non- mended Master Plan concept is devel- aviation uses. The FAA must release oped and final facility configurations any land that would be used for non- are established. The ultimate fencing aviation uses. Areas for non-aviation plan will be identified on the landside uses will be considered during the Al- facility plan, which will be included as ternatives Analysis and development part of the final Airport Layout Plan of the recommended Master Plan con- set. cept. A full understanding of the area to be reserved for aeronautical activities must be considered before defin- AVIATION FUEL STORAGE ing areas that may be available for non-aviation development. All aviation fuel storage at Hillsboro Airport is privately-owned and maintained. Requirements for additional ACCESS AND CIRCULATION storage tanks and/or dispensing REQUIREMENTS equipment will be determined indi- vidually by the private fuel distribu- GENERAL ACCESS tors based upon fuel sale averages and TO HILLSBORO AIRPORT average fuel delivery schedules. The amount of time it takes to order and The airport is surrounded by the arte- then receive a fuel delivery dictates rials of NW Evergreen Road to the the minimum storage levels required, north, NE Cornell Road to the south, and subsequently the total storage re- NE Brookwood Parkway to the east, quired to maintain adequate levels for th and NE 25 Avenue to the west (see average sales periods.

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Exhibit 1B- Existing Airfield Facili- surrounding roads of “C” or better. ties). However, this same Plan advises that without implementation of the docu- Cornell Road is a 5-lane arterial ment’s recommended transportation (Washington County data for 2003 improvements, the LOS for Cornell show a daily traffic count of 29,273 Road will drop to “D” or “E”. A major vehicles west of NW 231st Avenue) concern to the Airport should be the with stoplights, bike lanes, sidewalks intersection of Cornell and 25th, which and curbs in the vicinity of the Air- in 1999 had a LOS of “D”. (Refer to port. Exhibit 4H, Intersection at LOS E or F.) One of the goals of the Hillsboro Evergreen Road, from 25th to Brook- Transportation System Plan is to pro- wood Parkway, is 2-3 lanes, with new vide for an efficient transportation pavement, paved median, curbs, side- system that manages congestion. This walks and bike lanes. is consistent with regional goals. To this end, the Washington County 2020 Brookwood Parkway is in good condi- Plan identifies system capacity im- tion, with 4 lanes, curbs and side- provements that will aid in easing walks. congestion.

25th Avenue 2 lanes in good condition, with the majority of this street con- STREET SEGMENT taining curbs and sidewalks. The IMPROVEMENTS northern portion of this street does not include any curbs, sidewalks or bike The major street segments providing lanes. access to the airport could require improvements during the planning pe- Level of Service (LOS) is a qualitative riod in order to accommodate antici- measure that describes a range of op- pated traffic growth. An examination erational conditions on a roadway, in- of the current City of Hillsboro Trans- cluding: speed and travel time, free- portation System Plan indicated pro- dom to maneuver, traffic interrup- grammed improvements. The System tions, comfort and convenience. LOS A Plan was supplemented with informa- represents the best conditions, with tion on what improvements have al- free flow and very low delay or conges- ready been completed. The following tion. LOS F represents the worst op- list of current facility and improve- eration condition with significant de- ments to be constructed including lays. automobiles, buses, bicycles and pe- destrians. (Refer to Exhibit 4J, Pe- The Washington County 2020 Trans- destrian Action Plan, Exhibit 4K, Bi- portation Plan (Plan) 2002, shows an cycle Action Plan, and Exhibit 4L, existing LOS for all Hillsboro Airport Street Improvement Plan.)

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Brookwood Parkway (Evergreen Road Bus: Currently serviced by TRIMET to Butler Road) Bus #46 Bicycle: Existing/Proposed Bike Lanes Auto: 5 Lanes, No further improve- (proposed bike lanes to be ment planned built) Bus: No Current Service Pedestrian: Existing Sidewalks, No Bicycle: Multi-use Path, No further further improvement planned improvement planned Pedestrian: Multi-use Path, No fur- Cornell Road (25th Avenue to Brook- ther improvement planned wood Parkway)

Brookwood Parkway (Butler Road to Auto: 5 Lanes, No further improve- Cornell Road) ment planned Bus: Currently serviced by TRIMET Auto: 5 Lanes, No further improve- Bus #48 ment planned Bicycle: Existing Bike Lanes, No fur- Bus: No Current Service ther improvement planned Bicycle: Multi-use Path, Bike Lanes Pedestrian: Existing Sidewalks, No to be built with roadway im- further improvement planned provement projects Pedestrian: Multi-use Path, Sidewalks Proposed Airport Road Realignment to be built with roadway im- (Evergreen Road to Brookwood Park- provement projects way)

Evergreen Road (Brookwood Park- Auto: Planned 3 lane collector street way/Shute Road to 25th Avenue) Bus: None proposed Bicycle: Proposed Bike Lane/Path to Auto: 3/5 Lanes, Widening to 5 lanes be built with roadway re- throughout alignment Bus: No Current Service Pedestrian: Proposed Sidewalks to be Bicycle: Existing/Proposed Bike Lanes built with roadway realign- (proposed bike lanes to be ment built with roadway improvement projects) Pedestrian: Proposed/Existing Side- INTERSECTIONS walks to be built with road- IMPROVEMENTS way improvement projects Each of the major intersections around 25th Avenue (Evergreen Road to Cor- the airport will require improvements nell Road) during the planning period in order to accommodate anticipated traffic Auto: 2/3 Lane, No further improve- growth and changing traffic patterns. ment planned An examination of the current City of

4-46 03MP01-4H-5/9/05 STUDY INTERSECTIONS AT LOS E OR F SOURCE: DKSAssociates PORT OFPORTLAND 2015 WITHOUT MITIGATION

NOT TOSCALE NORTH Exhibit 4H 03MP01-4J-5/9/05 SOURCE: DKSAssociates PORT OFPORTLAND PEDESTRIAN ACTION PLAN

NOT TOSCALE NORTH Exhibit 4J 03MP01-4K-5/9/05 SOURCE: DKSAssociates PORT OFPORTLAND

NOT TOSCALE BICYCLE ACTION PLAN NORTH Exhibit 4K 03MP01-4L-5/9/05 SOURCE: DKSAssociates STREET IMPROVEMENT PLAN PORT OFPORTLAND

NOT TOSCALE NORTH Exhibit 4L

Hillsboro Transportation System Plan ments outlines in the alternatives indicated the programmed improve- chapter. Refinement at the facility re- ments. This examination was sup- quirements will be made in that chap- plemented with information on what ter as necessary. improvements have been completed, yielding the following list of improvements to be constructed. (Refer to Ex- DRAINAGE REQUIREMENTS hibit 4M, Intersection Improvement Locations.) Hillsboro Airport comprises approximately 900 acres. The majority of the Brookwood Parkway/Evergreen Road, site is bordered on the south by NE #14 – No further improvement Cornell Road, on the east by NW planned Brookwood Parkway, on the north by NW Evergreen Street and on the west th Evergreen Road/25 Avenue, #13 – No by NE 25th and NE 272nd and is consid- further improvement planned ered the current developed portion of the airport. The total airport area that th 25 Avenue/ Cornell Road, #22 - Im- contributes storm water runoff to the prove Intersection/Signal with the ad- storm water system is approximately dition of second NB and SB left turn 540 acres. Approximately 200 acres of lanes, SB right turn lane that is considered impervious because it is paved or occupied by building. Cornell Road/ Brookwood Parkway, The impervious surface consists of two #23 - Improve Intersection/Signal with runways, numerous taxiways, aircraft addition of second EB and WB turn parking aprons, hangars, a terminal lanes building, tenants parking and vehicle parking areas. th Cornell Road/34 Avenue, main terminal entrance- No improvement The Port and 13 of its tenants are co- identified, however improvements permittees on a Department of Envi- may be necessary based on terminal ronmental Quality (DEQ) Storm Wa- parking requirements identified in the ter Pollution Control Plan (SWPCP). alternative chapter The primary activity at Hillsboro airport includes aircraft storage, parking, Proposed Airport Road Realign- fueling and maintenance. A number of ment/Brookwood Parkway – Improve co-permittees own and operate storage Intersection by installing new signal tanks (above ground, underground and mobile) for aviation fuel and other Airport Road/ Brookwood Parkway – petroleum products such as used oil. A No further improvement planned number of co-permittees have installed washing facilities that dis- Improvements and/or realignment of charge to the sanitary system for the several streets and intersections may washing of aircraft. There are two be necessary based on the require- rental car companies with limited op-

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erations on the property. Other ten- holes, grass lined swales and out fall ants have office space with no outdoor structures. activities.

Port activities include pavement Facility Requirements maintenance, pesticide application, mowing, vehicle and equipment main- As new facilities, pavement and build- tenance and fueling and building ings are constructed by the Port or its maintenance. Tenant activities in- tenants, handling of storm water is clude aircraft and associated equip- considered a major part of that devel- ment storage, maintenance, washing opment. and fueling. The new features as described earlier Site storm water is collected through a in this chapter include a new runway, drainage system that is owned by the associated taxiways, aircraft parking, Port or the City of Hillsboro and oper- aprons, hangars, tenant buildings, ve- ated by the City of Hillsboro. Storm hicle parking and new roadways. water at Hillsboro Airport is currently These new facilities will create addi- discharged from six outfalls corre- tional acres of impervious surface that sponding to drainage areas 1, 2, 3, 4, 5 will contribute to storm water runoff and 6. Each drainage area is shown on and water quality. Exhibit 4N and Exhibit 4P. The new drainage features required to The airport lies on high ground be- meet this demand will be similar to tween two watersheds. McKay Creek the type of system that exists at the drains the northerly and westerly por- airport, including underground con- tions of the site. Dawson Creek serves veyance with storm pipes, overland the southern and eastern portions of flow with grass lined swales to be col- the site. Both creeks are part of the lected by catch basins and inlets with Tualatin watershed. outfalls to Dawson Creek/McKay Creek and the City system. The new The DEQ is establishing total maxi- development areas will also be re- mum daily loads (TMDLs) on waters quired to comply with the water qual- of the state that have been designated ity regulations as outlined in the cur- water quality limited. Dawson and rent Storm Water Pollution Control McKay Creek discharge into the Tu- Plan. alatin River which is designated water quality limited by DEQ. SUMMARY The existing storm water collection system at Hillsboro Airport consists of The intent of this chapter has been to pavement underdrains, storm sewer outline the facilities required to meet piping, catch basins, field inlets, man-

4-48 03MP01-4M-5/9/05 INTERSECTION IMPROVEMENT LOCATIONS SOURCE: DKSAssociates PORT OFPORTLAND

NOT TOSCALE NORTH Exhibit 4M 03MP01-4N-5/9/05 SOURCE: DKSAssociates REVISED: JULY 2002

NOT TOSCALE NORTH STORM WATER POLLUTION CONTROL MAP PORT OFPORTLAND Exhibit 4N 03MP01-4P-5/9/05 STORM WATER POLLUTION CONTROL MAP SOURCE: DKSAssociates PORT OFPORTLAND REVISED: JULY2002

NOT TOSCALE NORTH Exhibit 4P

potential aviation demands projected opment to best meet these projected for Hillsboro Airport through the Long needs. The remainder of the Master Term Planning Horizon. The next Plan will be devoted to outlining this step is to develop a direction for devel- direction, its schedule, and costs.

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