Kelly Field Comprehensive Plan Working Paper #1 August 2020 DRAFT
Prepared for Alamo Area Council of Governments 8700 Tesoro Drive, Suite 160 300 South Meridian Street San Antonio, Texas 78217 Indianapolis, Indiana 4662 VC-2019-2790-JLUS-KELLYFIELD-CHA-R1 www.chacompanies.com
KELLY FIELD (SKF) COMPREHENSIVE PLAN
TABLE OF CONTENTS
Kelly Field Executive Summary: National Airport, National Asset ...... I Introduction ...... 1-1 1.1 Project Description ...... 1-1 1.2 Purpose and Objective ...... 1-2 1.3 Kelly Field Background ...... 1-2 1.3.1 History ...... 1-3 1.3.2 Airport Organization and National Role ...... 1-4 1.3.3 Impact on National Defense ...... 1-5 1.3.4 Annual Aircraft Operations ...... 1-6 1.3.5 Surrounding Aviation Community ...... 1-7 1.3.6 Future Aviation Development...... 1-7 Policy and Stakeholder Involvement ...... 2-1 2.1 Policy and Stakeholder Groups ...... 2-1 2.1.1 Joint Base San Antonio ...... 2-1 2.1.2 Port San Antonio ...... 2-3 2.1.3 Alamo Area Council of Governments ...... 2-3 2.1.4 Alamo Area Metropolitan Planning Organization ...... 2-3 2.1.5 City of San Antonio ...... 2-4 2.1.6 Bexar County ...... 2-5 2.1.7 Other Federal, State, and Local Entities ...... 2-5 2.2 Policy and Stakeholder Engagement ...... 2-6 2.2.1 Comprehensive Plan Kick-Off Meeting ...... 2-6 2.2.2 Technical Advisory Committee Meeting #1 ...... 2-7 2.2.3 Policy Advisory Committee Meeting #1...... 2-7 Authority and Planning Context ...... 3-1 3.1 U.S. Air Force ...... 3-1 3.1.1 JBSA-Lackland Air Installations Compatible Use Zones Study – October 2019 ...... 3-1 3.1.2 JBSA-Lackland Kelly Field District Area Development Plan – March 2019 ...... 3-5 3.1.3 JBSA-Lackland Port San Antonio Leaseback District Area Development Plan – September 2019 ...... 3-5
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3.1.4 JBSA-Lackland Installation Facilities Standards – March 2018 ...... 3-6 3.1.5 JBSA Installation Complex Encroachment Management Action Plan, Volume I & II – February 2016 ...... 3-6 3.1.6 Air Force Instruction 32-1015 Integrated Installation Planning – July 2019 ...... 3-6 3.1.7 JBSA Bird/Wildlife Aircraft Strike Hazard (BASH) Plan – June 2020 ...... 3-6 3.2 Port San Antonio ...... 3-7 3.2.1 Kelly Field NPIAS Justification Report – September 2013 ...... 3-7 3.2.2 Kelly Field Master Plan and Airport Layout Plan – January 2019 ...... 3-7 3.2.3 Kelly Field Airport GIS Study – September 2018 ...... 3-9 3.2.4 Kelly Field Alternate Landing Surface Analysis, Part I – September 2017 ...... 3-9 3.2.5 Kelly Field Alternate Landing Surface Analysis, Part II – August 2018 ...... 3-10 3.2.6 Kelly Field Air Traffic Control Tower Siting Study – February 2018 ...... 3-11 3.2.7 Coordination of Airport Roles – January 2015 ...... 3-11 3.2.8 Civil Aviation Terminal ...... 3-12 3.2.9 Port San Antonio Design and Development Standards – October 2016 ...... 3-12 3.3 Joint Land Use Studies ...... 3-13 3.3.1 JBSA-Lackland Joint Land Use Study – November 2011 ...... 3-13 3.4 U.S. Department of Defense ...... 3-15 3.4.1 DOD Unified Facilities Criteria 3-260-01 Airfield and Heliport Planning and Design – February 2019 ...... 3-15 3.4.2 DOD Unified Facilities Criteria 2-100-01 Installation Master Planning – October 2019 3- 16 3.5 Federal Aviation Administration ...... 3-16 3.5.1 Advisory Circular 150/5300-13A Airport Design – February 2014 ...... 3-16 3.6 Code of Federal Regulations ...... 3-16 3.6.1 Code of Federal Regulations Title 14, Part 77 – July 2010 ...... 3-16 3.7 City of San Antonio ...... 3-18 3.7.1 San Antonio Approved Master Development Plan, Port San Antonio – October 2008 3- 18 3.7.2 San Antonio Tomorrow Comprehensive Plan – August 2016 ...... 3-19 3.7.3 San Antonio Tomorrow Multimodal Transportation Plan – August 2016 ...... 3-20 3.7.4 Unified Development Code, Zoning – January 2020 ...... 3-20
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3.7.5 Unified Development Code, Development Standards – January 2020 ...... 3-22 3.7.6 Unified Development Code, Historic Preservation and Urban Design – January 2020 . 3- 22 3.7.7 Major Thoroughfare Plan – September 1978 ...... 3-23 3.7.8 Major Thoroughfare Plan Map – January 2020 ...... 3-23 3.7.9 Transportation and Capital Improvements – Continuously Updated ...... 3-23 3.7.10 Coordination of Airport Roles – January 2015 ...... 3-24 3.8 State of Texas ...... 3-24 3.8.1 Texas Department of Transportation Airport Compatibility Guidelines – January 2003 ...... 3-24 Kelly Field Existing Conditions ...... 4-1 4.1 Definition ...... 4-1 4.1.1 Exclusive Use Areas ...... 4-1 4.1.2 Jointly Used Flying Facilities ...... 4-1 4.2 Existing Airfield, Facilities, and Land Use ...... 4-3 4.2.1 Port San Antonio Exclusive Use Areas ...... 4-3 4.2.2 U.S. Air Force Exclusive Use Areas ...... 4-5 4.2.3 Jointly Used Flying Facilities ...... 4-6 Kelly Field Planning and Design ...... 5-1 5.1 Airfield Design Standards ...... 5-1 5.1.1 Airfield Capacity ...... 5-1 5.1.2 Runway Length ...... 5-1 5.1.3 Taxiway Design Standards ...... 5-1 5.1.4 NAVAIDs and Approach Category ...... 5-1 5.2 Environmental and Built Considerations ...... 5-2 5.2.1 Floodplains ...... 5-2 5.2.2 Drainage ...... 5-2 5.2.3 Historic Places ...... 5-3
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LIST OF FIGURES
Figure 1-1 – Regional Location ...... 1-2 Figure 1-2 – Site Location...... 1-3 Figure 1-3 – Kelly Field (Yellow Shading) ...... 1-5 Figure 3-1 - 2019 AICUZ Noise Contours ...... 3-2 Figure 3-2 – 2019 AICUZ Runway Clear Zones and Accident Potential Zones ...... 3-3 Figure 3-3 – Kelly Field Imaginary Surfaces and Transition Planes for Military Airfields ...... 3-4 Figure 3-4 - Kelly Field Recommended Development Plan (PSA) ...... 3-8 Figure 3-5 – Proposed Ultimate Alternate Landing Surface (COA No. 4) ...... 3-10 Figure 3-6 – 3D Diagram of Part 77 Imaginary Surfaces ...... 3-18 Figure 3-7 – Port San Antonio Approved Master Development Plan ...... 3-18 Figure 3-8 – Military Drive Future Option 1 (Curb Running Bus Rapid Transit) ...... 3-20 Figure 4-1 – Jointly Used Flying Facilities, North Airfield ...... 4-1 Figure 4-2 – Jointly Used Flying Facilities, Mid-Airfield ...... 4-2 Figure 4-3 – Jointly Used Flying Facilities, South Airfield ...... 4-2 Figure 4-4 – Overview of Port San Antonio Civilian Aviation Component ...... 4-3 Figure 4-5 – Overview of JBSA-Lackland Military Aviation Component ...... 4-5 Figure 4-6 – Overview of the Jointly Used Flying Facilities at Kelly Field ...... 4-6 Figure 5-1 – PSA Property Flooding Conditions ...... 5-3 Figure 5-2 – Kelly Field Historic District at PSA ...... 5-4
LIST OF TABLES
Table 3-1 - JLUS Main Recommendations by Subarea ...... 3-15 Table 4-1 – PSA Exclusive Use Area Building Inventory in North Airfield ...... 4-3 Table 4-2 – PSA Exclusive Use Area Building Inventory in South Airfield ...... 4-5 Table 4-3 – Existing Instrument Approach Procedures ...... 4-8
Cover Source: CHA, Google Earth, 2020
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KELLY FIELD EXECUTIVE SUMMARY: NATIONAL AIRPORT, NATIONAL ASSET From its origins in 1917 to over a century later, today Kelly Field is a national asset unlike any other airport in the United States – it is the only industrial categorized airport in the United States. This national airfield plays a critical role in support of our national security, and is a vital economic engine for the State of Texas and the Alamo region. [Insert aggregate economic impact statement here]. From its beginnings as an Army Air Service training camp during World War I, it played a significant role in nearly every American conflict of the 20th Century. In this 21st Century, Kelly Field continues to support defense missions around the globe. As a publicly- accessible, federally-recognized airport (Federal Aviation Administration designator SKF), Kelly Field also serves the international aviation industry, the national airspace system, the regional airport system, as well as increasing dynamic local industry – any aircraft in the world today can land safely at this airport. By connecting Joint Base San Antonio with Port San Antonio, Kelly Field, as a joint-use facility, converges military and civilian aerospace, national intelligence, cybersecurity, robotics and military medicine, with leading innovation and technology. Military operations at Kelly Field are centered on the 502nd Air Wing Base (502nd AWB), the 433rd Airlift Wing (433rd ALW), and the 149th Fighter Wing (149th FW). The 502nd AWB performs the joint base administration mission at all three Joint Base San Antonio installations plus eight other operating locations. Joint Base San Antonio is the largest joint base in the Department of Defense and the 502nd AWB, along with its 49 support functions, service more defense students and more active runways than any other installation. The 433rd ALW is an U.S. Air Force Reserve Command unit responsible for training USAF active duty, reservists, and National Guard airmen to operate and maintain the C-5M Super Galaxy. The 149th FW is a Texas Air National Guard unit responsible for training USAF active duty and National Guard airmen to operate and maintain the F-16 Fighting Falcon. Collectively these military components play a critical and unique role in the military’s ability to train, sustain, and optimize airmen for a variety of installation and mission support. Civilian operations at Kelly Field is centered on Port San Antonio, which is a 1,900-acre technology and innovation campus created in 1997 by the City of San Antonio as a separate political subdivision of the State of Texas. The campus includes a mixed-use development center, railport, and industrial aerospace complex adjacent and accessible to Kelly Field. The 400-acre industrial aerospace complex is home to several aerospace customers providing essential maintenance, repair, and overhaul services to military and commercial aircraft, as well as, providing cargo services and advancing aerospace industry innovation in fabrication, avionics, modifications and upgrades, cybersecurity integration, and testing. The industrial aerospace complex provides on- site Federal Inspection Services for the U.S. Customs & Border Protection Agency and serves as a Foreign-Trade Zone (#80-10). The military flying units stationed at Kelly Field and Port San Antonio provide intangible benefits to the local community beyond economics. The 433rd ALW works extensively with youth groups, senior citizens, handicapped and other civic charitable organizations in the San Antonio region,
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and set a record for the most blood ever donated on a one-day drive.1 The 149th FW also routinely gives back to the San Antonio community, including conducting F-16 flyovers for memorial, tribute, and other local events. Port San Antonio engages with the local community through a variety of means, such as hosting aerospace expositions for youth, providing storage space for donated holiday gifts before being delivered locally, and exhibiting local artist’s artwork in their public offices.
1 USAF/433rd ALW, “433rd Airlift Wing”, https://www.433aw.afrc.af.mil/About-Us/Fact- Sheets/Display/Article/680426/433rd-airlift-wing. Published August 15, 2015, current as of April 2017.
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INTRODUCTION
1.1 PROJECT DESCRIPTION Kelly Field is a joint use, civil-military (CIV/MIL) airfield at Joint Base San Antonio-Lackland (JBSA or JBSA-Lackland) located in southwestern San Antonio, Texas. Kelly Field is a longstanding strategic asset for the U.S. Air Force (USAF), San Antonio region, and nation with a long history, far-reaching economic impact, and significant opportunities to grow civilian and military activities. The USAF is the lead agency at JBSA and thus owns, operates and maintains the Kelly Field airfield. USAF operational flying units at Kelly Field include the Texas Air National Guard (TXANG) 149th Fighter Wing (149th FW) and the USAF Reserve Command 433rd Airlift Wing (433rd ALW), which are based on the western side of Kelly Field. The 502nd Air Base Wing (ABW) provides installation support to JBSA with its 502nd Operations Support Squadron (OSS) providing air traffic control for Kelly Field. Civil use of Kelly Field is controlled by the Port Authority of San Antonio, or commonly referred to as Port San Antonio (PSA). PSA operates a 1,900-acre campus that comprises an industrial airport, port operations, industrial airpark, and an array of industrial and commercial facilities that house over 80 public and private sector tenant customers on the east side of the runway. PSA customers directly employ over 13,000 people in the community and include major aerospace, cybersecurity, applied technology and additional Department of Defense operations. The Kelly Field Comprehensive Plan ("the Plan") is a collaborative, long-range, broad-based planning effort that blends military installation planning from JBSA with civilian aeronautical planning from PSA. The Plan seeks to develop a single strategy to continue ongoing commercial development and economic growth through the civilian side of Kelly Field while also supporting mission sustainment and potential growth of military operations and activities. The Plan will merge development standards and planning from the Department of Defense (DOD), JBSA, PSA, the City of San Antonio (San Antonio), Bexar County, the State of Texas, and the Federal Aviation Administration (FAA). Easterly View of Kelly Field with JBSA-Lackland in foreground and PSA in background
Source: Google Earth
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1.2 PURPOSE AND OBJECTIVE The purpose of the Plan is to define the geographic and economic footprint of Kelly Field, and to provide a single vision for the future development of Kelly Field that align military and civilian ideals over a 20-year planning horizon. The Plan’s purpose will be accomplished through achieving a series of objectives integral to aligning military and civilian interests, including: Promoting community development that is compatible with military training, testing and operational missions. Planning for joint-use airfield recapitalization and long-term development for the benefit of civil and military missions and activities. Identification of current and potential incompatibilities and recommended strategies that will mitigate or prevent such issues from adversely affecting the growth and appropriate development of Kelly Field. Alignment of prior airfield studies and planning. A focus on mission growth. Promotion of a regional approach to compatible land use around JBSA facilities. Guidance and clear definition of compatible land use. Strategies for reducing operational impact on adjacent land. 1.3 KELLY FIELD BACKGROUND Kelly Field is located in western Bexar County in the south central part of Texas (Figure 1-1) within the municipal limits of San Antonio, approximately eight miles southwest of the city’s downtown generally within the bounds of Interstate Loop 410, Interstate 35, and U.S. Highway 90 (Figure 1-2). Military use is primarily accessible from JBSA-Lackland to the west of the airfield while civilian use is exclusively access from PSA to the east, as further detailed in Section 4.1. Figure 1-1 – Regional Location
Source: CHA, ESRI, 2020
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Figure 1-2 – Site Location
Source: CHA, ESRI, 2020 1.3.1 History On November 21, 1916, a site was selected five miles southwest of San Antonio for a new aviation airfield. The intent was to replace Fort Sam Houston, which was deemed to have inadequate space for expansion. The site for the new airfield was chosen partly for its access to adjacent railroad facilities, which still play a major role in PSA’s operations today. On April 6, 1917, one day before the U.S. entered World War I, four aircraft landed at the field to begin flying operations. By the end of May, the field’s population had grown to over 4,000 military personnel. The base was named for Second Lieutenant George Edward Maurice Kelly, who was killed in a crash at Fort Sam Houston on May 10, 1911, the first American military aviator to lose his life while piloting a military aircraft. The installation played a significant role in the region’s contribution to Army Air Corps support during World War I. Leading into World War II, new facilities were built to meet the needs of a developing air force in the face of the looming war. By 1943, Kelly Field had become the largest military maintenance and supply facility in the country. The supply depot activities became the primary mission of the base and flight training activities were transferred elsewhere, while the name officially became Kelly Air Force Base (AFB) in 1948.
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Post-war, the base became home to logistics The B-29 was one of many aircraft responsibilities for such aircraft as the B-29, B-50, B- stored and maintained at Kelly Field 36, B-47, and B-58 bombers; F-102 and F-106 fighters; and various cargo aircraft, including the C- 5 transport. Air transport and maintenance remained the primary mission during the Korean War, Vietnam War, Desert Storm, and Desert Shield. Notwithstanding its storied history, Kelly became one of the facilities targeted under the 1995 Base Realignment and Closure (BRAC) Commission in
1995, resulting in 1,876 acres being transferred to Source: JBSA-Lackland AICUZ Study, 2019 PSA, including land, hangars, and industrial facilities. The 1995 BRAC also aligned the Air Force retained Kelly Field facilities to Lackland Air Force Base. PSA was initially established as the Greater Kelly Development Corporation (GKDC) in 1995 but was restructured in 1997 as the Greater Kelly Development Authority (GKDA) in order to accept federal property. 2 In 2006, GKDA was reorganized as Port San Antonio known today to provide an organization led by a board of directors appointed by the San Antonio City Council and its strategic plan and day-to-day activities are managed by a President and CEO. In 2005, Kelly Field was incorporated into JBSA as part of the Department of Defense joint basing program as recommended by the 2005 BRAC and implemented by Congress. 1.3.2 Airport Organization and National Role Kelly Field is a joint use, civil-military (CIV/MIL) airfield at Joint Base San Antonio-Lackland (JBSA or JBSA-Lackland). According to the Joint Use Agreement (JUA) between the USAF and PSA signed in 2013 (Section 4.1), USAF controls the “Jointly Used Flying Facilities” consisting of the runway, taxiways, Air Traffic Control Tower (ATCT), Aircraft Rescue and Fire Fighting (ARFF), navigational aids (NAVAIDS), and associated systems through its 502nd OSS. PSA has access to the Jointly Used Flying Facilities from the portion of Kelly Field owned and operated by PSA located east of the runway and consisting of ramps, hangars, and support facilities for PSA customers including a fuel farm; a public-use ramp; and a leaseback area occupied by the USAF. The red and blue outlines in Figure 1-3 illustrate of the boundaries of PSA and JBSA-Lackland (excluding the Chapman Annex), respectively. Collectively, the civilian aviation component of PSA and the JBSA-Lackland Kelly Field District (“the Kelly Field District”) represent Kelly Field – shown in the yellow shading in Figure 1-3. The three-letter airport identifier for Kelly Field is SKF. A JUA was first established in 2001 between the USAF and PSA, which provided for both military and civilian operations at Kelly Field. The JUA was updated and a new JUA was signed in 2013 (Section 4.1) to allow greater access to civil aircraft, and to establish language acceptable to the FAA for inclusion in the National Plan of Integrated Airport Systems (NPIAS). The NPIAS identifies over 3,000 existing and proposed airports that are included in the national airport system, the roles
2 PSA, “Kelly Field Heritage, BRAC Transition Era at Kelly Field”, http://www.kellyheritage.org/brac-transition- era.asp. Accessed July 10, 2020.
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they currently serve, and the amounts and types of airport development eligible for Federal funding under the FAA Airport Improvement Program (AIP) over a 5-year time period. Kelly Field’s inclusion in the NPIAS is further discussed in Section 3.2.1. Figure 1-3 – Kelly Field (Yellow Shading)
Source: CHA, Google Earth, 2020 Military use takes precedent at the airfield except for emergency services provided by civilian customers at PSA. The primary role of civilian use is an industrial airport focused on aerospace business and maintenance, repair and overhaul (MRO), with a secondary role as an air cargo and business aviation facility. It is an “unclassified” GA airport in the FAA’s NPIAS and is listed in the Texas Aviation System Plan (TASP). The unclassified NPIAS listing is due to the FAA’s ongoing General Aviation Asset Study, which has unresolved questions as to how GA airports like Kelly Field (i.e. heavy aircraft industrial nature, MRO activities, with an aerospace employment center) would be categorized within the FAA’s emerging classification system. Kelly Field can support these myriads of roles due to its aviation infrastructure that was designed to handle such large-scale industrial uses among the international aviation industry, the national airspace system, the regional airport system, as well as increasing dynamic local industry. Subsequently, Kelly Field can provide mission support to the C-5M Galaxy, the largest aircraft in the USAF inventory, while simultaneously accommodating civilian GA, air cargo, and aerospace manufacturing traffic and all their related jobs and economic growth opportunities. 1.3.3 Impact on National Defense Military operations at Kelly Field are centered on the 502nd ABW, 433rd ALW, and 149th FW. The 502nd ABW is assigned to the Air Education and Training Command (AETC) and performs the joint base administration mission at all three JBSA installations plus eight other operating locations. JBSA is the largest joint base in DOD and the 502nd ABW, along with its 49 support functions, service more defense students and more active runways than any other installation.
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By providing a myriad of installation mission support, the 502nd ABW plays a crucial role in the training and sustainment of today’s and the future’s military force. The 433rd ALW is an USAF Reserve Command unit responsible for training USAF active duty, reservists, and National Guard airmen to operate and maintain the C-5M Super Galaxy. The C-5M is a strategic transport aircraft and the largest aircraft in the USAF inventory that serves a primary mission to transport cargo and personnel for the DOD. Upon activation, the 433rd ALW is assigned to the Air Mobility Command (AMC) and plays a critical role in transporting cargo and personnel throughout the world for mission support and humanitarian relief operations. The 149th FW is a TXANG unit responsible for training USAF active duty and National Guard airmen to operate and maintain the F-16 Fighting Falcon. The F-16 is a compact, multi-role fighter aircraft that provides high maneuverability in both air-to-air combat and air-to-surface attacks. As a relatively low-cost, high-performance weapon system, the F-16 is a critical component in our national security and defense. The 149th FW certifies over fifty F-16 pilots each year through its training program, which go on to provide installation and mission support throughout the world. Collectively these military components play a critical and unique role in the military’s ability to train, sustain, and optimize airmen for a variety of installation and mission support. In addition to these permanently assigned units and their based aircraft, transient military aircraft routinely utilize Kelly Field for their respective missions, including the F-15 Eagle, KC-135 Stratotanker, F/A- 18 Super Hornet, C-17 Globemaster III, C-130 Hercules, T-1 Jayhawk, T-6 Texan II, T-38 Talon, MH- 60G/HH-60G Pave Hawk, and C-12 Huron. As such, Kelly Field plays a critical role in supporting the missions of a variety of military units across the United States, including national intelligence, cybersecurity, robotics and military medicine, with leading innovation and technology. 1.3.4 Annual Aircraft Operations Each take-off and landing of an aircraft is counted as a single operation in calculating the annual aircraft operations for an airport. As such, there were 36,568 annual operations at Kelly Field in 2018 as reported in the 2019 JBSA-San Antonio Air Installations Compatible Use Zones (AICUZ) study (Section 3.1.1). This includes based and transient aircraft, either fixed-wing or rotary-wing, for both military and civilian components. Military aircraft based here include the C-5M Super Galaxy (433rd ALW) and the F-16 Fighting Falcon (149th FW), while common transient military aircraft include the F-15 Eagle, KC-135 Stratotanker, F/A-18 Super Hornet, C-17 Globemaster III, C-130 Hercules, T-1 Jayhawk, T-6 Texan II, T-38 Talon, MH-60G/HH-60G Pave Hawk, and C-12 Huron. According to the 2019 Kelly Field Master Plan and ALP (Section 3.2.2), military operations comprised over 83% of the annual operations at Kelly Field in 2015, which is likely similar to the number of annual operations today. Most civilian operations were transient related to MRO services provided at PSA. There are no individual or T-hangars, and very few bulk hangars are available or suitable for GA aircraft storage, resulting in only 9 based civilian aircraft in 2015. The remaining civilian operations were either air carrier, taxi, or cargo. Civilian annual aircraft operations are limited to 18,756 per year as defined in the JUA.
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1.3.5 Surrounding Aviation Community Kelly Field is one of three NPIAS aviation facilities in Bexar County. San Antonio International Airport (SAT) is the primary commercial service airport for the region, located eight miles from downtown San Antonio. Stinson Municipal Airport (SSF) is a GA and a reliever airport to SAT and is located six miles from downtown San Antonio. Other nearby NPIAS facilities include two GA airports: Castroville Municipal Airport (CVB) and New Braunfels Regional Airport (BAZ). Six non- NPIAS airports also serve the San Antonio community as well. 1.3.6 Future Aviation Development One of the principle outcomes of this Comprehensive Plan is to reconcile and coordinate future aviation development at Kelly Field. Civilian use development is driven by PSA and its Kelly Field Master Plan and Alternate Landing Surface (ALS) Analysis Study. Military use development is driven by JBSA-Lackland by-way-of its Installation Development Plan (IDP), Kelly Field District Area Development Plan (ADP), and PSA Leaseback ADP. These plans are described in Chapter 3 and outline future aviation development over the next 10 to 20 years. However, future development in relation to the Jointly Used Flying Facilities need to be reconciled between these plans to ensure both JBSA-Lackland and PSA needs are accommodated, which is described in Chapter 4.
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POLICY AND STAKEHOLDER INVOLVEMENT
Policy and stakeholder involvement is an integral part of any significant airport planning study, as it encourages information-sharing and collaboration among the community and airport stakeholders that have a collective interest in the outcome of the study. The identified policy and stakeholder groups relevant to this Comprehensive Plan are described in Section 2.1. Through open, two-way communications, the primary objectives of the policy and stakeholder involvement are to (1) educate the various stakeholder groups of the benefits and contributions of the Airport to the region; and (2) to garner insight as to how the USAF and PSA can best support the needs and interests of the local communities. Policy and stakeholder engagement throughout this Comprehensive Plan process are detailed in Section 2.2. 2.1 POLICY AND STAKEHOLDER GROUPS 2.1.1 Joint Base San Antonio JBSA was established following implementation of BRAC in 2005 that consolidated Fort Sam Houston, Lackland Randolph and Lackland Air Force Bases, and Camp Bullis. The USAF is the executive agency for JBSA, which is the largest joint base within the United States Department of Defense (DOD). In addition to the three primary installations, JBSA includes eight other operating locations and hosts 266 mission partners. JBSA-Lackland consists of the Lackland Main Base, Kelly Field, and the Chapman Annex, totaling approximately 8,856 acres. JBSA-Lackland is best known for being the sole location for the USAF enlisted Basic Military Training (BMT) for the Active Duty Air Force, Air Force Reserve Command (AFRC), and Air National Guard. In addition to BMT, JBSA-Lackland provides technical training for a wide array of USAF support functions, English language training for international military personnel, and specialized maintenance and security training. Further, JBSA-Lackland is also home to more than 120 DOD and associate organizations, providing mission-critical facilities, infrastructure, and property to support readiness training exercises and operations as well as its various tenant commands’ mission responsibilities. JBSA-Lackland missions with operations in Kelly Field are described below. 502nd Air Base Wing The 502nd ABW is the host unit at JBSA and provides installation support across all JBSA locations. The 8,000-person 502nd Air Base Wing executes the 49 installation support functions at JBSA and manages and provides oversight for major projects, facilities, and infrastructure. 502nd ABW Groups and Squadrons that have facilities in Kelly Field include the 502nd Installation Support Group (ISG), 502nd Civil Engineer Group (CEG), 502nd Operations Support Squadron (OSS), 502nd Logistics Readiness Squadron (LRS), 502nd Civil Engineer Squadron (CES), 802nd Security Forces Squadron (SFS), and the 802nd Force Support Squadron (FSS).
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433rd Airlift Wing – USAF Reserve Command The 433rd ALW, also known as the Alamo Wing, is a C-5M Super Galaxy training unit with approximately 2,300 active duty personnel. Headquartered at JBSA-Lackland with 21 subordinate units, the Wing organizes, equips, and trains reservists to achieve combat readiness according to training standards established by the Air Mobility Command and the Air Education and Training Command. C-5M Super Galaxy
Source: JBSA-Lackland AICUZ Study, 2019 149th Fighter Wing – Texas Air National Guard The 149th FW is an F-16 Fighting Falcon training unit with approximately 650 active duty personnel. The cornerstone of the 149th's flying mission is the 182d Fighter Squadron, whose role is to take pilots, either experienced aircrew or recent graduates from USAF undergraduate pilot training, and qualify them to fly and employ the F-16. F-16 Fighting Falcon
Source: JBSA-Lackland AICUZ Study, 2019
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2.1.2 Port San Antonio PSA is a tax-exempt, self-sustaining enterprise incorporated in 1997 by San Antonio as a separate political subdivision of the State of Texas. Originally established in 1995 as the GKRC, it was restructured in 1997 as the GKDA in order to accept federal property. In 2006, GKDA was reorganized as PSA known today to provide an organization led by a board of directors and a President and CEO. It’s 11-member Board of Directors is appointed by the Mayor and City Council. It is an independent, special redevelopment authority resulting from the implementation of BRAC that closed the former USAF Kelly Field Air Base in 1995. PSA was created and designed to repurpose the former military land into a 1,900-acre technology and innovation campus that would provide regional job and economic growth. Located just southwest of downtown San Antonio, PSA has more than 80 public and private sector tenants employing over 13,000 people throughout industries in aerospace, defense, global logistics, manufacturing, cybersecurity, and energy. 3 One of the strongest attractions of PSA is its unique offering of tenant sites and services in proximity of JBSA-Lackland, including the industrial airport at Kelly Field, a 750,000-square foot office complex, a 350-acre rail port, U.S. Customs & Border Protection federal inspections, and designation as a Foreign-Trade Zone. Further, Kelly Field specifically hosts seven of these PSA customers and over 2,000 workers. 2.1.3 Alamo Area Council of Governments The Alamo Area Council of Governments (AACOG) is a voluntary association of municipal and county governments and special districts located in Bexar County and the surrounding twelve counties. Defined as a political subdivision of the State of Texas, the Alamo Area Council of Governments (AACOG) was established in 1967 under Chapter 391 of the Local Government Code as a voluntary association of local governments and organizations that serves its members through planning, information, and coordination activities. AACOG serves the Alamo Area/State Planning Region 18, which covers 13 counties and 12,582 square miles. Comprising the area planning region are Atascosa, Bandera, Bexar, Comal, Frio, Gillespie, Guadalupe, Karnes, Kendall, Kerr, Medina, McMullen, and Wilson counties. 2.1.4 Alamo Area Metropolitan Planning Organization The Alamo Area Metropolitan Planning Organization (AAMPO) develops transportation plans and programs to address the needs of the greater San Antonio area, and decides how federal and state transportation funds will be allocated for the region. The AAMPO is led by the Transportation Policy Board comprised of 21 voting members representing the cities of Boerne, New Braunfels, San Antonio, and Seguin; counties of Bexar, Comal and Guadalupe; the Advanced Transportation District; the Alamo Regional Mobility Authority; the Greater Bexar
3 State of Texas Comptroller, “Port of Entry: Port San Antonio. Impact to the Texas Economy, 2018”, https://comptroller.texas.gov/economy/economic-data/ports/port-san-antonio.php. Accessed May 2020.
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County Council of Cities; the Northeast Partnership; the Texas Department of Transportation and VIA Metropolitan Transit. 2.1.5 City of San Antonio Aviation Department The Aviation Department of San Antonio is responsible for managing and operating the San Antonio Airport System consisting of San Antonio International Airport (airport code SAT) and Stinson Municipal Airport (airport code SSF). SAT provides primary commercial airline service for the South Texas region in addition to GA and air cargo services. SSF is the second oldest continually operating GA airport in the US and serves as the primary reliever for GA at SAT. City Council The San Antonio City Council acts as the policy-making and legislative body within the city's government. The council is comprised of ten members elected from single-member districts. Additionally, the council appoints several city positions including the San Antonio City Manager and members of various boards and commissions. Office of Military and Veteran Affairs The Office of Military and Veteran Affairs (OMVA) is a department within San Antonio that works with military-related organizations and partners with JBSA to engage and sustain JBSA’s mission readiness and ensure the long-term protection of the city’s military bases. OMVA works with all military families, active duty, retirees and approximately 250,000 veterans. Planning Department The Planning Department of San Antonio is responsible to guide the city’s growth and development through the creation and adoption of long-range plans, community development plans, neighborhood plans, sector plans, corridor plans, and other special studies. Public participation is a major component to most city planning activities that strive to include the public in the decision-making process for their city. Public Works Department The Public Works Department oversees the capital construction and maintenance of San Antonio streets, traffic, and drainage infrastructure – including both 2012 and 2017 Bond Programs and non-bonded projects throughout the city, such as the Henry B. Gonzalez Convention Center Expansion Project. Transportation Department The Transportation Department focuses on improving mobility for all modes of transportation and implementing long-range transportation planning initiatives.
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2.1.6 Bexar County Bexar County encompasses San Antonio and JBSA and is an important partner in ensuring military readiness throughout the region, especially the County Commissioners. Although Bexar County does not have the legal authority to regulate zoning or to adopt comprehensive plans to control land use and development in unincorporated areas, the Texas Airport Zoning Act in 1987 (Texas Code 241) provides limited authority to control development around airports, though this is not applicable to Kelly Field within the municipal limits of San Antonio. 2.1.7 Other Federal, State, and Local Entities JBSA Public/Public/Public/Private Community Partnership Initiative The JBSA Public/Public/Public/Private (P4) Community Partnership Initiative enables the 502nd Air Base Wing and JBSA to enter into partnerships in the community in order to provide, receive or share installation support services for many of its municipal and morale, welfare and recreation functions. Military Transformation Task Force The Military Transformation Task Force (MTTF) is a joint initiative of San Antonio, Bexar County, and the Greater San Antonio Chamber of Commerce that aims to share information and work with the military to enhance mission readiness through a Community-Military Partnership, to advocate for the military at a local, state, and national level, and to address any impacts that the military may have on the local community. MTTF is comprised of a chairperson from each of the three member organizations, as well as members of the community, including the 502nd Air Base Wing, Brooks Development Authority, PSA, OMVA, the Military Affairs Commission of the Greater Chamber of Commerce, AACOG, and CPS Energy. MTTF also manages four committees representing various community and military issues, including infrastructure and transportation, real property and neighborhoods, communication and legislative affairs, and mission readiness and sustainability. Texas Department of Transportation, Aviation Division The Aviation Division of the Texas Department of Transportation (TxDOT) helps cities and counties obtain and disburse federal and state funds for reliever and GA airports included in the 300-airport Texas Airport System Plan (TASP). The division also participates in the FAA State Block Grant Program, through which it implements a federal improvement program for GA airports. Texas Military Preparedness Commission The Texas Military Preparedness Commission (TMPC) was established in 2003 by the 78th Texas Legislature with the goal to preserve, protect, expand, and attract new military missions, assets, and installations to the State of Texas. The commission also works to encourage defense-related businesses to expand or relocate in Texas. Additionally, the TMPC administers two important defense community funding programs throughout the state, including the Defense Economic Adjustment Assistance Grant Program (DEAAG) and the Texas Military Value Revolving Loan Fund (TMVRLF). DEAAG is an infrastructure
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grant program designed to assist defense communities that are responding to or recovering from a reduction or termination of defense contracts, and those that have been positively affected with new or expanded military missions, as well as, qualified job retention. The TMVRLF aims to assist defense communities in enhancing the military value of a military facility in their area, provide financial assistance to defense communities for job creating economic development projects that minimize the negative effects of BRAC, and provide financial assistance to defense communities for infrastructure projects to accommodate new or expanded military missions resulting from BRAC. U.S. Department of Defense Office of Economic Adjustment The Office of Economic Adjustment (OEA) is a DOD Field Activity that provides technical and financial assistance to states and communities to help enhance the readiness of installations and ranges, and to mitigate adverse impacts caused by DOD program changes, such as BRAC. As of 2020, the OEA manages over 200 grants exceeding $1.3 billion. 4 2.2 POLICY AND STAKEHOLDER ENGAGEMENT Policy and stakeholder engagement throughout the Plan’s planning process included two large open invite meetings to leadership and staff from the groups described within Section 2.1, and six small focus meetings from a subset of these groups comprising the Technical and Policy Advisory Committees, TAC and PAC, respectively. The proceeding sections provide a narrative of the Plan’s policy and stakeholder engagement. 2.2.1 Comprehensive Plan Kick-Off Meeting Policy and stakeholder engagement for the Comprehensive Plan began with a kick-off meeting at PSA organized by AACOG and CHA Consulting, Inc. (CHA) on January 29, 2020. The meeting included a diverse panel of attendees from JBSA, PSA, PSA customers, San Antonio, TxDOT, and the San Antonio Chamber of Commerce. A formal presentation provided an overview of the project, the Comprehensive Plan objective and process, identified policy and stakeholder groups, key elements of Kelly Field for both military and civilian components, planned civilian aviation growth at PSA, and planned military development at Kelly Field. Following the formal presentation, AACOG and CHA facilitated a group discussion with the attendees that ranged in topics from the Comprehensive Plan process to planned airfield development from both civilian and military components. Afterwards, AACOG and CHA met with individual policy and stakeholder groups for detailed discussions relative to their expertise or interest.
4 DOD OEA, “An Introduction to OEA”, https://www.oea.gov/introduction. Accessed July 10, 2020.
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Kick-Off Meeting Presentation Cover Slide
Source: CHA, Google Earth, 2020 2.2.2 Technical Advisory Committee Meeting #1 The Technical Advisory Committee (TAC) was organized as a collection of stakeholders with technical expertise beneficial to the planning process and development of the Plan and included participants from a host of organizations. Its first meeting was held on Tuesday, June 9, 2020 at the PSA and virtually due to the COVID-19 global outbreak. CHA facilitated the meeting and presented an overview of the Plan’s objectives, regulatory and planning context, planned airfield development, and expectations for the next TAC meeting. 2.2.3 Policy Advisory Committee Meeting #1 The Policy Advisory Committee (PAC) was organized as a collection of stakeholders with policy expertise and authority beneficial to the planning process and development of the Plan. PAC participants represented organizations similar to the TAC but was also expanded to capture economic development stakeholders. Its first meeting was held on Wednesday, June 10, 2020 at the PSA and virtually due to the COVID-19 global outbreak. CHA facilitated the meeting and presented an overview of the Plan’s objectives, regulatory and planning context, planned airfield development, and expectations for the next PAC meeting.
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AUTHORITY AND PLANNING CONTEXT
As described in Chapter 1, the USAF and PSA have independently developed plans that, in some cases, are without review and evaluation for compatibility and a single vision for Kelly Field. Planning and development studies, as well as adopted regulations, by the DOD, Federal Government, San Antonio, Bexar County, and the State of Texas that are also applicable to Kelly Field are considered within the Comprehensive Plan. Below is the review and evaluation of these authorities and planning contexts. 3.1 U.S. AIR FORCE 3.1.1 JBSA-Lackland Air Installations Compatible Use Zones Study – October 2019 The goal of the AICUZ program is to protect the health, safety, and welfare of those living and working near air installations while sustaining the USAF’s operational mission. The USAF accomplishes this goal by recommending that noise zones, Clear Zones (CZs), Accident Potential Zones (APZs), and safety of flight concerns associated with military airfield operations be incorporated into local community planning programs in order to maintain the airfield’s operational requirements while minimizing the impact to residents in the surrounding community. Moreover, the AICUZ study for JBSA-Lackland identifies these potential issues and offers mitigating recommendations related to operational noise, community and aircraft safety, and land use compatibility. Operational Noise Aircraft operations are the primary source of noise associated with a military air installation. The level of noise exposure relates to a number of variables, including the aircraft type, engine power setting, altitude flown, direction of the aircraft, flight track, temperature, relative humidity, frequency, and time of operation (day/night). In order to analyze the impact of operational noise on surrounding communities, the AICUZ study develops “noise contours” of perceived decibel levels (dB) using NOISEMAP, the DOD’s standard model for assessing noise exposure from military aircraft operations at air installations. The model is based on projected operations at JBSA-Lackland and incorporates known and anticipated changes in mission and operations through 2021. Figure 3-1 shows the resulting 2019 AICUZ Study noise contours centered on Runway 16-34 with gradient shading to illustrate intensity. These contours can help identify areas of incompatible land use and assist communities in planning for future development around JBSA-Lackland. Moreover, to mitigate impacts on surrounding communities, JBSA-Lackland has established a Noise Abatement program aimed at reducing and controlling the emission of noise and vibrations associated with the use of military aircraft, weapon systems, and munitions while maintaining operational requirements. The program includes: During nighttime hours (10:00 p.m. to 7:00 a.m.), all arrivals are flown to a full-stop landing and no afterburner takeoffs are permitted without prior approval based on
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aircraft configuration, weight, and temperature. (Note: multiple landings at night are conducted on occasion as directed by the syllabus.) Takeoff patterns are routed to avoid noise-sensitive areas as much as possible. Flight patterns are routed to avoid nearby Nelson W. Wolf Minor League Stadium and Sea World San Antonio as much as possible. The Airfield Operations Board, established to support installation flying missions, monitors airfield activity to ensure there is no unnecessary nighttime aircraft maintenance activity and that noise from aircraft operations is minimized to avoid conflict. Transient aircraft are limited to one approach to a full-stop landing. Adjusting straight-in arrival procedures to reduce the distance the wing flaps are deployed (from 10 miles from the runway threshold to 2 miles) and flying a tighter radius racetrack pattern over the airfield so that more of the arrival operations’ noise is contained closer to the runway. Aircraft maintenance engine run-up locations and MRO operations areas have been designated in such a way to minimize noise for people in the surrounding communities, as well as for those on base. Figure 3-1 - 2019 AICUZ Noise Contours
Source: JBSA-Lackland AICUZ Study, 2019
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Community and Aircraft Safety The USAF through its AICUZ program establishes a flight safety program and designates areas of accident potential around air installations to assist in preserving the health, safety, and welfare of residents living nearby. Subsequently, the AICUZ program defines CZs, APZs, imaginary surfaces, and hazards to aircraft flight zones (HAFZ) to aid surrounding communities in developing land uses compatible with airfield operations. Runway Clear Zones and Accident Potential Zones CZs and APZs are considered areas where aircraft accidents are most likely to occur if an accident were to take place, and therefore density and land use restrictions are recommended. CZs are defined as an area 3,000 feet square centered on the end of the runway and should remain undeveloped. APZ I is a rectangle area beyond the CZ that is 3,000 feet in width and 5,000 feet in length along the extended runway centerline. APZ II is a rectangular area beyond APZ I that is 3,000 feet in width by 7,000 feet in length along the extended runway centerline. A variety of land uses are compatible in both APZs, however higher density uses (e.g., schools, apartments, churches) should be restricted because of the greater safety risk in these areas. Figure 3-2 shows the 2019 AICUZ Study CZs and APZs: red shading are the CZs, orange shading are the APZ Is, and yellow shading are the APZ IIs. Figure 3-2 – 2019 AICUZ Runway Clear Zones and Accident Potential Zones
Source: JBSA-Lackland AICUZ Study, 2019
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Imaginary Surfaces The DOD identifies a complex series of imaginary planes and transition surfaces that together define the airspace needed to remain free of obstructions around an airfield. The imaginary surfaces for military airfields include primary surface, approach-departure clearance surface, inner horizontal surface, conical surface, outer horizontal surface, and transitional surface. In general, the USAF does not permit above-ground structures in the primary surface (located on base), and height restrictions apply to transitional surfaces and approach and departure surfaces. Height restrictions are more stringent for areas closer to the runway and flight paths. Figure 3-3 shows the military airfield imaginary surfaces and transition planes at Kelly Field: orange shading is the approach/departure clearance surface, teal shading is the inner horizontal surface, blue shading is the conical surface, pink shading is the outer horizontal surface, and yellow shading is the transitional surface. Figure 3-3 – Kelly Field Imaginary Surfaces and Transition Planes for Military Airfields
Source: JBSA-Lackland AICUZ Study, 2019 Hazards to Aircraft Flight Zones The USAF further identifies the imagery surfaces, as described above, as HAFZs that surrounding communities should utilize to examine the compatibility of land use and activities in relation to the military airfield. Rather than having defined compatibility guidelines, HAFZs act as
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consultation zones in which the USAF encourages developers and planning bodies to consult with the USAF regarding potential development to ensure compatibility with military operations. Land use and activity compatibility considerations from potential development include height, visual interference, light emissions, bird or wildlife aircraft strike hazards, radio frequency or electromagnetic interference, and drones/unmanned aircraft systems. Land Use Compatibility In an effort to establish long-term compatibility for lands within the vicinity of military air installations, the DOD has created land use compatibility recommendations based on the Federal Highway Administration’s Standard Land Use Coding Manual (SLUCM). Land uses include residential; manufacturing; transportation, communication, and utilities; trade; services; cultural, entertainment, and recreational; and resource protection and extraction. These guidelines are used by DOD personnel for on-installation planning and for engaging with the local community to foster compatible land use development. The guidelines indicate if land uses are compatible, compatible with exceptions, incompatible, or incompatible with exceptions in relation to the CZs, APZ I and IIs, and noise zones derived from the noise contours. Moreover, the AICUZ study analyzes both existing and future land uses for compatibility in surrounding communities, identifies existing and potential future concerns, and offers recommendations to alleviate those concerns. 3.1.2 JBSA-Lackland Kelly Field District Area Development Plan – March 2019 Area Development Plans (ADPs) are long-range planning documents that provide important programming information to justify capital investment decisions and to secure funding for future projects to facilitate the effective and efficient use of real-property resources and land. ADPs are typically prepared with 20-year planning horizons and focus on one specific area of an installation that are subsequently used to create a comprehensive Installation Development Plan (IDP). The Kelly Field District ADP provides detailed site planning for individual area projects that collectively depict the desirable end state of the Kelly Field District for the next 20 years. The projects strive to optimize mission operations, eliminate current deficiencies, address the physical location of new facilities and functions, and address the integration with other supporting or limiting elements within and outside the Kelly Field District. Due to the Kelly Field ADP being designated as For Official Use Only (FOUO), this Comprehensive Plan will only consider the ADP as an internal reference and will not include specific details herein. 3.1.3 JBSA-Lackland Port San Antonio Leaseback District Area Development Plan – September 2019 The JBSA-Lackland PSA Leaseback District ADP (“the PSA Leaseback District”) focuses on the leased land and buildings located within PSA and the PSA East Annex. It strives to provide a comprehensive vision for the installation missions and mission partners located in the PSA Leaseback District over the next 20 years that align with the IDP. Due to the PSA Leaseback District ADP being designated as FOUO, this Comprehensive Plan will only consider the ADP as an internal reference and will not include specific details herein.
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3.1.4 JBSA-Lackland Installation Facilities Standards – March 2018 Installation Facilities Standards (IFS) is a base-level program of facility standards establishing an acceptable level of quality and performance for facility design, facility operations and ongoing building maintenance. It is a component of the IDP that must be adhered to for all military construction projects and non-appropriated funds facilities, including installation elements (i.e. street envelop standards, open and public spaces, etc.), site development (i.e. site design, stormwater management, lighting, etc.), facility exteriors (i.e. architectural features, structural systems, etc.), and facility interiors (i.e. building configurations, furnishings, etc.). Additional guidance is often provided at the ADP level, superseding IDP level guidance, depending on mission requirements. 3.1.5 JBSA Installation Complex Encroachment Management Action Plan, Volume I & II – February 2016 Installation Complex Encroachment Management Action Plans (ICEMAPs) are designed to assist the Major Commands (MAJCOM) and installation commander and staff in developing a comprehensive plan to manage encroachment challenges and their impacts on the installation’s operations. Volume I, or the “Commander’s Action Plan,” serves as the launching point for the installation’s encroachment management program. Volume II provides the context and rationale for Volume I for members of the Installation Encroachment Management Team (IEMT). Due to the ICEMAP being designated as FOUO, this Comprehensive Plan will only consider the ICEMAP as an internal reference and will not include specific details herein. 3.1.6 Air Force Instruction 32-1015 Integrated Installation Planning – July 2019 Air Force Instruction (AFI) 32-1015 establishes a planning framework to enable installations to be adaptive, resilient, right-sized, and fiscally sustainable. The planning framework includes installation development and facility space planning, management of the AICUZ and noise programs, and integration of the Environmental Impact Analysis Process. Further, it includes three levels of efforts: strategic, enterprise, and installation. Strategic planning is led by the Directorate of Civil Engineers and provides strategic-operational, and functional intent and guidance for an installation. Enterprise planning is led by the AFIMSC, Air Force Reserve, National Guard Bureau and provides analysis of assets and mission-driven infrastructure requirement, which inform both strategic and installation planning. Installation planning is led by installation staff and identifies actions and investments needed to assure current mission accomplishment and future operational needs. 3.1.7 JBSA Bird/Wildlife Aircraft Strike Hazard (BASH) Plan – June 2020 The JBSA Bird/Wildlife Aircraft Strike Hazard (BASH) Plan works to identify and recommend actions to reduce bird/wildlife hazards and mitigate the threats they pose to safe aircraft operations at all JBSA facilities. Additionally, the BASH Plan collects, compiles, and reviews data on bird/wildlife strikes, and recommends necessary operational and procedural changes. The four main pillars of the BASH Plan include wildlife habitats deterrence, operational avoidance of wildlife, wildlife dispersal, and wildlife population management.
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3.2 PORT SAN ANTONIO 3.2.1 Kelly Field NPIAS Justification Report – September 2013 In April 2012, PSA submitted a formal request to the FAA for NPIAS inclusion of Kelly Field. The FAA responded in January 2013, that while it applauded the vision of the Authority in redeveloping land conveyed by the U.S. military for economic purposes, there were four areas of concern that prevented a final decision on inclusion. Subsequently, the Kelly Field NPIAS Justification Report was produced to address those concerns, which included (1) whether Kelly Field meets statutory requirements, (2) whether PSA can comply with FAA sponsor assurances, (3) what is the unmet need (from the perspective of civil aviation) that Kelly Field would resolve, and (4) whether the potential projects identified in Kelly Field’s capital improvement plan are for the benefit of civil aviation and eligible for federal funding through the Airport Improvement Program. The Justification Report was deemed sufficient as PSA was notified on July 17, 2014 that Kelly Field was accepted into NPIAS by the FAA. 3.2.2 Kelly Field Master Plan and Airport Layout Plan – January 2019 The Kelly Field Master Plan is a planning document that evaluates existing facility and market conditions, identifies anticipated stakeholder needs, and formulates both near- and long-term development strategies. It provides planning and strategic guidance necessary for the Authority to address land development of Kelly Field for the next 20 years and beyond. Coupled with the Airport Layout Plan (ALP), the Master Plan serves as a strategic development and marketing tool for the ongoing improvement of airport facilities. The overarching principals of the Master Plan is to provide a high level of customer service and promote regional economic health, while accommodating the ever-changing business requirements of the aviation industry. In order to provide flexibility of future development, recommendations are categorized by physical location of improvements and timeframe of improvements. Consequently, improvements are divided by their physical presence in either the midfield development area, undeveloped north airfield development area, or military use area; and phasing in either the near-term (within five years) or long-term (beyond five years). In addition, the Master Plan recommends that some of the areas beyond those associated with Kelly Field, referred to as the “flex development area,” be considered to accommodate non- aeronautical activities with the option of developing it for aeronautical uses at a later timeframe, should the need arise. Recommended near-term development, as shown in Figure 3-4, focuses on the midfield development area and includes: Preserve aircraft access (Group VI Taxilane) for future aeronautical use north developable parcels. Future bisection of Frank Lue Drive to accommodate planned Group VI Taxilane. Midfield GA Terminal with Security and Operations Center. GA hangar storage in the midfield. Specialized 4-bay MRO facility, which could be an aircraft paint facility.
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Additional areas preserved for MRO or manufacturing facilities. Assumption that Building 1470 (211 N Frank Luke Drive) will ultimately be demolished once federal inspection services are relocated. Long-term development focuses on the undeveloped north airfield development area. In order to maximize flexibility, the Master Plan does not recommend a specific set of development, rather it provides a basic framework for future development, including: The northern 60-acre portion, east of the USAF CPSD building, should be reserved for non- aeronautical development for as long as possible. The larger 125-acre portion of land to the south (of the above described area) should be reserved for a mix of aeronautical (corporate, GA, MRO, manufacturing) and non- aeronautical uses. Regarding the military use area, the Master Plan recommends that the USAF Leaseback area be preserved to accommodate existing and potential future military demands of Kelly Field to the highest and best possible density. This recommendation will preserve a clear separation of MRO, GA, and military activities. Figure 3-4 - Kelly Field Recommended Development Plan (PSA)
Source: PSA Master Plan, 2019
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3.2.3 Kelly Field Airport GIS Study – September 2018 The FAA’s Airport GIS (AGIS) Program establishes standards and specifications for the collection, processing, and validation of spatial data regarding airports. This data is used for a host of purposes, including, but not limited to, establishing geodetic control for engineering projects, assisting in airport planning and land use studies, developing instrument approach and departure procedures, and planning and siting NAVAIDs. Moreover, an AGIS was completed for Kelly Field that resulted in the collection and validation of the following Airport components: Aerial photography survey Runway critical data inventory and survey NAVAID inventory and survey Obstruction critical data inventory and survey (Airport Airspace Analysis for Runways with Vertical Guidance) 3.2.4 Kelly Field Alternate Landing Surface Analysis, Part I – September 2017 The Kelly Field ALS Analysis was conducted in partnership between PSA and JBSA to determine a long-term solution to eliminate Runway 16-34 closures affecting both parties. In particular, PSA is concerned of the hardship to its customers should significant runway closures be required, and JBSA is concerned that long runway closure periods would likewise cause hardships to the military by requiring deployment of its commands. The ALS analysis is partitioned into two parts. Part I, as described herein, evaluates the existing pavement condition at Kelly Field to determine if it required full reconstruction or if future maintenance and repair (M&R) projects could address the pavement needs, as well as the timing of the reconstruction or M&R. Ultimately, the analysis recommends that the inner 75 feet of Runway 16-34, referred to as the keel section, be fully reconstructed due to its deteriorating pavement condition. This recommendation was based on a 2012 study provided by the Air Force Civil Engineering Center (AFCEC) that revealed the keel section had a pavement condition index (PCI) of 51. As an aviation industry standard, PCI values below 65 for a runway (60 for a taxiway) typically points to an invasive rehabilitation, but often warrants full reconstruction. However, AFCEC uses a 50-value threshold to evaluate reconstruction, whereas values between 50 and 70 warrant major M&R (i.e. isolated panel replacement, joint sealant replacement, spall repair, etc. for concrete pavements). In 2016, JBSA completed a major M&R that raised the PCI from 51 to 64 on average across Runway 16-34. However, both PSA and JBSA encountered significant operational impacts that translated into equally significant financial burdens during the M&R. To further increase the PCI and effective usefulness of Runway 16-34, JBSA has programmed additional major M&R with construction planned for fiscal year 2023, but indicated fast-track construction methods that could mitigate lengthy runway closures will not be utilized. Moreover, Part II of this ALS analysis strives to coordinate and alleviate future runway closure concerns.
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3.2.5 Kelly Field Alternate Landing Surface Analysis, Part II – August 2018 Part II of the ALS analysis includes coordination of runway closure concerns when considering the future maintenance/rehabilitation needs for Runway 16-34, and development of four Courses of Action (COA) aimed to minimize, or altogether eliminate airport closures due to construction. COA No.’s 1 through 3 describe the ability to fast-track minor and major M&R projects, temporarily relocate runway thresholds to facilitate minor and major M&R/rehabilitation/reconstruction, and utilize an existing taxiway as a temporary runway to promote unrestricted construction on Runway 16‐34, respectively. COA No. 4 was selected as the recommended COA by PSA, however, the USAF did not have an official position at the time. COA No. 4 proposes construction of a 11,550-foot long by 200-foot wide ALS parallel to Runway 16‐ 34 that would provide an all‐weather back‐up runway of ample length and pavement strength to handle both military and civil operations. COA No. 4 is founded on the basis that AFCEC may consider the possibility of waivers to the DOD Unified Facility Criteria (UFC) 3-260-01 Airfield and Heliport Planning and Design (Section 4.4.1) for runway to parallel runway and/or runway to parallel taxiway separation. COA No. 4 recommends that the ALS, proposed to be marked as Runway 16L-34R, serve as a back-up runway only and not for capacity reasons requiring simultaneous (independent) operation activity. As such, wake turbulence concerns due to the closer separation of runways should not be an issue. Without the need for simultaneous operations, the runways can be treated as a single runway by Air Traffic Control (ATC). However, some non‐simultaneous sequencing of activity on the runways to enhance logistics and safety between military and civil aircraft movements in the Air Operations Area (AOA) is envisioned. COA No. 4 is comparative to other joint‐use airfields across the United States that converted a single runway/parallel taxiway airfield to a dual runway/single parallel taxiway airfield. Moreover, this configuration would permanently address future impacts to aircraft operations while also creating a long‐term layout which utilizes the two runways to separate civilian from military activities while offering operational flexibility and providing a back‐up runway when either runway is closed for repair. Implementation of COA No. 4 would occur in incremental development jointly by PSA and JBSA, including immediate needs (year 0 to 5), short-term goals (year 6 to 10), and long-term goals (year 11 and beyond) resulting in the airfield layout with the 11,550-foot ALS shown in Figure 3-5. Figure 3-5 – Proposed Ultimate Alternate Landing Surface (COA No. 4)
Source: Kelly Field ALS Analysis, Part II, 2018
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3.2.6 Kelly Field Air Traffic Control Tower Siting Study – February 2018 The existing air traffic control tower (ATCT) at Kelly Field is owned and operated by the USAF and located on the western side of the airfield approximately 2,005 feet from the Runway 16-34 centerline. The tower was commissioned in the mid-1960s and consists of six finished floors and a tower cab, is open 24 hours a day, and handles both USAF missions and civilian operations. Utilized as a training facility as well as an ATCT, the tower is in poor structural condition and does not functionally meet current visibility standards, nor does it provide adequate cab space for controllers, supervisors, and instructors based on current design standards. Consequently, the ATCT Siting Study, a joint effort between PSA and USAF, aimed to identify a site to accommodate the shortest possible ATCT that meets DOD Unified Facilities Criteria (Section 3.4) and FAA criteria (Section 3.5) while providing unobstructed views of all controlled airport surface areas and maximum visibility of airborne traffic. Through collaboration among PSA, USAF, and several stakeholders, 15 possible sites were evaluated as new tower locations; three sites were found as possible preferred locations. Upon further analysis and discussion, Site #5A was chosen as the recommended site, which is approximately 80 feet northwest of the existing tower and provides the same line-of-sight viewing angles as the existing tower. Site 5A proposed a tower with an overview height of 139 feet or 814 feet above mean sea level (AMSL) that provided a cab eye level of 109 feet above ground level (AGL) and 784 feet AMSL. The distance to the farthest point in the airfield’s movement area was 8,549 feet at the southeast corner of the arm/de-arm pad on the southeast side of the airfield. Siting criteria used to evaluate the preferred new tower locations included: Visual performance U.S. Department of Transportation (USDOT) Standards for Terminal Instrument Procedures (TERPS) Code of Federal Regulations, Title 14, Part 77, Safe, Efficient Use, and Preservation of the Navigable Airspace Sunlight/daylight Artificial lighting Atmospheric conditions Industrial municipal discharge Site access Interior physical barriers Security 3.2.7 Coordination of Airport Roles – January 2015 In a joint effort by PSA and San Antonio, strategic planning firm LeighFisher conducted an independent review of the roles of SAT, SSF, and Kelly Field. The review was prompted following
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Kelly Field’s acceptance into NPIAS in order to determine how Kelly Field might best meet future facility demands of the aerospace community as PSA fulfills its role of economic development and job creation, without undermining or competing with the established roles played by SAT and SSF. Competition among the airports for federal resources and funds were also cited as potential concerns. While definitive roles for each airport were not established, generalized or primary roles are recommended to articulate each airport’s identity, including: SAT – primary air carrier airport serving the San Antonio region, with secondary roles as an air cargo, business aviation, and MRO facility SSF – GA reliever to SAT, primarily focused on mid-market business aviation, recreational aviation, flight training, and GA MRO Kelly Field – industrial airport, primarily focused on aerospace business and MRO, with secondary roles as an air cargo and business aviation facility The review also recommends joint strategic planning between PSA and City in order to understand the long‐term vision, development priorities, goals and objectives of each airport. Subsequently, an economic development committee be established with the expressed aim of promoting and coordinating economic development among the airports, which in turn could be developed into a formal, more closely integrated management structure or migration to management of all airports by a single entity. 3.2.8 Civil Aviation Terminal IN PROGRESS BY CHA 3.2.9 Port San Antonio Design and Development Standards – October 2016 The PSA Design and Development Standards were established to foster the use and development of land in an orderly manner by both private and public interests with special consideration given to the appearance of PSA as a result of such development. The standards define PSA’s land use zones, overlay zones, development procedures, and design and development standards for the purpose of the following: To provide for the orderly and functional arrangement of land uses and buildings. To establish standards for the orderly development or redevelopment within PSA. To permit public involvement in the planning of land uses which have the potential for significant impact on the use and enjoyment of the surrounding property. To preserve, protect and encourage the development of buildings, groups of buildings and development sites of distinguished architectural character and appearance. To avoid the deterioration of the health, sanitation, safety, and public welfare brought about by poor planning and by indiscriminate and unregulated construction of inferior and unsuitable buildings.
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3.3 JOINT LAND USE STUDIES 3.3.1 JBSA-Lackland Joint Land Use Study – November 2011 Developed as a cooperative land use planning initiative between the USAF, PSA, Bexar County, San Antonio, and other regional entities, the JBSA-Lackland Joint Land Use Study (JLUS) serves as an ongoing framework to enhance land use compatibility around JBSA-Lackland and improve quality of life in the surrounding community. The JLUS recommendations address a variety of possible land use and operational issues, including noise, physical adjacency to the airfield, air safety, and light pollution. Noise and vibration from overhead flights emanating from JBSA-Lackland can affect the quality of life in surrounding neighborhoods. This includes the risk of an aircraft accident. Conversely, these military and airport operations are susceptible to hazards created by certain nearby civilian activities. Moreover, the JLUS strives to analyze incompatibility issues and offer strategies to alleviate or mitigate those issues. The majority of compatibility issues at JBSA-Lackland are related to growth and noise. As San Antonio continues to develop and grow, more residents, employers, and employees are potentially placed in closer proximity of the base. Continued growth may increase exposure to the base’s aviation and training activities furthering incompatibility issues, including: Noise sensitive uses, such as housing, schools, medical facilities or places of worship. Uses that tend to concentrate people (certain higher residential densities, schools, churches, hospitals). Uses that can interfere with safe air navigation, such as tall structures, or activities that throw off excessive lighting, smoke or dust and may impair vision, particularly during nighttime training exercises. Uses which attract birds and other wildlife that can interfere with safe aviation. To analyze incompatibility issues, the JLUS defines four subareas to reflect operational limits of their respective impacts: Air Safety Military Influence Area (MIA), Noise MIA, Main Base Areas of Concern (AOC), and Lackland Training Annex AOC. The Air Safety MIA is based on the CZs and APZs defined in the JBSA-Lackland AICUZ study (Section 3.1.1); the Noise MIA are areas of higher average aircraft noise exposure based on computer modeling that incorporates the frequency and type of aircraft operations; the Main AOC is a 1,500 to 3,000-foot conceptual buffer around the perimeter of the main base intended to encompass property with direct adjacency and to reflect areas of potential security vulnerability; and the Lackland Training Annex MIA is omitted due to non-relevance to this Comprehensive Plan. To combat existing and potential incompatibility issues, the JLUS establishes a set of recommendations and strategies aimed to promote land use compatibility and strengthen coordination between JBSA-Lackland and the surrounding communities, including: Conservation/Land Acquisition or Transfer
City/County/Service Provider Plans
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o Local Government Plans o Utility and Infrastructure Plans Communication and Coordination o General Outreach Materials o Searchable Database o Real Estate Disclosures o Memorandum of Understandings o Automated Notification Process o Ongoing Implementation Body Legislative Initiatives o Limited County Land Use Authority o Enhanced Extra-Territorial Jurisdictional Authority o Annexation o Joint City-County Airport Zoning Board Transportation Outdoor Lighting Noise/Sound Attenuation o Military Sound Attenuation Overlay Zone o Residential Retrofitting Program o Avigation Easements Bird Aircraft Strike Hazard (BASH) Height/Airspace Restrictions Radio Frequency Interference Drainage A summary of the main recommendations and strategies for each subarea is shown in Table 3-1, which includes communication tools, performance standards, compatible uses, and current policies or any additional local regulatory or state legislative actions that are necessary to protect the safety of affected property.
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Table 3-1 - JLUS Main Recommendations by Subarea CURRENT COMMUNICATION PERFORMANCE COMPATIBLE SUBAREA CONTROLS/ADDITIONAL TOOL STANDARD USE/LIMITATIONS ACTIONS REQUIRED Air Safety MIA • CZ is mostly owned by • No uses permitted • No uses permitted • No uses permitted (CZ) the USAF • MAOZ is in place • Real estate • Height restrictions • No new single-family • MLOD is in place disclosure • No electrical or visual housing • Develop disclosure Air Safety MIA • Joint Consultation interference • Maximum 3,000 methods (APZ I) through an MOU • No BASH hazards square foot building • Develop MOU • Searchable • Shielded outdoor size for industrial and • Rezone for MLOD database lighting commercial uses • Develop BASH standards • MAOZ is in place • One (1) new single- • Real estate • Height restrictions • MLOD is in place family residence per disclosure • No electrical or visual • Develop disclosure acre Air Safety MIA • Joint consultation interference methods • Maximum 250,000 (APZ II) through an MOU • No BASH hazards • Develop MOU square foot building • Searchable • Shielded outdoor • Rezone for MLOD size for industrial and database lighting • Develop BASH commercial uses standards • Non-noise sensitive • MSAO is in place uses (retail, • Develop disclosure • Real estate industrial) are most methods disclosure • Sound attenuation for compatible • Develop MOU • Joint consultation Noise MIA permitted noise • Noise sensitive uses • Rezone for MSAO through an MOU sensitive uses (houses, schools, • Explore easement or • Searchable medical facilities) acquisition options database should be attenuated • Explore attenuation or limited in density retrofitting • No use limitations recommended • Redevelopment • Real estate should increase • MLOD is in place disclosure buffer from base • Develop disclosure Main Base • Joint consultation • Shielded outdoor perimeter where methods AOC through an MOU lighting possible and avoid tall • Develop MOU • Searchable structures or dense • Rezone for MLOD database development to enhance installation security Source: JBSA-Lackland JLUS, 2011 3.4 U.S. DEPARTMENT OF DEFENSE 3.4.1 DOD Unified Facilities Criteria 3-260-01 Airfield and Heliport Planning and Design – February 2019 UFC 3-260-01 provides requirements for evaluating, planning, programming, and designing airfields and heliports at any DOD installation. It provides standardized airfield, heliport, and airspace criteria for the geometric layout, design, and construction of runways, helipads,
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taxiways, aprons, landing zones (LZs), short take-off and vertical landing (STOVL) facilities, unmanned aircraft system (UAS) facilities and related permanent facilities to meet sustained operations. Design standards to determine obstructions to the airspace relative to each runway are also defined, which are commonly referred to as “imaginary surfaces” and further discussed in Section 3.6.1. 3.4.2 DOD Unified Facilities Criteria 2-100-01 Installation Master Planning – October 2019 UFC 2-100-01 provides requirements for installation master planning in support of the installation mission. It outlines comprehensive planning strategies through facility and infrastructure development, including planning, programming, engineering and design, construction, reuse, real estate actions, public-private ventures, operations and maintenance, and disposal. Further, it focuses on ten strategies in order to develop a master plan that supports the effective execution of assigned military missions at the installation, including: Sustainable Planning Natural, Historic and Cultural Resource Management Healthy Community Planning Defensible Planning Capacity Planning Area Development Planning Network Planning Form-Based Planning Facility Standardization Plan-Based Programming 3.5 FEDERAL AVIATION ADMINISTRATION 3.5.1 Advisory Circular 150/5300-13A Airport Design – February 2014 Advisory Circular (AC) 150/5300-13A is a multifaceted document that contains the FAA standards and recommendations for the geometric layout and engineering design of runways, taxiways, aprons, and other facilities at civil airports such as NAVAIDs and transportation infrastructure. It also provides guidance on the planning of airports, including determining an airport’s critical aircraft, runway design code, taxiway design group, and runway approaches. Furthermore, it is the primary resource for planning and designing airports under FAA purview. 3.6 CODE OF FEDERAL REGULATIONS 3.6.1 Code of Federal Regulations Title 14, Part 77 – July 2010 Code of Federal Regulations Title 14, Part 77, titled Safe, Efficient Use and Preservation of the Navigable Airspace (Part 77) defines the airspace around civil runways and subsequently provides design standards to determine obstructions to the airspace, including, air navigation, and navigational and communication facilities. These are commonly referred to as “imaginary
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surfaces” and are established with relation to the airport and to each runway. The size of each such imaginary surface is based on the category of each runway according to the type of approach available or planned for that runway. The slope and dimensions of the approach surface applied to each end of a runway are determined by the most precise approach procedure existing or planned for that runway end. The definitions of the Part 77 imaginary surfaces are listed below, and a 3D diagram is shown in Figure 3-6. The DOD has established obstruction criteria that differ from civil airports discussed above. Subsequently, the DOD has requested that the criteria be incorporated into Part 77 for application at military airports, except heliports, controlled by components of the DOD, where the longest runway exceeds 5,000 feet. The DOD advises that these separate criteria are required at military airports because of the operating characteristics of certain military aircraft, the necessity for low-altitude maneuvering and formation takeoffs, the more stringent air crew training, and the armament and ordnance-carrying requirements of the military. Obstruction criteria based on military runway types are detailed in DOD UFC 3-260-01 Airfield and Heliport Planning and Design (Section 3.4.1). Horizontal Surface The horizontal surface is established 150 feet above the airport elevation. The perimeter of the horizontal surface created by swinging arcs of a specified radii from the center of each end of the primary surface of each runway of each airport and connecting the adjacent arcs by lines tangent to those arcs. Conical Surface A surface extending outward and upward from the periphery of the horizontal surface at a slope of 20 to 1 for a horizontal distance of 4,000 feet. Primary Surface A surface longitudinally centered on a runway that extends 200 feet beyond each end of that runway. The elevation of any point on the primary surface is the same as the elevation of the nearest point on the runway centerline. Approach Surface A surface longitudinally centered on the extended runway centerline and extending outward and upward from each end of the primary surface. An approach surface is applied to each end of each runway based upon the type of approach available or planned for that runway end. Transitional Surface The transitional surface extends outward and upward at right angles to the runway centerline and the runway centerline extended at a slope of 7 to 1 from the sides of the primary surface and from the sides of the approach surfaces.
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Figure 3-6 – 3D Diagram of Part 77 Imaginary Surfaces
Source: National Geodetic Survey, National Oceanic and Atmospheric Administration, date unknown 3.7 CITY OF SAN ANTONIO 3.7.1 San Antonio Approved Master Development Plan, Port San Antonio – October 2008 San Antonio reviews Master Development Plans (MDP) to ensure proposed projects are in compliance with current regulations and San Antonio’s Master Plan. Upon approval, the project is to comply with the applicable Validity requirements of San Antonio’s Unified Development Code 35-412 concerning MDPs. The MDP is a flexible plan that may be amended by the applicant as needed, of which each amendment undergoes a review process. The MDP for PSA, dated August 4, 2008 and shown in Figure 3-7, was approved by San Antonio Department of Development Services on October 20, 2008. It states that the Kelly Field portion of PSA is 1,403.05 acres and zoned either Mixed Heavy Industrial (MI-2S) or Commercial (C-3), which are referred as the site’s base zoning. For additional zoning information, see Section 3.7.4. Figure 3-7 – Port San Antonio Approved Master Development Plan
Source: City of San Antonio Approved MDP, PSA, 2008
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3.7.2 San Antonio Tomorrow Comprehensive Plan – August 2016 The San Antonio Tomorrow (SA Tomorrow) Comprehensive Plan is San Antonio’s official Comprehensive Plan providing a 25-year framework to guide future growth and development. Further, the Plan addresses land use, urban design, and municipal policy to coordinate City resources and incentive programs to pro-actively accommodate projected growth and provide more choices for current and future residents. The Plan includes nine “plan elements” that detail a host of topics and issues throughout San Antonio, including growth and city form, transportation and connectivity, housing, jobs and economic competitiveness, community health and wellness, public facilities and community safety, natural resources and environmental sustainability, historic preservation and cultural heritage, and the military. The Plan also includes 13 “regional centers” that encompass large employment centers where new development and growth is occurring. Divided into three types (activity centers, logistics/service centers, and special purpose centers), the Plan attempts to guide growth in these regional centers by building on their respective existing pattern of development. Kelly Field is a component of the JBSA-Lackland/PSA Special Purpose Regional Center further described below. Military Plan Element The military plan element identifies four key issues within the city-military dynamic and provides six goals and 39 policies for San Antonio to utilize to address those issues. Goals are the broadest statements of San Antonio’s desired long-term direction and describe the ideal result if the Comprehensive Plan is fully implemented. Policies are statements that identify San Antonio’s preferred actions to achieve those goals through broad themes, including land use, regulations and ordinances, communication and collaboration, infrastructure and investment, education/training and economic development, and quality of life and wellness. The four key issues include land use and military integration, encroachment, economic impact and employment, and care for service members, families, and veterans. Policies are grouped into broad areas, including: Land Use Regulations and Ordinances Communication and Collaboration Infrastructure and Investment Education/Training and Economic Development Quality of Life and Wellness JBSA-Lackland/PSA Special Purpose Regional Center SA Tomorrow includes specific recommendations for three types of regional centers: activity centers, logistics/service centers, and special purpose centers. In relation to this Plan, JBSA- Lackland and PSA are identified as a collective special purpose center and significant economic
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driver for San Antonio. The JBSA-Lackland/PSA special purpose center includes over 8,600 developed acres with over 50,000 employees and nearly 20,000 residents. While the regional center offers strong transportation connectivity by land, air, and rail, SA Tomorrow recommends that expanded housing options would benefit JBSA-Lackland and PSA employees. 3.7.3 San Antonio Tomorrow Multimodal Transportation Plan – August 2016 The SA Tomorrow Multimodal Transportation Plan serves as San Antonio’s long-range blueprint for travel and mobility in San Antonio and Bexar County. Further, the Plan provides policy guidance to achieve the transportation and connectivity goals established in the SA Tomorrow Comprehensive Plan. The Multimodal Transportation Plan covers a myriad of topics ranging from walking, biking, public transportation, and automobiles. It also includes corridor plans that aim to address issues in connectivity, multimodal options, and safety by providing possible short term operational and safety improvements that would generate long-term benefits and serve as an example for improvements elsewhere in San Antonio. One noteworthy corridor plan relative to this Comprehensive Plan is SW/SE Military Drive from Quintana Road to South WW White Road. Military Drive is a major arterial connecting to other high-volume facilities such as IH 37, IH 35 and US Highway 90, provides important access and connection to economic generators including PSA and Brooks City Base. Moreover, the Plan offers two long-term multimodal options to increase transportation options and improve capacity, including: Future Option 1: provide bus rapid transit (BRT) service within a dedicated curb lane in each direction but place bicycle traffic on adjacent residential streets (Figure 3-8). Future Option 2: provide BRT service within mixed traffic and provide a separated and protected bicycle lane. Figure 3-8 – Military Drive Future Option 1 (Curb Running Bus Rapid Transit)
Source: San Antonio Tomorrow Multimodal Transportation Plan, 2016 3.7.4 Unified Development Code, Zoning – January 2020 San Antonio’s Unified Development Code (UFC) provides comprehensive zoning in accordance with the Texas Local Government Code with intentions to lesson congestion in streets; secure safety from fire, panic, and other dangers; promote health and general welfare; provide adequate light and air; prevent overcrowding of land; avoid undue concentrations of population; or facilitate provision of transportation, water, sewers, schools, parks, and other public requirements. The UDC also incorporates the Texas Airport Zoning Act of 1987 that serves as a local planning tool to regulate the development of land and protect the airspace surrounding an
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airport. Further, the UDC includes base zoning and various zoning overlay districts, adopted as a result of the JBSA JLUS described in Section 3.3.1, that help ensure compatibility between Kelly Field and surrounding development. The zoning overlay districts relative to this Comprehensive Plan, as described below, include the Military Airport Overlay Zoning District, the Airport Hazard Overlay District, and the Military Lighting Overlay District. For information on PSA’s base zoning, see Section 3.7.1 regarding the approved MDP. Base Zoning The base zoning for PSA applicable to Kelly Field is MI-2S, which is Mixed Heavy Industrial with an authorized specific use set forth in Section 35-423 of the Unified Development Code (UDC). As described in the PSA Design and Development Standards (Section 3.2.9), the MI-2S zone allows most light manufacturing such as warehousing and machine shops to more intensive uses that could potentially generate high volumes of truck traffic or could involve major transportation terminals. The special uses requested by PSA and approval by the San Antonio City Council include: Metal Forging or Rolling Mill Airport Non-Governmental Aircraft Maintenance and Repair Jet Engine Maintenance and Repair Rail Car Maintenance and Repair Trans-load Facilities Rail Service Facilities Land uses are restricted to those permissible in the MI-2 zoning district. Additionally, all building and paving setbacks, landscape buffers and buffer yards, and building heights must comply with San Antonio’s UDC, with exception of the tree canopy coverage requirement. Military Airport Overlay Zoning District San Antonio established the Military Airport Overlay Zoning District (MAOZ) in order to promote the public health, safety, peace, comfort, convenience, and general welfare of the inhabitants of military airport environs and to prevent the impairment of military airfields and the public investment therein. The adopted MAOZ boundaries are the safety zones established in the USAF AICUZ for JBSA-Lackland (Section 3.1.1), including the CZs and APZs. The MAOZ strive to promote safety in the areas relative to military airport runways by limiting the density of development and intensity of uses. Moreover, the MAOZ intend to: Guide, control, and regulate future growth and development. Promote orderly and appropriate use of land. Protect the character and stability of existing land uses. Enhance the quality of living in the areas affected.
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Protect the general economic welfare by restricting incompatible land uses. Prevent the establishment of any land use which would endanger aircraft operations and the continued use of military airports. Airport Hazard Overlay District San Antonio established the Airport Hazard Overlay District (AHOD) in the interest of public health, public safety and general welfare due to hazards associated with the operation of Kelly Field, SAT, and SSF. The AHOD also strives to protect public investment in these airports and their safe, efficient operation by protecting their flight paths and airfield imaginary surfaces defined in Part 77 (Section 3.5.1.). Moreover, the AHOD imposes height restrictions on areas near these airports, sets development standards for land use, analyzes nonconforming land uses, and resolves conflicting regulations. Military Lighting Overlay District San Antonio established the Military Lighting Overlay District (MLOD) to regulate outdoor lighting impacting military operations five (5) miles or less from the perimeter of and JBSA-Lackland, Camp Bullis/Camp Stanley, and Randolph Air Force Base. The purpose of the MLOD is to: Reduce glare and potential distractions to nighttime training exercises occurring within this area. Balance the needs of the military, San Antonio, and property owners regarding responsible development including outdoor lighting within this area. Permit the use of outdoor lighting that does not exceed the minimum level as guided by Illuminating Engineering Society (IES) recommended practices for night-time safety, utility, security, productivity, enjoyment, and commerce. Minimize adverse offsite impacts of lighting such as light trespass, and obtrusive light. 3.7.5 Unified Development Code, Development Standards – January 2020 The San Antonio UDC establishes land development standards for any land development application within the San Antonio municipal boundary, except as otherwise noted in the UDC. The UDC development standards include: Infrastructure (traffic and transportation, utilities, parkland dedication) Landscaping and tree preservation Lot layout, height, and density/intensity standards Natural resource protection Parking and storage standards 3.7.6 Unified Development Code, Historic Preservation and Urban Design – January 2020 The San Antonio UDC establishes historic preservation and urban design standards for the protection of historic, cultural, archaeological and artistic resources. San Antonio designates a city historic preservation officer that administers these standards through the Office of Historic
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Preservation, which reviews and offers recommendations to the Historic and Design Review Commission for each applicable development application. Historic resources relative to Kelly Field and this Comprehensive Plan are described in Section 5.2.3. 3.7.7 Major Thoroughfare Plan – September 1978 As adopted in 1978, the Major Thoroughfare Plan identifies the location of San Antonio major roadways that were expected to accommodate through traffic to the year 2000 and beyond. The intent of the plan is to support the Land Use Plan, to serve as a guide for determining right-of- way requirements, and to establish policies concerning the construction of major roadways in support of orderly urban development through the land subdivision process. Further, the plan establishes a roadway system to accommodate varying levels of traffic, including: Expressways – controlled access highways to serve the highest travel demands by providing grade separation and ramps to primary and secondary arterials Primary Arterials – streets to serve high travel demand with connections to expressways Secondary Arterials – streets to serve high travel demand with connections to primary arterials and activity centers Collector Streets – streets to serve medium travel demand with connections to secondary arterials Local Access Streets – streets to serve low travel demand with connections to collector streets 3.7.8 Major Thoroughfare Plan Map – January 2020 The Major Thoroughfare Plan Map compliments the 1978 Major Thoroughfare Plan as it is routinely updated to reflect the needs of San Antonio in real time by identifying the alignment and functional type of roadway facilities for long-term growth. Relative to PSA and JBSA-Lackland the map includes a proposed secondary arterial that bisects the JBSA-Lackland Kelly Field District by extending South Callaghan Road south to SW Military Drive near the intersection of Old Pearsall Road. The proposed secondary arterial would utilize existing roadways in the Kelly Field District and would create new roadways through a forested area just east of Gateway Hills Golf Course. 3.7.9 Transportation and Capital Improvements – Continuously Updated Bond Program Projects Multiple 2017 Bond Program projects sited in vicinity of PSA and JBSA-Lackland will impact accessibility and drainage near Kelly Field, as shown on the TCI Bond Program webmap at https://gis.sanantonio.gov/TCI/BondProjects/index.html. Two projects of note to be completed within this Plan’s 20-year planning horizon include: 2017 Bond Project #23-01633 – Expand drainage infrastructure at PSA to provide adequate storm water capacity and reduce on-going flooding risks. This project is located east of Kelly Field within PSA and extends from General Hudnell Drive to Bearman Road, with an estimated completion date of March 2021.
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2017 Bond Project #23-01579 – Improve Enrique M. Barrera Parkway corridor with street, drainage and sidewalk improvements as appropriate. This project is located north of Kelly Field and extends from SW 34th Street to State Route 151, with an estimated completion date of May 2022. Infrastructure Management Program The Infrastructure Management Program (IMP) is a five-year rolling program that focuses on the maintenance of San Antonio’s infrastructure. Service needs are identified city wide and are scheduled for street maintenance, alley maintenance, drainage maintenance, sidewalks, traffic signals, pavement markings and Advanced Transportation District (ATD) related projects. The majority of planned 2019-2024 IMP projects in vicinity of PSA and JBSA-Lackland are street pavement preservation or rehabilitation, as shown on the TCI IMP webmap at https://gis.sanantonio.gov/TCI/TCI_IMP/default.html. 3.7.10 Coordination of Airport Roles – January 2015 Coordination of Airport Roles is described in Section 3.2.7 under PSA due to being a joint effort between PSA and San Antonio. 3.8 STATE OF TEXAS 3.8.1 Texas Department of Transportation Airport Compatibility Guidelines – January 2003 TxDOT developed the Airport Compatibility Guidelines as a reference source for elected officials, zoning board members, and city and county staff members responsible for assuring compatibility between an airport and the community it serves; however, the guidelines are applicable to PSA and USAF relative to this Comprehensive Plan. The guidelines describe methods for planning in and around airport environments, such as assessing land use compatibility relative to height restrictions and noise exposure. The guidelines also detail implementation measures aimed to reduce noise exposures and actions to forestall incompatible development, including: Facility changes Changes in operational procedures Restrictions on operations Acquisition of property Restrictive covenants Plat review Condemnation Subdivision and zoning regulations Building codes Capital improvements
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KELLY FIELD EXISTING CONDITIONS
4.1 DEFINITION Kelly Field is comprised of three distinct areas as defined in the 2013 JUA: the PSA Exclusive Use Area, the USAF Exclusive Use Area, and the Jointly Used Flying Facilities. These areas are shown in Figure 4-1, Figure 4-2, and Figure 4-3, and defined below. 4.1.1 Exclusive Use Areas At the time of execution of the 2013 JUA, the PSA and USAF Exclusive Use Areas were defined as those areas depicted in Figure 4-1, Figure 4-2, and Figure 4-3. However, the PSA Exclusive Use Area in the North Airfield has been modified for this Comprehensive Plan to include additional areas for flexible development supporting aviation and/or non-aviation uses (“the North Airfield Flex Development Area”), as shown in in Figure 1-3. The USAF Exclusive Use Area to the east of the Jointly Used Flying Facilities is owned by PSA and currently under a leaseback agreement to the USAF (“the Mid-Airfield”), while the area to the west of the Jointly Used Flying Facilities consists of the Kelly Field District as defined in its ADP (Section 3.1.2.). 4.1.2 Jointly Used Flying Facilities The Jointly Used Flying Facilities are defined in the 2013 JUA as “the runways, taxiways, lighting systems, navigational aids, markings, and appurtenances located on [Kelly Field] and associated with the airfield and open to public use” and depicted in Figure 4-1, Figure 4-2, and Figure 4-3. Figure 4-1 – Jointly Used Flying Facilities, North Airfield
Source: JUA, 2013
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Figure 4-2 – Jointly Used Flying Facilities, Mid-Airfield
Source: JUA, 2013 Figure 4-3 – Jointly Used Flying Facilities, South Airfield
Source: JUA, 2013
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4.2 EXISTING AIRFIELD, FACILITIES, AND LAND USE 4.2.1 Port San Antonio Exclusive Use Areas PSA encompasses the civilian aviation component at Kelly Field and is divided into two areas: the North Airfield and South Airfield, respective to the USAF Leaseback Area as shown in Figure 4-4 detailed below. Figure 4-4 – Overview of Port San Antonio Civilian Aviation Component
Source: CHA, Google Earth, 2020 North Airfield The North Airfield consists of ten buildings as detailed in Table 4-1 and described below. Table 4-1 – PSA Exclusive Use Area Building Inventory in North Airfield BUILDING PSA CUSTOMERS NUMBER 607 GDC Technics 1410 Pinnacle Logistics 1420 GDC Technics 1425 Safran 1426 Vacant 1427 Fixed Base Operator Atlantic Aviation 1428 Pinnacle Logistics 1438 Safran 1440 GoAeroMx 1470 U.S. Customs & Border Protection Federal Inspection Services and Multi-Use Cargo Facility Source: PSA Kelly Field ALP, 2018 (Section 3.2.2)
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Fixed Base Operator Atlantic Aviation is the sole Fixed Base Operator FBO Atlantic Aviation Terminal Building (FBO) at Kelly Field and provides a host of aircraft and passenger services, including: Jet fuel Hangar space Terminal building with pilot and crew lounge (ALP building #1427) Car rentals Air stairs and ground handling Source: www.atlanticaviation.com, Accessed Flight planning 1/27/2020 24/7 surveillance and security U.S. Customs & Border Protection Federal Inspection Services and Multi-Use Cargo Facility The U.S. Customs & Border Protection Federal Inspection Services (FIS) facility opened in early 2009 and provides inspection services for international cargo and agricultural products. The FIS operates under a user-fee agreement with PSA and doubles as the multi-use cargo facility for PSA customers providing cargo services. Terminal Apron The terminal apron in the North Airfield is approximately 4.8M SF and is designated for general aviation development in the future. Other PSA Customers Five PSA customers are in the North Airfield and provide a host of specialized commercial and military MRO services, as well as air medical transport and cargo services, including:
Bario Aviation – Flight school dedicated to providing flight training for all levels of pilots. The company also offers services such as aircraft rentals, instrument proficiency checks and aircraft maintenance. GDC Technics – Provides innovative aircraft design along with engineering, installation, and maintenance services for narrow and wide-body aircraft. Additionally, specializes in luxury aircraft interiors for heads-of-state and other VIPs. GoAeroMx – Maintenance services company developed from worldwide operating and management experience of VIP transport category aircraft, including regulatory compliance, program development, auditing, and in-service technical support. Pinnacle Logistics – Established, fully qualified, insured and US Customs bonded motor carrier offering airport transfers, local delivery, line haul and, airport-to-airport and door- to-door service, CFS handling and exclusive use deliveries. Safran – Supplier of systems and equipment in aerospace (propulsion, equipment), defense and security markets.
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South Airfield According to the approved ALP dated October 2018 (Section 3.2.2), the South Airfield consists of six buildings as detailed in Table 4-2 and discussed below. Table 4-2 – PSA Exclusive Use Area Building Inventory in South Airfield BUILDING PSA CUSTOMER NUMBER 361 Boeing 365 Boeing 375 Boeing 379 Boeing 385 Boeing 400 Boeing Source: PSA Kelly Field ALP, 2018 (Section 3.2.2) Boeing Boeing has a major presence in PSA as the sole customer occupying the South Airfield, including approximately 1.6M SF of facility space and 4.9M SF of apron space. Boeing is the world’s leading aerospace firm providing maintenance, repair and overhaul services for military and commercial aircraft. 4.2.2 U.S. Air Force Exclusive Use Areas The USAF Exclusive Use Areas encompasses the military component at Kelly Field and consists of two areas: the Kelly Field District west of the Jointly Used Flying Facilities and the Mid-Airfield east of the Jointly Used Flying Facilities. The Kelly Field District is located within the fenceline of JBSA-Lackland with the 433rd ALW and 149th FW as the primary military users of Kelly Field, as shown in Figure 4-5. The Mid-Airfield is located on PSA property under a leaseback agreement, as shown in Figure 4-4. Figure 4-5 – Overview of JBSA-Lackland Military Aviation Component
Source: CHA, Google Earth, 2020
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4.2.3 Jointly Used Flying Facilities The Jointly Used Flying Facilities consists of the airfield components related to the operation of the Kelly Field, ranging from the runway and taxiways to navigational aids and lighting. Figure 4-6 shows an overview of the principle aviation components at Kelly Field. Figure 4-6 – Overview of the Jointly Used Flying Facilities at Kelly Field
Source: CHA, Google Earth, 2020 Air Traffic Control Tower Air traffic services are provided by the USAF. PSA, as the sponsor for civil aircraft operations at Kelly Field, is required to comply with the requirements of the Record of Decision (ROD) concerning the Joint Use Supplemental Environmental Impact Statement dated August 2000, the JUA, and the Airfield Operations Instruction. Therefore, all ground and air movements of both military and civil aircraft in the controlled movement areas of Kelly Field must be controlled by the Air Traffic Control Tower (ATCT), which is operated by the USAF. The ATCT is located within the Kelly Field District just north of Taxiway G. Aircraft Rescue and Fire Fighting The USAF provides fire and crash rescue services to all military and civil aircraft for landing and take-offs when under the control of the ACTC. The aircraft rescue and firefighting (ARFF) facility is located within the Kelly Field District just north of Taxiway G (Figure 4-5). Runway and Taxiway System The existing runway at Kelly Field, Runway 16-34 (formerly designated as 15-33), is oriented in a northwest/southeast direction and is 11,550 feet long by 300 feet wide, but striped for 150 feet in width for aircraft usage. There is a 1,000-foot blast pad on the south end and a 150-foot blast pad on the north end; the north end has also a 700-foot unpaved overrun beyond its blast pad. The center portion of the runway (width) and the last 1,000 feet on both ends are constructed of Portland Cement Concrete (PCC). The runway edges and shoulders are constructed of Asphalt Concrete (AC). The load bearing capacity is 81,000 lbs. for single wheel configurations, 122,000 lbs. for dual wheel configurations, 477,000 lbs. for dual tandem wheel configurations, and
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837,000 lbs. for double dual tandem wheel configurations. Additionally, Runway 16-34 is classified as a USAF Class B runway, which are primarily intended for high-performance and large, heavy aircraft like the C-5 and F-16 in operation at Kelly Field. Runway 16-34 is served by a full-length 75-foot parallel taxiway – Taxiway A. Taxiways A1, B, C, D, E, and F provide runway access to the PSA Exclusive Use Areas and the Mid-Airfield. Taxiways G, H, J, and K provide access to the Kelly Field District. All of the taxiways at Kelly Field are constructed of PCC with AC shoulders. Navigational Aids and Instrument Approach Procedures Instrument approach procedures assist properly trained flight crews and properly equipped aircraft to operate during poor weather conditions. Historically, instrument approach procedures relied on ground based electronic NAVAIDs and were classified as either “precision” or “non- precision.” Non-precision approaches provide only lateral guidance, whereas precision instrument approaches provide both lateral and vertical guidance. At Kelly Field, the only ground- based, non-precision NAVAID is the Tactical Air Navigation (TACAN) system, which is used by the USAF. The TACAN provides the user with a distance and bearing from a ground station and is a more accurate version of the very high frequency (VHF) omnidirectional range/Distance Measuring Equipment (VOR-DME) that provides range and bearing information to civil aircraft. NAVAIDs supporting precision approaches are collectively called an Instrument Landing System (ILS) and include a Localizer (providing lateral guidance), a Glideslope (providing vertical guidance) and an approach lighting system (providing close-in visual guidance). New advances in Global Positioning System (GPS) technology allow “vertically-guided instrument approach procedures” and ILS-like approach capability without the need for all of the traditional ground- based ILS NAVAID components. Based on current FAA classifications in AC 150/5300-13A, the four types of approach categories include: Visual (V): Approaches performed under visual flight rules only, when meteorological conditions include a ceiling height of 1,000 feet or greater and visibility of 3 miles or greater. Non-Precision Approach (NPA): Instrument approach procedures providing only lateral guidance with a ceiling minimum of 400 feet above the threshold. These can include VHF Omnidirectional Range (VOR), non-directional beacon (NDB), area navigation (RNAV), lateral navigation (LNAV), localizer performance (LP), and localizer (LOC) equipment. Approach Procedure with Vertical Guidance (APV): Instrument approach procedures providing vertical guidance to 250 feet above the threshold and visibility minimums as low as ¾ mile. These can include an ILS, LNAV/Visual Navigation Aids (VNAV), Localizer Performance with Vertical Guidance (LPV) or Area Navigation (RNAV) Required Navigation Performance (RNP). Precision Approach (PA): Instrument approach procedures providing vertical guidance to less than 250 feet above the threshold and visibility minimums lower than ¾ mile. These
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can include an ILS, LPV, and Global Navigation Satellite System (GNSS) Landing System (GLS). Each end of Runway 16-34 is equipped with a Category I (CAT-I) ILS which supports precision approach minimums of 200-foot decision height (i.e. cloud ceiling) and ½-mile visibility (the best minimums possible for a CAT-I approach). The category of an ILS refers to the accuracy of the system. Higher categories are more accurate and provide lower approach minimums. For example, Category III systems can provide minimums as low as zero feet ceiling and zero visibility and are typically reserved for only the busiest of commercial airports. GPS approaches are also available to both runway ends. Kelly Field has High Altitude Approach Procedures which are procedures that usually begin at or above 18,000-foot mean seal level (MSL). The beginning altitude may be lower to achieve compatibility with airspace constraints and optimum traffic flows. These approaches are utilized by tactical military jets to minimize the time at low altitudes and save fuel on their final approach. Kelly Field offers HI-ILS and HI-TACAN approaches to both runway ends. The approaches available at Kelly Field and the established weather minimums are summarized in Table 4-3. Kelly Field does not currently have any Standard Instrument Departure (SID) procedures. Table 4-3 – Existing Instrument Approach Procedures RUNWAY END APPROACH TYPE APPROACH METHOD MINIMUMS – CEILING (AGL) / VISIBILITY HI-ILS 200’ / ½ mile PA ISL 200’ / ½ mile 3 APV RNAV (GPS) 600’ / 1 /8 mile Runway 16 HI-TACAN 500’ / ¾ mile NPA TACAN 500’ ¾ mile1 V Visual 1,000’ / 3 miles HI-ILS 200’ / ½ mile PA ILS 200’ / ½ mile 3 APV RNAV (GPS) 600’ / 1 /8 mile Runway 34 HI-TACAN 500’ / 1 mile NPA TACAN 500’ / 1 mile1 V Visual 1,000’ / 3 miles Source: PSA Kelly Field Master Plan, 2019 (Section 3.2.2) 1 Approach Visibility Minimums are ½ mile for Approach Category A and B aircraft. Approach and Airfield Lighting Existing approach lighting systems at Kelly Field aid in the safely landing of aircraft, which includes Approach Lighting System with Sequenced Flashing Lights configuration 1 (ALSF-1) and Precision Approach Path Indicator (PAPI) Lights. ALSF-1 (an element of the ILS) are located at both runway ends and assist pilots transitioning from the cockpit instrument landing segment to the runway environment. A PAPI is a system of lights located near a runway end, which provides pilots with visual descent guidance during an approach to the runway. Airfield lighting supplements instrument NAVAIDs and approach lighting to aid in the safely landing, taking off, and taxiing of aircraft around the airfield. Existing airfield lighting at Kelly Field includes a rotating beacon, runway threshold lighting on both runway ends, runway edge lighting,
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and taxiway edge lighting. The rotating beacon functions as the universal indicator for locating an airport at night and is generally visible 10 miles from the airport. Threshold identification lights make use of a two-colored lens, red and green; the green half of the lens faces the approaching aircraft and indicates the beginning of the usable runway, while the red half faces the airplane on the rollout or takeoff, indicating the end of the usable runway. Runway edge lighting is used to outline the edges of a runway during periods of darkness or restricted visibility. Taxiway lighting delineates the taxiway’s edge and provides guidance to pilots during periods of low visibility and at night.
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KELLY FIELD PLANNING AND DESIGN
5.1 AIRFIELD DESIGN STANDARDS The FAA establishes design and safety standards for airfield facilities, including but not limited to, dimensions, separation distances, protection zones, and clearance requirements. These standards vary according to an airport’s Runway Design Code (RDC)/Runway Reference Code (RRC) as defined in AC 150/5300-13A Airport Design (Section 3.5.1). The DOD also establishes design and safety standards in UFC 3-260-01 Airfield and Heliport Planning and Design. A comparison of the most applicable differing standards between the FAA and DOD in application of the ALS is provided in Section 8.1. 5.1.1 Airfield Capacity Airfield capacity refers to the maximum number of aircraft operations (takeoffs or landings) an airfield can accommodate in a specified amount of time. For airports such as Kelly Field, where capacity is not anticipated to be a constraining factor, the FAA recommends using the “long-range planning” methodology for calculating capacity. The common methodology for determining the long-range capacity is to calculate the airport’s Annual Service Volume (ASV). An Airport’s ASV is the estimate of the total number of aircraft operations an airfield can accommodate, based on runway layout, aircraft fleet mix, weather trends, and operational characteristics of the Airport. Further, using FAA guidance, the ASV for a single runway airport such as Kelly Field was calculated at over 200,000 annual operations. According to the Kelly Field Master Plan (Section 3.2.2), the total annual operations by 2035 is projected to be between 39,000 and 45,000 (depending on the growth scenario), representing 20 to 23 percent of the estimated airfield capacity. Based on this evaluation, overall airfield capacity is not anticipated to be a concern over the 20-year planning horizon for this Comprehensive Plan. 5.1.2 Runway Length Minimum runway lengths are required for varying aircraft, payload weights, and destination lengths for both civilian and military aircraft. Minimum runway lengths for Kelly Field are primarily driven by the requirements for the ALS as the existing Runway 16-34 is planned to remain the same in the 20-year planning horizon, as further described in Section 7.3. The Kelly Field ALS Analysis Part II (Section 3.2.5) determined that an ALS with an 8,000-foot runway would be adequate for all Group D-VI civilian operations (the critical aircraft at SKF) and for all F-16 and most C-5M military operations, as well as, to maintain operations of the north and south arm/de- arm aprons on Taxiway B and F. 5.1.3 Taxiway Design Standards Taxiways design standards include requirements for pavement width, shoulder width, taxiway separation, fillet design, and safety and object free area dimensions. 5.1.4 NAVAIDs and Approach Category A runway’s approach capability is predicated on the type of approach NAVAIDs and lighting with which it is equipped, and the approach procedure minimums established by the FAA. Both ends of existing Runway 16-34 are capable of instrument approaches and provide an ILS, including a 2,400-foot High Intensity Approach Lighting System with centerline sequenced flashers (ALSF-1),
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which support approach minimums with a 200-foot decision height (i.e. cloud ceiling) and ½-mile visibility. Similar to runway lengths, NAVAIDs and approach category considerations are primarily driven by the requirements for the ALS as the existing Runway 16-34 is planned to remain the same in the 20-year planning horizon, as described in Section 7.3. As the ALS is to serve as a back-up runway to existing Runway 16-34, NAVAIDs and approach category for the ALS should be identical. 5.2 ENVIRONMENTAL AND BUILT CONSIDERATIONS 5.2.1 Floodplains Leon Creek runs through JBSA-Lackland and a portion of PSA property. The creek has been prone to flooding, which has been an issue for the aircraft engine test cells on the southernmost tip of PSA, alongside SW Military Drive. The test cells—among only a handful of such facilities in the country—are essential to defense work conducted by Lockheed Martin and StandardAero. In recent years, PSA has pursued a Leon Creek levee project to protect the test cells from future flooding. 5.2.2 Drainage On-site drainage has been an issue within PSA, especially north and east of the Jointly Used Flying Facilities, as determined in previous drainage studies. It was determined that most of the existing storm drain system (and surface channels) at the time did not have capacity to adequately contain a 50% (2-year) Annual Chance storm event. In order to address these concerns, PSA undertook a phased drainage mitigation plan that would ultimately convey flood waters to Leon Creek. The nearly mile-long drainage channel project is being built through the flood-prone areas. The infrastructure will increase safety for thousands of workers and reduce the risk of property damage and lost productivity as aerospace and other businesses continue to grow at PSA. These improvements are also important to mitigate flooding within the Boeing facility and the southern end of Runway 16-34, which has had coverage of as much as 1,500 feet of runway surface in recent flood events, causing the airfield to close. Examples of recent flooding conditions on PSA property can be seen in Figure 5-1.
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Figure 5-1 – PSA Property Flooding Conditions
Source: Kelly Field Master Plan, 2019 (Section 3.2.2) 5.2.3 Historic Places PSA property contains two areas categorized as National Register of Historic Places Districts: the Kelly Field Historic District and the Bungalow Colony Historic District. The Kelly Field Historic District (Figure 5-2) is located adjacent to the airfield and consists of 39 variously purposed buildings. Built between 1940 and 1943, these buildings were constructed during the rapid expansion period leading up to World War II, and include the hangar used by President John F. Kennedy during his November 1963 visit to San Antonio. Of these 39 historic buildings, three are within Kelly Field’s USAF Exclusive Use Areas under leaseback from PSA: PSA Building 1601, 1603, and 1610.
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Figure 5-2 – Kelly Field Historic District at PSA
Source: PSA, Fly and Associates, 2015
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