Airport Master Plan Update
Working Paper No. 1 – Draft PHOENIX GOODYEAR AIRPORT PHOENIX, ARIZONA | MARCH 2017
FAA AIP NO. 3-04-0018-21-16 ADOT NO. E7F3C PROJECT NO. AV41000072 FAA
Phoenix Goodyear Airport
Airport Master Plan Update
Working Paper 1 - Draft
Prepared for City of Phoenix Aviation Department
By Armstrong Consultants, Inc. 2345 S. Alma School Road, Suite 208 Mesa, AZ 85210
In association with The Genesis Consulting Group, LLC Kimley-Horn and Associates, Inc. Woolpert, Inc.
March 2017
FAA AIP No. 3-04-0018-21-16 ADOT No. E7F3C Project No. AV41000072 FAA
The preparation of this document was financed in part through a planning grant from the Federal Aviation Administration (FAA) as provided in the Airport and Airways Improvement Act of 1982, as amended. The contents of this report reflect the analysis and finding of Armstrong Consultants, Inc. who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the official views or policy of the FAA. Acceptance of this report by the FAA does not in any way constitute a commitment on the part of the United States to participate in any development depicted therein nor does it indicate that the proposed development is environmentally acceptable with applicable Public Laws.
TABLE OF CONTENTS
Chapter 1 – Introduction ...... 1-1 1.0 Introduction ...... 1-1 1.1 Airport Master Plan Update ...... 1-1 1.2 Planning Horizon ...... 1-2 1.3 Goals and Objectives ...... 1-2 1.4 Public Involvement Program ...... 1-3 Chapter 2 – Inventory of Existing Conditions ...... 2-1 2.1 Airport Setting ...... 2-1 2.2 Airport History ...... 2-5 2.2.1 Recent Capital Improvements ...... 2-5 2.3 Ownership and Management ...... 2-7 2.4 Airport System Role ...... 2-7 2.4.1 Federal Service Level ...... 2-7 2.4.2 Federal ASSET Category ...... 2-7 2.4.3 State Service Level ...... 2-8 2.4.4 Regional Service Level ...... 2-8 2.4.5 Local Role...... 2-9 2.5 Airport Facilities ...... 2-9 2.5.1 Airside Facilities ...... 2-9 2.5.1-1 Airport Design Standards ...... 2-10 2.5.1-2 Runway ...... 2-14 2.5.1-3 Runway Protected Areas ...... 2-14 2.5.1-4 Title 14, Code of Federal Regulations (14 CFR) Part 77 Imaginary Surfaces ...... 2-21 2.5.1-5 Runway Use Configuration ...... 2-23 2.5.1-6 Runway Pavement Strength ...... 2-29 2.5.1-7 Taxiways ...... 2-30 2.5.1-8 Pavement Condition ...... 2-37 2.5.1-9 Airfield Lighting and Signage ...... 2-40 2.5.1-10 Navigational Aids ...... 2-41 2.5.1-11 Weather Reporting Systems ...... 2-42 2.5.1-12 Aircraft Parking Aprons and Aircraft Storage Area ...... 2-42 2.5.1-13 Aircraft Hangars ...... 2-43 2.5.2 Heliport ...... 2-47 2.5.3 Summary of Non-Standard Airside Conditions ...... 2-49 2.5.4 Landside Facilities ...... 2-51 2.5.4-1 Terminal Building ...... 2-51 2.5.4-2 Fixed Based Operator ...... 2-52 2.5.4-3 Flight Schools ...... 2-52 2.5.4-4 Other Tenants ...... 2-53 2.5.4-5 Air Traffic Control Tower ...... 2-57 2.5.4-6 Additional Airport Buildings/Structures ...... 2-57 2.5.4-7 Fueling Facilities ...... 2-58 2.5.4-8 Aircraft Rescue and Firefighting ...... 2-59
Airport Master Plan – Phoenix Goodyear Airport i Table of Contents
2.5.4-9 Airport Maintenance ...... 2-59 2.5.4-10 Utilities ...... 2-60 2.5.4-11 Fencing and Security ...... 2-60 2.6 Area Airspace and Traffic Control ...... 2-60 2.6.1 Airspace Classification...... 2-60 2.6.2 Special Use Airspace ...... 2-63 2.6.3 Voluntary Noise Abatement Procedures ...... 2-64 2.6.4 Instrument Procedures ...... 2-65 2.6.5 Visual Flight Procedures ...... 2-65 2.6.5 Regional Airports ...... 2-65 2.7 Vehicle Access and Circulation ...... 2-71 2.7.1 Regional Access ...... 2-71 2.7.2 Public Access Roadways ...... 2-71 2.7.3 Internal Airfield Circulation ...... 2-73 2.8 Environmental Inventory ...... 2-73 2.8.1 Air Quality ...... 2-74 2.8.2 Biological Resources ...... 2-74 2.8.3 Department of Transportation (DOT) Act, Section 4(f) ...... 2-77 2.8.4 Farmlands ...... 2-77 2.8.5 Hazardous Materials ...... 2-78 2.8.6 Historic, Architectural, Archeological, and Cultural Resources ...... 2-79 2.8.7 Water Resources ...... 2-80 2.8.8 Stormwater Pollution Prevention Plan ...... 2-82 2.8.9 Wildlife Hazard Assessment ...... 2-83 2.9 Sustainability ...... 2-84 2.9.1 Design and Construction ...... 2-84 2.9.2 Waste Management and Recycling ...... 2-85 2.9.3 Air Quality ...... 2-85 2.9.4 Water Management and Water Quality ...... 2-86 2.9.5 Energy Management ...... 2-87
LIST OF FIGURES
Figure 2-1 Vicinity Map ...... 2-3 Figure 2-2 Example Aircraft and Corresponding AAC/ADG ...... 2-12 Figure 2-3 Existing Runway/Taxiways/Heliport and Related Safety Areas ...... 2-19 Figure 2-4 14 CFR Part 77 Imaginary Surfaces ...... 2-22 Figure 2-5 Wind Roses and Wind Coverage ...... 2-27 Figure 2-6 Airplane Design Group (Areas) ADG ...... 2-35 Figure 2-7 PCI Repair Scale ...... 2-38 Figure 2-8 PCI Map ...... 2-38 Figure 2-9 Functional Areas ...... 2-45 Figure 2-10 GA Heliport Design Features ...... 2-48 Figure 2-11 Lufthansa Aviation Training USA Campus ...... 2-55 Figure 2-12 Airspace Classifications ...... 2-62
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Figure 2-13 Phoenix Goodyear Airport Airspace ...... 2-69 Figure 2-14 Public Access Roadways and Conditions ...... 2-72
LIST OF TABLES
Table 2-1 Phoenix Goodyear Airport Grant History (CY 2008-2016) ...... 2-6 Table 2-2 Runway Design Code ...... 2-13 Table 2-3 Existing Design Standards ...... 2-17 Table 2-4 14 CFR Part 77 Imaginary Surfaces for Phoenix Goodyear Airport ...... 2-23 Table 2-5 Magnetic Declination Results for Phoenix Goodyear Airport ...... 2-24 Table 2-6 Crosswind Component ...... 2-24 Table 2-7 Wind Coverage ...... 2-25 Table 2-8 Temperature and Precipitation ...... 2-25 Table 2-9 Runway Pavement Composition and Strength ...... 2-30 Table 2-10 Taxiway/Taxilane Design Standards ...... 2-31 Table 2-11 Summary of Airport Taxiways ...... 2-33 Table 2-12 Summary of Pavement Condition Number Results ...... 2-40 Table 2-13 Aircraft Parking Aprons and Aircraft Storage Area ...... 2-43 Table 2-14 Summary of Conventional Hangars ...... 2-44 Table 2-15 Summary of All Aircraft Hangars and Shade Structures ...... 2-47 Table 2-16 Summary of Non-Standard Conditions - Movement Areas ...... 2-50 Table 2-17 Summary of Non-Standard Conditions - Non-Movement Areas ...... 2-51 Table 2-18 Summary of Miscellaneous Airport Buildings/Structures ...... 2-58 Table 2-19 Summary of Fuel Storage ...... 2-59 Table 2-20 Summary of Large Maintenance Equipment...... 2-60 Table 2-21 RNAV (GPS) Runway 3 Minimums ...... 2-65 Table 2-22 Threatened and Endangered Species in Maricopa County ...... 2-75 Table 2-23 Migratory Birds of Concern in Airport Vicinity ...... 2-76 Table 2-24 Annual City of Phoenix Water Meter Usage Summary ...... 2-87 Table 2-25 Energy Usage by Service Area (2012-2016) ...... 2-87
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Chapter 1 – Introduction
1.0 Introduction
The City of Phoenix (the City) is updating the master plan for the Phoenix Goodyear Airport (the Airport or GYR). This Airport Master Plan updates and replaces the 2007 Airport Master Plan. Since that time, there has been substantial change in the aviation industry and the national economy that has affected the Airport and the City. Notwithstanding the effects of the 2008 economic downturn, the airport has experienced notable growth over the last several years in corporate aviation, flight schools, pilot training operations, and aircraft maintenance. As such, an update to the master plan is necessary in order to account for this and future growth at the airport.
1.1 Airport Master Plan Update
An airport master plan is a comprehensive study that describes the short, intermediate, and long-term development plans for an airport and its ability to meet aviation demand in the future. The airport master plan provides the City with a strategic plan for the Airport development through 2037.
The strategic planning for this update is built around several core principles: aviation safety, meeting the needs of airport users and tenants, efficient use of airport property and orderly development of facilities, and a reasonable and achievable Capital Improvement Plan. Input from airport users, tenants, local governments, businesses, and surrounding neighborhoods and communities is important to the success of the plan.
The FAA recommends that airport owners update their airport master plans periodically (every five to seven years) to document the existing and future operational capabilities of the airport, enhance safety, or to identify needed facilities and capital improvements. To be eligible for FAA Airport Improvement Program (AIP) funding, the FAA also recommends that the Airport Layout Plan (ALP) be updated periodically, or on an as-needed basis, to depict compliance with FAA airport design criteria and any changes to existing and proposed facilities.
The airport master plan process involves collecting readily available data, forecasting future aviation demand, determining facility requirements, studying various alternatives, and developing plans and schedules. This process takes into consideration the needs and concerns of the airport sponsor, airport tenants and users, as well as the general public. Once completed, the airport master plan will ensure future airport development is designed to improve air and ground operations and enhance safety and airport services for the City, as well as the public users of the airport.
The primary drawing in the ALP drawing set is the Airport Layout Plan. FAA approval of the ALP is necessary for the City to receive financial assistance under the terms of the Airport and Airway Improvement Act of 1982, as amended. FAA AIP grant assurances also include the requirement for an airport owner to keep the ALP current and updated. The current ALP was approved by the FAA in 2008.
Airport Master Plan – Phoenix Goodyear Airport 1-1 Chapter One Introduction
1.2 Planning Horizon
This airport master plan update covers a planning period of 20 years. The planning period is divided into three periods: short-term (upcoming 5 years), intermediate-term (6 to 10 years), and long-term (11 to 20 years). The intermediate and long-term planning periods are typically considered strategic in nature and help to ensure that short-term actions are consistent with longer term development needs.
1.3 Goals and Objectives
The primary objectives of an airport master plan are to produce an attainable phased development plan that will satisfy the airport’s needs in a safe, efficient, economical, and environmentally sound manner. The plan serves as a guide to decision makers, airport users, and the general public for implementing airport development actions while considering the City’s goals and objectives. There are a number of objectives that the City would like to achieve as a result of this airport master plan.
Specific goals and objectives of the project include, but are not limited to:
Identifying the Airport’s historical activities and past challenges, as well as aviation trends that have impacted the airport since the last master plan;
Developing forecasts of future aviation demand levels at the airport over the next 20 years;
Assessing community land use goals and regional aviation needs as well as identifying what adjacent land uses may hinder future growth;
Working with the public and other airport stakeholders to gain feedback on airport development;
Determining the airport’s facility requirements through the next 20 years, including additional facilities and expansion of existing facilities;
Evaluating the facility layout for conformance with FAA airport design standards and applicable regulations;
Developing ALP drawings that graphically depict proposed capital improvements;
Updating the Capital Improvement Program to reflect recommended projects, including the business case for these improvements;
Recommending sustainability initiatives that may result in reduced energy consumption, resource use, and/or environmental impact; and
Developing Safety Critical Data with conformance to FAA regulations.
Airport Master Plan – Phoenix Goodyear Airport 1-2
1.4 Public Involvement Program
Public involvement during the preparation of an airport master plan is critical to the success of the plan. The purpose of the Public Involvement Program is to facilitate open and proactive communication with the public and provide the community with knowledge so that participating members of the public will have a vested interest in the plan.
Community engagement will be emphasized throughout the master planning process and will include the formation of advisory committees whose input will directly influence planning decisions at the airport. Community members will also be invited to observe and ask questions about the development of the master plan update through a series of public meetings.
The Program contains a detailed scope of services, which outlines the process, and is tailored to the Airport and the surrounding communities.
The Program includes development of two advisory committees and public outreach strategies, such as:
Development of a Technical Advisory Committee (TAC) – a key component of the study is the involvement of a group of participants with strong technical skills related to airport environments, transportation expertise, and airport user groups. The committee also provides a critical role in guiding and reviewing project goals, technical analyses, alternatives and recommendations. Development of a Planning Advisory Committee (PAC) – a key component of the study is the involvement of a group of participants from the surrounding communities, local governments, stakeholders, special interest groups, and large employers with a stake in the airport. The committee also provides a critical role in guiding and reviewing project goals, technical analyses, alternatives, and recommendations. Facilitation of three public workshops – involves scheduling meetings at key milestones in the planning process for the general public. Participation in two public events – local events where the airport master plan can be showcased to a wider audience and feedback from the communities can be gathered. Additional outreach – information dissemination via social media and other media outlets.
Technical Advisory Committee Meetings:
Meeting 1: Project kick-off Meeting 2: Inventory and Forecasts Meeting 3: Facilities Requirements Meeting 4: Development Alternative Concepts Meeting 5: Final Recommended Development Plan
Airport Master Plan – Phoenix Goodyear Airport 1-3
Planning Advisory Committee Meetings:
Meeting 1: Project kick-off and Inventory Meeting 2: Forecasts and Facilities Requirements Meeting 3: Development Alternative Concepts Meeting 4: Final Recommended Development Plan
All input from the committee meetings, public workshops, and public events will be gathered, documented, analyzed, and considered in the master plan recommended development plan.
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Chapter 2 – Inventory of Existing Conditions
2.1 Airport Setting
The City of Goodyear, located within Maricopa County, lies in the west valley of the Phoenix metropolitan area. Maricopa County encompasses approximately 9,226 square miles in the south-central portion of Arizona, and contains 24 incorporated cities and towns. Approximately 61 percent of the Arizona population resides within Maricopa County. Maricopa County ranges in elevation from 500 to 2,500 feet above mean sea level.
The Phoenix Goodyear Airport (the Airport or GYR) is located within the northern portion of the corporate limits of the City of Goodyear. The City of Goodyear has a population of approximately 79,003 and is located west of Avondale and south of Glendale. The Phoenix Goodyear Airport encompasses approximately 789 acres at an elevation of 968 feet mean sea level (MSL). The Airport is bounded by Yuma Road to the north, Maricopa County Route (MC) 85 to the south, South Litchfield Road to the east, and South Bullard Avenue to the west. Additionally, the Airport is located approximately two miles south of Interstate 10 (I-10), which serves as the major east-west interstate traversing the entire metropolitan Phoenix area. The geographic location of the Airport is illustrated in Figure 2-1.
Airport Master Plan – Phoenix Goodyear Airport 2-1
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PHOENIX DEER VALLEY AIRPORT Yuma Road Goodyear
SCOTTSDALE PHOENIX
AIRPORT GOODYEAR South Litchfield Road Litchfield South AIRPORT Road Litchfield South
MCMC 8585
LUKE AIR FORCE BASE
GLENDALE MUNICIPAL AIRPORT
FALCON FIELD AIRPORT
PHOENIX BUCKEYE BUCKEYE SKY HARBOR MUNICIPAL MUNICIPAL AIRPORT AIRPORT
PHOENIXPHOENIX GOODYEARGOODYEAR AIRPORTAIRPORT PHOENIX MESA GATEWAY CHANDLER AIRPORT MUNICIPALMUNICIPAL AIRPORTAIRPORT
Vicinity Map NOT TO SCALE Figure 2-1
STRO RM NG A
C O S N T S U L T A N
Chapter Two Inventory of Existing Conditions
2.2 Airport History
The Phoenix Goodyear Airport was originally founded in 1941 as Naval Air Facility Litchfield Park (NAF Litchfield Park). The Goodyear Aerospace Corporation offered the U.S. Defense Plant Corporation land to construct aircraft flight decks and establish the facility to test fly and deliver aircraft during World War II. A landing field, hangar, and runway were constructed at NAF Litchfield Park soon after it was established.
After the conclusion of WWII, NAF Litchfield Park remained an operational facility. However, it served primarily as an aircraft storage and decommissioning facility from 1945 to 1965. During this time the facility briefly returned to active duty in the 1950’s as a result of the Korean Conflict. The conclusion of the conflict resulted in the decommissioning of NAF Litchfield Park, and the site was placed on the surplus list by the U.S. General Service Administration. The City of Phoenix purchased the property in 1968 to use the facility as a reliever airport for Phoenix Sky Harbor International Airport.
Since this time, the City of Phoenix has invested many resources into the development of the Airport. Outcomes of previous master plans (1986 and 2007) include a new terminal building, T-hangars and tie downs, aircraft parking apron, and a maintenance facility. Several long-standing tenants of the Airport include an aircraft maintenance, repair, and overhaul (MRO) company, flight schools, and a fixed-base operator (FBO).
2.2.1 Recent Capital Improvements
The Federal Aviation Administration (FAA) Airport Improvement Program (AIP) has provided grant funds for the planning and development of the Airport funding has also been provided by the State of Arizona’s Department of Transportation (ADOT). Table 2-1 provides a description of the projects that have been funded through AIP and ADOT grants since the previous 2007 master plan.
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Table 2-1 Phoenix Goodyear Airport Grant History (CY 2008-2016) FAA AIP GRANTS CITY FEDERAL PROJECT GRANT NUMBER FISCAL PROJECT DESCRIPTION AMOUNT FISCAL YEAR NUMBER YEAR North Ramp Reconstruction 3-04-0018-13-2008 CFY2008 FFY 2008 AV41000056 $444,963 (Phase I) North Ramp Reconstruction 3-04-0018-14-2008 CFY2009 FFY 2008 AV41000056 $794,533 (Phase II) GYR Taxiway Bravo 3-04-0018-15-2009 CFY2009 FFY 2009 AV41000063 $285,000 Environmental Assessment T/W A Connectors 3-04-0018-16-2010 CFY2011 FFY 2010 AV41000062 $1,150,000 (Phase I) T/W A Connectors 3-04-0018-18-2011 CFY2012 FFY 2011 AV41000062 $3,800,950 (Phase II and III) 3-04-0018-19-2012 CFY2013 FFY 2012 AV41000067 T/W A Lighting and Signage $1,182,300
3-04-0018-20-2015 CFY2015 FFY 2015 AV41000069 Runway Rehabilitation $4,999,000
3-04-0018-21-2016 CFY2017 FFY 2016 AV41000072 Master Plan Update $587,275 TOTAL $13,244,021 ADOT GRANTS CITY STATE PROJECT GRANT NUMBER FISCAL PROJECT DESCRIPTION AMOUNT FISCAL YEAR NUMBER YEAR North Ramp Reconstruction E9F28 CFY 2009 SFY 2009 AV41000056 $11,710 (Phase I) North Ramp Reconstruction E9F29 CFY 2009 SFY 2009 AV41000056 $20,910 (Phase II) GYR Taxiway Bravo E9F64 CFY 2010 SFY 2009 AV41000063 $7,500 Environmental Assessment T/W A Connectors E1F32 CFY 2011 SFY 2011 AV41000062 $26,316 (Phase I) T/W A Connectors E2F2G CFY 2012 SFY 2012 AV41000062 $100,025 (Phase II and III) E3F2W CFY 2013 SFY 2013 AV41000067 T/W A Lighting and Signage $58,000
E4S3U CFY2014 SFY2014 AV41000070 Runway Shift – Phase I $2,130,000 Runway Shift – E5S2P CFY2015 SFY2015 AV41000070 $2,090,000 Phase II Runway Shift – E6S1Z CFY2016 SFY 2015 AV41000070 $1,345,393 Phase III E6F2Y CFY2016 SFY 2016 AV41000069 Runway Rehabilitation $245,442
TOTAL $6,035,296 Source: City of Phoenix Aviation Department, November 2016 Note: FAA AIP grant number 17 was skipped.
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2.3 Ownership and Management
The City of Phoenix owns and operates three airports including Phoenix Sky Harbor International Airport, Phoenix Goodyear Airport, and Phoenix Deer Valley Airport. The City of Phoenix is also a member government in the Phoenix-Mesa Gateway Airport Authority. The Director of Aviation Services and two Assistant Aviation Directors manage the Aviation Department on behalf of the City; the Phoenix Goodyear Airport Manager oversees the daily operations at the Airport. The Phoenix Aviation Advisory Board (PAAB) is made up of nine members who are appointed by the Mayor and City Council. The PAAB reviews airport policies and makes recommendations to the City Council on major airport projects, concession contracts and leases at all three City of Phoenix owned airports.
2.4 Airport System Role
2.4.1 Federal Service Level
Since 1970, the FAA has classified a subset of the 5,400 public-use airports in the United States as being vital to serving the public needs for air transportation, either directly or indirectly, and therefore may be made eligible for federal funding to maintain their facilities. These airports are classified within the National Plan of Integrated Airport Systems (NPIAS), where the airport service level reflects the type of public use the airport provides. The service level also reflects the funding categories established by Congress to assist in airport development. The categories of airports listed in the NPIAS are:
Commercial Service (either Primary or Non-Primary) Reliever General Aviation
According to the Report of the Secretary of Transportation to the United States Congress on the National Plan of Integrated Airport Systems (NPIAS) 2017-2021, dated September 2016, Phoenix Goodyear Airport (FAA identifier: GYR) is classified as a reliever airport. Reliever airports are those designated by the FAA as having the function of relieving congestion at a commercial service airport by providing more general aviation access. These airports comprise a special category of general aviation (GA) airports and are generally located within a relatively short distance of primary airports. In this instance, GYR serves as a reliever to Phoenix Sky Harbor International Airport (PHX), which is approximately 18 nautical miles west of PHX (see Figure 2-1, Vicinity Map).
2.4.2 Federal ASSET Category
In 2010, the FAA began examining the roles general aviation plays in our national airport system. At the time, general aviation airports had not been thoroughly studied at the national level for more than 40 years. As a result of the initial report entitled General Aviation Airports: A National Asset (also known as the ASSET 1 study) published in May 2012, and the follow up ASSET 2 study issued in March 20141, general aviation airports are also classified into the following categories:
1ASSET 1 and 2 reports on the FAA’s website at: https://www.faa.gov/airports/planning_capacity/ga_study/
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National Regional Local Basic
Phoenix Goodyear is classified as a regional airport. According to the report, regional airports support regional economies by connecting communities to statewide and interstate markets.
2.4.3 State Service Level
At the State level, the Arizona Department of Transportation Multi-modal Planning Division – Aeronautics Group has long recognized the importance of planning as a proactive approach to ensuring aviation continues its role in the statewide transportation system. They created a similar plan to the FAA’s NPIAS in 1978 called the Arizona State Airports System Plan (AZSASP). The purpose of the AZSASP is to provide a framework for the integrated planning, operation, and development of Arizona’s aviation assets. The most current version of the AZSASP was published in 20082.
The AZSASP concluded that five airport roles best meet the needs of Arizona. The five airport roles are defined as follows:
Commercial Service Airports – Publicly owned airports which enplane 2,500 or more passengers annually and receive scheduled passenger air service. Reliever Airports – FAA-designated airports that relieve congestion at a commercial service airport. GA-Community Airports – Airports that serve regional economies, connecting to state and national economies, and serve all types of general aviation aircraft. GA-Rural Airports – Airports that serve a supplemental role in local economies, primarily serving smaller businesses, recreational, and personal flying. GA-Basic – Airports that serve a limited role in the local economy, primarily serving recreational and personal flying.
GYR is also categorized as a reliever airport in the AZSASP. The Airport is one of eight reliever airports in Arizona.
2.4.4 Regional Service Level
At the regional level, the Airport is included in the Maricopa Association of Government’s (MAG) Regional Aviation System Plan (RASP); there are a total of 16 airports in this airport system. According to the RASP, GYR is classified as a general aviation reliever airport. Additionally at the regional level,
2 2008 AZSASP located on ADOT’s website at: http://www.azdot.gov/planning/airportdevelopment/development‐and‐planning/state‐airports‐ system‐plan
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the MAG included airports/aviation within the 2035 Regional Transportation Plan (RTP) published in January of 20143. According to the RTP, the focus of the existing airport system is as follows:
Future planning efforts will focus upon ground access needs to airports in terms of both highway and transit facilities, interacting with the region’s airport personnel and exploring opportunities for improving the regional aviation system, and developing an aviation database that will support the MAG airport model that develops air pollutant emissions inventory for airports in Maricopa County (pg 11-1).
2.4.5 Local Role
The Airport has a been a fixture in the West Valley and City of Goodyear for over 70 years. The Airport is recognized by the City of Goodyear as an economic powerhouse in the local community. According to 2013 statistics, the Airport had an economic impact of over $138 million on the local economy and sustained 500 jobs in the local region (Lauritano, 2013). The Airport is unique in that it serves the general aviation, corporate, and industrial aviation community simultaneously, which in turn accounts for a varied aircraft fleet mix. The based flight schools and a steady stream of itinerant and local flyers contribute to the majority of operations. Another sizable amount of operations stems from the frequent use of the Airport by corporate jet aircraft. Finally, with a substantial Maintenance, Repair, and Overhaul (MRO) facility located at the Airport, large commercial service aircraft such as Boeing 767s and Airbus 320s frequent the airport. As such, the City of Goodyear recognizes that the Airport offers a combination of assets that make it a place for opportunity for business in the aviation and aerospace corridor, as well as a popular and easily accessible general aviation airport for a myriad of aviation enthusiast and professionals.
In reviewing the various service levels and classifications from the federal, state, and regional perspectives, they all appear to accurately describe the role Phoenix Goodyear Airport plays in the country, state, region, and the local community.
2.5 Airport Facilities
The information contained in the following sections describes the airside and landside facilities, as well as the applicable FAA related design standards and federal regulations, which pertain to the Airport. The assessments of the airport facilities were made from an on-site inventory of the airfield at the onset of the study; an additional facility condition report provided by the Airport is also referenced.4
2.5.1 Airside Facilities
The definition of airside is that portion of the airport (typically within the public safety and security fenced perimeter) in which aircraft, support vehicles, and equipment are located, and in which aviation- specific operational activities take place. The inventory of airside facilities provides the basis for the
3 2035 RTP located on the MAG website at: https://www.azmag.gov/Documents/RTP_2014‐01‐30_Final‐2035‐Regional‐Transportation‐Plan‐ (RTP).pdf 4 Faithful+Gould. (June 30, 2015). Draft Report of Facility Condition Assessment (Phase 4) for Goodyear Airport. Phoenix: Faithful+Gould.
Airport Master Plan – Phoenix Goodyear Airport 2-9 Chapter Two Inventory of Existing Conditions
airfield demand/capacity analysis and the determination of any facility change requirements that might be identified.
Some of the unique physical constraints and/or apparent FAA design standard concerns at the Airport are also identified herein, as applicable. These physical constraints and design standard concerns are referenced in greater detail in Section 2.5.3, Summary of Non-Standard Airside Conditions.
Airfield pavements consist of runways, taxiways/taxilanes, and aircraft aprons. The pavements are the most critical element of an airport, supporting and connecting airside activities to landside facilities. The maintenance and preservation of an airport’s system of pavement is essential in order to provide safe and efficient operational capabilities. A general description and condition of the existing airside facilities are described below.
2.5.1-1 Airport Design Standards
Airport design standards provide guidelines for a safe, efficient, and economic airport system. Furthermore, under the Airport Improvement Program (AIP), airport sponsors that accept AIP grants for airport improvements agree to adhere to FAA standards established within various FAA Advisory Circulars (AC’s). For airports, the appropriate design standards are contained within FAA Advisory Circular 150/5300-13A, Change 1, Airport Design. The standards cover the wide range of size and performance characteristics of aircraft that are anticipated to use an airport. Various elements of airport infrastructure and their functions are also covered by these standards. Choosing the correct aircraft characteristics for which the airport will be designed or improved to needs to be done carefully so that future requirements for larger and more demanding aircraft are taken into consideration; furthermore, planners must remain mindful that designing for large aircraft that may never serve the airport is not economical. One of the most important aspects contained within AC 150/5300-13A Change 1, Airport Design, is the discussion on an airport’s critical design aircraft and its airport reference code (ARC). As defined by the FAA, the critical design aircraft is the most demanding category of aircraft, or family of aircraft, which conducts at least 500 operations per year at the airport. The ARC for a particular airport is a coding system developed by the FAA which is used to relate airport design criteria to the operational and physical characteristics of the airplane types that will operate at a particular airport. The ARC is comprised of two components. The first component is the aircraft approach category (AAC), which is designated with a capital letter A-E; an aircraft’s approach category is based upon 1.3 times its stall speed in landing configuration at that aircraft’s maximum certified take-off weight (operational characteristics). The second component is the airplane design group (ADG), which is designated by a Roman numeral I-VI; an aircraft’s design group is based upon the aircraft’s wingspan and tail height (physical characteristics). Examples of aircraft and their corresponding AAC and ADG are shown on Figure 2-2. At the time of the writing of the 2007 Airport Master Plan, data collected on the categories of aircraft using the airport indicated that aircraft in the C-IV and D-IV did not meet the 500-annual operations threshold to qualify as the existing critical design family of aircraft; however, operations by aircraft in the C-III and D-III combined with the larger C-IV and D-IV aircraft did surpass the 500-annual operations threshold. Thus, according to the 2007 Airport Master Plan, an ARC of C-III was
Airport Master Plan – Phoenix Goodyear Airport 2-10 Chapter Two Inventory of Existing Conditions
assigned to the Airport along with the Boeing 737-300 as its existing critical aircraft, but it was recommended that the Airport ultimately be planned to accommodate ARC D-IV in the near future using the McDonnell Douglas DC-10 (40 series) as the critical design aircraft. This is also noted on the approved ALP signed in 2008; the existing and ultimate ARC and critical design aircraft is listed on the runway and airport data table as D-IV and the DC-10-40; a footnote appears on the runway data table indicating that “actual ARC is C-III, which is based on a Boeing 737-300 as the critical aircraft.” Since the 2007/2008-time period, several projects at the Airport have been designed to the “ultimate” D-IV design standards, most notably the Runway Shift project which occurred in 2015 and the Runway Rehabilitation project that occurred in 2016. According to the Design Report – Runway Shift, Phoenix Goodyear Airport prepared by Morrison-Maierle Inc. in February 2015, the design standard for the airport was concluded to be D-IV with the DC-10-40 as the critical design aircraft (pg. DR-8). In addition, according to the Final Engineering Report – Runway Rehabilitation, Phoenix Goodyear Airport prepared by Morrison-Maierle Inc. in March 2016, the design standard for the airport was concluded to be D-IV with the DC-10-40 as the critical design aircraft (pg. FER-3). The 2008 approved ALP was the source for this justification. Therefore, D-IV and the DC-10-40 are recommended to be used as the existing ARC and critical design aircraft. A summary of the design standards based on the recommended critical design aircraft is shown in Table 2-3. Since the completion of the 2007 Airport Master Plan, a shift in the aircraft fleet mixt using the airport has occurred. One of the desired outcomes of this master plan is to validate the existing critical design aircraft and to validate the recommended critical design aircraft based on the existing aviation activity and proposed demand forecasts. A more in depth discussion of the ways in which the existing and recommended critical design aircraft are validated can be found in Chapter 3, Aviation Activity Forecast.
Airport Master Plan – Phoenix Goodyear Airport 2-11 Chapter Two Inventory of Existing Conditions
Source: Armstrong Consultants, Inc. 2017 2016 Figure 2-2 Example Aircraft and Corresponding AAC/ADG
Airport Master Plan – Phoenix Goodyear Airport 2-12 Chapter Two Inventory of Existing Conditions
The Runway Design Code (RDC) is another FAA design standard. To arrive at the RDC, the AAC, ADG, and approach visibility minimums are combined to form the RDC of a particular runway. The RDC of a runway provides the information needed to determine certain design standards that apply. The AAC and ADG were discussed in the proceeding paragraphs; the final component of the RDC relates to the visibility minimums expressed by runway visual range (RVR) values in feet of 1,200, 1,600, 2,400, 4,000, and 5,000. If a runway is only used for visual approaches, the term “VIS” should appear as the third component. The RDC components are described in Table 2-2. Based on the 2008 FAA approved Airport Layout Plan (ALP), the existing RDC for Runway 3 is D/IV/5000. The existing RDC for Runway 21 is D/IV/VIS.
Table 2-2 Runway Design Code AIRCRAFT APPROACH CATEGORY APPROACH SPEED
Category A less than 91 knots Category B 91 to 120 knots
Category C 121 knots to 140 knots
Category D 141 knots to 165 knots
Category E 165 knots or more
AIRPLANE DESIGN GROUP WINGSPAN TAIL HEIGHT
Group I < 49 feet <20 feet
Group II 49 to 78 feet 20 to 29 feet
Group III 79 to 117 feet 30 to 44 feet
Group IV 118 to 170 feet 45 to 59 feet
Group V 171 to 213 feet 60 to 65 feet
Group VI 214 to 261 feet 66 to 79 feet
RUNWAY VISUAL RANGE (FT) FLIGHT VISIBILITY CATEGORY (STATUTE MILE)
VIS Visual approach only
5000 Not lower than 1 mile
4000 Lower than 1 mile but not lower than 3/4 mile
2400 Lower than 3/4 mile but not lower than 1/2 mile (CAT-I PA)
1600 Lower than 1/2 mile but not lower than 1/4 mile (CAT-II PA)
1200 Lower than 1/4 mile (CAT-III PA)
Source: FAA Advisory Circular 150/5300-13A Change 1, Airport Design, 2014
Airport Master Plan – Phoenix Goodyear Airport 2-13 Chapter Two Inventory of Existing Conditions
2.5.1-2 Runway
The Airport has a single runway which is designated as Runway 3-21. Originally constructed in 1941, the runway has been resurfaced and modified over the years. The current runway length is 8,500 feet long and 150 feet wide. The runway also has 25-foot wide paved shoulders running the entire length. The runway and shoulders are constructed of grooved asphalt pavement with the exception of the first 800 feet of Runway 3 and the first 200 feet of Runway 21, which are constructed of concrete. Runway 3 also has a marked blast pad, which is a surface adjacent to the ends of runways provided to reduce the erosive effect of jet blast and propeller wash. Runway 21 also has a paved area, but it is not marked as a blast pad and is used only for large aircraft turn arounds. Each runway end is marked with precision instrument markings and are in excellent condition, as the markings were recently added during the runway shift and rehabilitation project. The runway gradient describes the average longitudinal slope of a runway. Runway 3-21 has an effective gradient of 0.32 percent sloping downward towards the southwest end of the runway. 2.5.1-3 Runway Protected Areas
Runway protected areas are defined surfaces surrounding the runway prepared specifically to reduce the risk of damage to aircraft and to ensure the safety of airfield operations. The different types of runway protected areas are described below: Runway Safety Area (RSA)
The RSA is a defined surface surrounding the runway prepared specifically to reduce the risk of damage to aircraft in the event of an undershot, overshot, or excursion from the runway. The RSA dimensions for Phoenix Goodyear Airport are 1,000 feet in length beyond the departure end, 600 feet in length prior to the threshold, and 500 feet in width. The safety area must be: Cleared and graded and have no potentially hazardous surface variations; Drained so as to prevent water accumulation; Capable, under dry conditions, of supporting snow removal equipment, aircraft rescue and firefighting (ARFF) equipment, and the occasional passage of aircraft without causing structural damage to the aircraft; and Free of objects, except for objects that need to be located in the runway or taxiway safety area because of their function.
Runway Object Free Area (ROFA)
The ROFA is an area centered and surrounding the runway. The ROFA precludes parked airplanes, agricultural operations and objects, except for objects that need to be located in the ROFA for air navigation or aircraft ground maneuvering purposes. The ROFA dimensions for the Airport are 1,000 feet in length beyond the runway end, 600 feet in length prior to the threshold, and 800 feet in width.
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Obstacle Free Zone (OFZ)
An OFZ is a three-dimensional volume of airspace along the runway and extended runway centerline which provides clearance protection for arriving and departing aircraft. . The OFZ is required to be free of all object penetrations, except for frangible visual navigational aids (NAVAIDs) that need to be located in the OFZ because of their function. The OFZ extends 200 feet beyond the end of each runway and has a width of 400 feet. Precision Obstacle Free Zone (POFZ) The POFZ is a volume of airspace above an area beginning at the threshold at the threshold elevation and centered on the extended runway centerline and is 200 feet long by 800 feet wide. When the POFZ is in effect, the area is to remain clear with the exception of a wing of an aircraft or vehicles up to 10 feet in height necessary for maintenance. A precision instrument approach is required to have a POFZ. The Airport does not have a precision instrument approach, therefore does not have a POFZ. Runway Protection Zone (RPZ)
The RPZ’s function is to enhance the protection of people and property on the ground. The RPZ is trapezoidal in shape, centered on the extended runway centerline, and begins 200 feet beyond the runway threshold. The RPZ dimension for a particular runway end is a function of the type of aircraft and approach visibility minimums associated with that runway end. The dimensions at Phoenix Goodyear Airport are 1,700 feet in length, 500 feet wide at the inner width, and 1,010 feet wide at the outer width. The existing RPZs for Runway 3 and 21 extend beyond the airport property, and therefore portions of the RPZs are not under the control of the City. There is one privately owned, off-airport parcel in the Runway 3 RPZ. The parcel is currently owned by JVH Property LLC, and is used for aluminum processing by Insamet of Arizona. Other off- airport land uses located within the outer portion of the RPZ include a railroad right-of-way and Maricopa County Highway 85 (MC85). There are no structures located in the existing off-airport Runway 3 RPZ. The Airport currently does not retain control via an avigation easement on the off- airport parcel. The Runway 21 RPZ extends beyond the Airport property to the northeast, across West Yuma Road. There are six privately owned and one publicly owned off-airport parcels of land in the Runway 21 RPZ equaling a total of 12.503 acres. The land uses within the off-airport RPZ include undeveloped agricultural land, railroad right-of-way (vacant), developed commercial property, and West Yuma Road right-of-way. The Airport currently does not retain control via an avigation easements on the six privately owned parcels. Control over the one publicly owned parcel is not necessary as the parcel is a transportation right-of-way. There are no residential structures located in the existing off-airport Runway 21 RPZ. Although the current land use of one parcel in the Runway 21 RPZ is agricultural, the parcel was rezoned in 2005 to Light Industrial Park (I-1), which permits development of the parcel that is incompatible in a runway protection zone. To date, the use remains agricultural and undeveloped.
Airport Master Plan – Phoenix Goodyear Airport 2-15 Chapter Two Inventory of Existing Conditions
The design standards for the runway are summarized in Table 2-3 and illustrated on Figure 2-3. It is also common to have some areas on an airport that do not meet current design standards. A summary of non-standard airside conditions in the movement and non-movement areas are shown in Tables 2-16 and 2-17 respectively.
Airport Master Plan – Phoenix Goodyear Airport 2-16 Chapter Two Inventory of Existing Conditions
Table 2-3 Existing Design Standards RUNWAY 3-21 RUNWAY CHARACTERISTIC DESIGN STANDARD (FT) MEET STANDARD R/W 3: D-IV/5000 Runway Design Code (RDC) - R/W 21: D-IV/VIS R/W 3: Not lower than 1 mile Visibility Minimums - R/W 21: Visual Width 150 Yes Shoulder Width 25 Yes Blast Pad Width 200 Yes Blast Pad Length 200 Yes RUNWAY SAFETY AREA Length Beyond Departure End 1000 Yes Length Prior to Threshold 600 Yes Width 500 Yes RUNWAY OBJECT FREE AREA (ROFA) Length Beyond Runway End 1000 Yes Length Prior to Threshold 600 Yes Width 800 Yes RUNWAY OBSTACLE FREE ZONE (ROFZ) Length 200 Yes Width 400 Yes PRECISION OBSTACLE FREE ZONE (POFZ) Length 200 No precision instrument approach at the Airport Width 800 APPROACH RUNWAY PROTECTION ZONE (RPZ) Length 1700 No Inner Width 500 Control of a portion of the off-airport RPZ via easements or fee is needed on both ends Outer Width 1010 DEPARTURE RUNWAY PROTECTION ZONE (RPZ)
Length 1700 No Inner Width 500 Control of a portion of the off-airport RPZ via easements or fee is needed on both ends Outer Width 1010 RUNWAY SEPARATION Parallel Runway Centerline N/A N/A Holding Position 260 Yes Parallel Taxiway/Taxilane Centerline 400 Yes No Aircraft Parking Area 500 Apron is not properly marked on the Flight School Apron No Does not meet standards when aircraft over Helicopter Touchdown Pad1 7001 300,000 lbs. are on a simultaneous parallel approach (runway and heliport) Source: FAA Advisory Circular 150/5300-13A Change 1, Airport Design, 2014; 1 FAA Advisory Circular 150/5390-2C, Heliport Design, 2012; Armstrong Consultants, 2016
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PHOENIX GOODYEAR AIRPORT Existing Runway/Taxiways/Heliport and related Safety Areas Figure 2-3
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2.5.1-4 Title 14, Code of Federal Regulations (14 CFR) Part 77 Imaginary Surfaces
The 14 CFR Part 77 Safe, Efficient Use, and Preservation of Navigable Airspace establishes several imaginary surfaces that are used as a guide to provide a safe and unobstructed operating environment for aviation. These surfaces, which are typical for civilian airports, are shown in Figure 2-4. The primary, approach, transitional, horizontal and conical surfaces identified in 14 CFR Part 77 are applied to each runway at both existing and new airports on the basis of the type of approach procedure available or planned for that runway and the specific 14 CFR Part 77 runway category criteria. For the purpose of this section, a utility runway is one that is constructed for and intended for use by propeller driven aircraft of a maximum gross weight of less than 12,500 pounds. A larger- than-utility runway is constructed for and intended for the use of aircraft of a maximum gross weight of 12,500 pounds or greater. A visual runway is a runway intended for the operation by aircraft of any weight and using only visual approach procedures, with no straight-in instrument approach procedure and no instrument designation indicated on an FAA approved airport layout plan, a military service approved military airport layout plan, or by any planning document submitted to the FAA by competent authority. A non-precision instrument runway is a runway with an approved or planned straight-in instrument approach procedure. At the Airport, Runway 3 is classified as a larger-than-utility, non-precision instrument runway and has a RNAV (GPS) non-precision instrument approach. Runway 21 is classified as a larger-than- utility, visual runway. The 14 CFR Part 77 imaginary surfaces for these classifications are further described below. There are five 14 CFR Part 77 imaginary surfaces; these include the primary, approach, transitional, horizontal, and conical surfaces. The primary surface is an imaginary surface of specific width, longitudinally centered on a runway. The primary surface extends 200 feet beyond each end of the paved surface of runways, but does not extend past the end of soft field runways. The elevation of any point on the primary surface is the same as the elevation of the nearest point on the runway centerline. The approach surface is 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 the runway based upon the type of approach available or planned for that runway, with approach gradients of 20:1, 34:1, or 50:1. The inner edge of the surface is the same width as the primary surface. It expands uniformly to a width corresponding to the 14 CFR Part 77 runway classification criteria. The transitional surface extends outward and upward at right angles to the runway centerlines from the sides of the primary and approach surfaces at a slope of 7:1 and end at the horizontal surface. The horizontal surface is a horizontal plane 150 feet above the established airport elevation. The airport elevation is defined as the highest point of an airport’s useable runways, measured in feet above mean sea level. The perimeter is constructed by arcs of specified radius from the center of each end of the primary surface of each runway. The conical surface extends outward and upward from the periphery of the horizontal surface at a slope of 20:1 for a horizontal distance of 4,000 feet.
Airport Master Plan – Phoenix Goodyear Airport 2-21 Chapter Two Inventory of Existing Conditions
Source: 14 CFR, Part 77 Safe, Efficient Use, and Preservation of Navigable Airspace, 2015 Figure 2-4 14 CFR Part 77 Imaginary
Airport Master Plan – Phoenix Goodyear Airport 2-22 Chapter Two Inventory of Existing Conditions
The 14 CFR Part 77 imaginary surfaces depicted in Table 2-4 represent the existing dimensions for the Airport. These surfaces will be used to determine if any existing or potential obstacles exist depending on the planned development at the Airport. A more detailed penetration analysis will be conducted as part of the FAA Airports Geographic Information Systems (AGIS) data gathering. That portion of the master plan is currently underway; this section will be updated to describe any known penetrations to imaginary surfaces once that analysis is complete. Any changes to the existing dimensions based on the selection of a different RDC for the Airport will be noted on the Airport Data Table included on the Airport Layout Plan set. Obstacles will be identified on the appropriate drawings within the ALP drawing set, and any potential mitigation measures will also be identified, such as obstruction marking or recommended obstacle removal.
Table 2-4 14 CFR Part 77 Imaginary Surfaces for Phoenix Goodyear Airport
RUNWAY 3 RUNWAY 21
Primary Surface width 500 500
Primary Surface beyond RW end 200 200
Radius of Horizontal Surface 10,000 5,000
Approach Surface dimensions 500 x 3,500 x 10,000 500 x 1,500 x 5,000
Approach Surface slope 34:1 20:1
Transitional Surface slope 7:1 7:1
Conical Surface slope 20:1 20:1 Note. All dimensions are in feet. Source: 14 CFR, Part 77 Safe, Efficient Use, and Preservation of Navigable Airspace, 2015
2.5.1-5 Runway Use Configuration
Runways are numbered based on the magnetic azimuth (compass bearing) in which a runway is oriented. There are 360 degrees on a compass rose. Runway numbers are determined by rounding the compass bearing of one runway end to the nearest 10 degrees and truncating the last digit, meaning runways are numbered from 1 to 36. These bearings align themselves to the magnetic north, which is used in aviation for navigation; magnetic north is distinct from the geographic North Pole (true north). The difference between the magnetic north and true north is measured as an angle called declination. According to the FAA, in the western United States, the Easterly magnetic declination is decreasing by approximately 1 degree every eight to twelve years. Furthermore, every five years, the FAA reevaluates shifts in the pole (magnetic variation) and makes changes to runways and flight procedures as needed. Runway designations usually change when the magnetic declination causes a three degree or more change from its existing magnetic azimuth according to the FAA. Thus, the FAA has instructed airports to verify their airport’s magnetic azimuth in relation to the true azimuth and its magnetic declination via sources such as the National Centers for Environmental Information (NCEI) and the National Geodetic Survey (NGS), both components of the National Oceanic and Atmospheric Administration (NOAA). A summary of the findings for
Airport Master Plan – Phoenix Goodyear Airport 2-23 Chapter Two Inventory of Existing Conditions
magnetic azimuth for Runway 3-21 to determine if the runway designations should be changed due to declination using the sources mentioned above can be found in Table 2-5.
Table 2-5 Magnetic Declination Results for Phoenix Goodyear Airport EXISTING RUNWAY DESIGNATION 03-21
True Azimuth 38° 05’ 16.08’’
Magnetic Declination 10° 21’ 00’’ East Magnetic Azimuth 27° 34’ 16.08’’ (True azimuth minus the magnetic declination) Magnetic Azimuth Rounded to nearest 10° 30° (designated as “3” on runway) Is there more than a 3° difference between existing magnetic and No calculated azimuth? Is a change in the existing runway designation needed? Not at this time Sources: FAA Airport Data, https://nfdc.faa.gov/xwiki/bin/view/NFDC/Airport+Data; National Geodetic Survey, https://www.ngs.noaa.gov/cgi-bin/Inv_Fwd/invers3d.prl; National Centers for Environmental Information, https://www.ngdc.noaa.gov/geomag-web/#declination, retrieved February 2017
Runways are also aligned as close as possible to the prevailing winds in the area. The prevailing wind direction and speed also determine the desired alignment and configuration of the runway system. Aircraft generally land and takeoff into the wind, and therefore can tolerate only limited crosswind components (the percentage of wind perpendicular to the runway centerline). Runway alignments should yield 95 percent wind coverage under stipulated crosswind components. If one runway does not meet this 95 percent coverage, then construction of an additional runway may be advisable. The allowable crosswind component for each AAC/ADG is shown in Table 2-6. Using FAA’s National Climate Data Center website, historical wind data for the Airport was obtained. The source of the wind data came from over 37,000 observations made from the Airport weather station from 2006-2015. It was determined that the allowable crosswind components and corresponding wind coverage percentages for the Airport with its existing runway configuration exceeds the recommended 95 percent coverage for all aircraft types as shown in Table 2-7. The historical wind data was then used to create a VFR, IFR, and all-weather wind rose with corresponding crosswind component data as seen in Figure 2-5.
Table 2-6 Crosswind Component AIRCRAFT APPROCAH CATEGORY/AIRPLANE DESIGN ALLOWABLE CROSSWIND GROUP 10.5 knots A-I & B-I
13 knots A-II & B-II
16 knots A-III, B-III & C-I through D-III
20 knots A-IV through D-VI, E-I through E-VI Source: FAA AC 150/5300-13A Change 1, Airport Design, 2014
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Table 2-7 Wind Coverage ALL WEATHER RUNWAY CROSSWIND (KNOTS) VFR WIND COVERAGE IFR WIND COVERAGE COVERAGE 3-21 10.5 97.20% 78.91% 97.13% 3-21 13.0 98.81% 83.23% 98.75% 3-21 16.0 99.73% 88.74% 99.69% 3-21 20.0 99.94% 95.81% 99.92% Source: Phoenix Goodyear Airport; 969’ MSL; Time Period: 2006-2015; 37,730 wind observations
According to NOAA’s Western Regional Climate Center, the monthly average maximum temperature for the hottest month (July) is 106.9 degrees Fahrenheit. August is the month with the largest amount of precipitation (1.22 inches). The total annual average precipitation is 8.12 inches. The temperature and precipitation is summarized in Table 2-8.
Table 2-8 Temperature and Precipitation MEAN MAXIMUM MEAN MINIMUM PRECIPITATION MONTH TEMPERATURE TEMPERATURE (INCHES) (FAHRENHEIT) (FAHRENHEIT)
January 66.8 36.6 0.91
February 71.6 40.1 0.96
March 77.4 44.3 0.82
April 86.1 50.3 0.31
May 95.1 58.4 0.12
June 104.1 67.0 0.08
July 106.9 76.0 .74
August 104.6 74.6 1.22
September 100.3 67.3 0.82
October 89.5 54.2 0.46
November 76.4 42.8 0.63
December 67.5 37.1 1.06
Annual 87.2 54.1 8.12 Source: National Oceanic and Atmospheric Administration – Western Regional Climate Center, retrieved December 2016
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VFR WIND ROSE IFR WIND ROSE ALL WEATHER WIND ROSE
N N N NNE NNE NNE NNW 350 360 10 NNW 350 360 10 NNW 350 360 10 20 20 20 340 340 340
+ + 30 30 + + 30
330 330 330 RUNWAY 21 RUNWAY RUNWAY 21 RUNWAY 28 21 RUNWAY 28 28 NE NE NE 27 40 27 40 27 40 NW 320 NW 320 NW 320 + + + + + + + 22 + 50 22 50 + 22 + 50 310 310 310 21 + 21 .7 21 + + + + + + + 60 .7 60 + + 60 + 17 .1 17 + 17 .1 300 + + 300 300 + + 16 ENE 16 ENE 16 ENE + + + + + + .1 .1 .2 .1 .1 .2 WNW + .1 .2 + + 70 WNW .7 70 WNW + .1 .2 + + 70 .1 11 .2 11 .1 11 .2 290 + .1 290 290 + .1 + 10 + 10 + 10 + + + KNOTS .1 KNOTS + + KNOTS .1 + .1 .1 + 80 1.4 80 + .1 .1 + 80 280 .1 .1 280 280 + .1 .1 + + .2 CALM WIND COVERAGE .1 CALM WIND COVERAGE .2 CALM WIND COVERAGE .1 + .7 .2 + .7 .7 .7 + .7 .2 + 90 W 85.0 90 E W 60.6 90 E W 84.9 E 270 270 270 1.1 .2 .7 1.1 .2 .1 WIND COVERAGE: + WIND COVERAGE: .7 .1 WIND COVERAGE: + 260 + 1.9 .2 + 260 260 + 1.9 .2 + .2 99.94 % + .7 95.81 % .7 .2 99.92 % + 2.6 .3 100 1.4 3.5 100 2.6 .3 100 + 1.8 .1 2.8 .7 + 1.8 .1 .2 + .7 2.8 .2 + 250 .9 + 250 .7 1.4 250 .9 .1 .4 + .4 + WSW + .2 + + WSW .7 2.8 1.4 WSW + .2 + + .3 + 110 110 .3 + 110 .1 .1 .1 .7.7 .1 .1 .1 .1 + 2.8 .7 .2 + + + ESE 1.4 ESE + .1 ESE 240 .1 240 240 .1 + + .7 + + + + + 120 120 + + + 120 + + + + 230 + 230 230 + + + 130 .7 .7 130 + + 130 + + + 1.4 + + + SW 220 + + SW 220 SW 220 + + RUNWAY 3 140 SE RUNWAY 3 140 SE RUNWAY 3 140 SE 210 + 210 210 + + 150 .7 150 + 150 200 200 200 160 160 160 SSW 190 170 SSW 190 170 SSW 190 170 180 SSE 180 SSE 180 SSE S S S
20 KNOT WIND ROSE - ARC: D-IV 20 KNOT WIND ROSE - ARC: D-IV 20 KNOT WIND ROSE - ARC: D-IV
RUNWAY 3-21 WIND COVERAGE CROSSWIND ALL WEATHER VFR COVERAGE IFR COVERAGE COMPONENT COVERAGE 10.5 KNOTS 97.20% 78.91% 97.13% 13 KNOTS 98.81% 83.23% 98.75% 16 KNOTS 99.73% 88.74% 99.69% 20 KNOTS 99.94% 95.81% 99.92%
SOURCE: NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION (NOAA) NATIONAL CLIMATIC DATA CENTER (NCDC); STATION: PHOENIX GOODYEAR AIRPORT; 969' MSL; TIME PERIOD: 2006-2015; NUMBER OF OBSERVATIONS: 37,730
NOTE: IFR CONDITIONS OCCUR APPROXIMATELY 0.37% OF EACH YEAR
Wind Roses and Wind Coverage Figure 2-5
PHOENIX GOODYEAR AIRPORT PHOENIX GOODYEAR AIRPORT MASTER PLAN UPDATE
Chapter Two Inventory of Existing Conditions
2.5.1-6 Runway Pavement Strength
An airport pavement is a complex engineering structure consisting of either flexible or rigid pavements. In general, the pavement structure and the underlying soil strength will determine the overall pavement strength. According to FAA guidance on pavement strength, the aircraft types and the critical aircraft expected to use the airport during the planning period are used to determine the required pavement strength, or weight bearing capacity, of airfield surfaces. The required pavement strength is an estimate based on average levels of activity and is expressed in terms of aircraft landing gear type and configurations. Pavement strength is not the maximum allowable weight; limited operations by heavier aircraft other than the critical aircraft may be permissible, although it is important to note that frequent operations by heavier aircraft can shorten the lifespan pavement. Single-wheel aircraft have one wheel on each side of their main landing gear and are typically characterized by piston aircraft as well as some turboprop and smaller jet aircraft. Dual-wheel aircraft have two wheels on each side of the main landing gear and are characterized by larger corporate jet and turboprop aircraft. Dual-tandem aircraft have four wheels on each side of their main landing gear and are characterized by large commercial aircraft. According to the Design Report – Runway Shift, Phoenix Goodyear Airport prepared by Morrison-Maierle, Inc. on February 2015, the project included extending the Runway 3 end 300 feet to the south and the Runway 21 threshold, which was displaced 2,100 feet, was relocated 1,800 feet north from its former location, 300 feet south of the existing end of runway pavement. The additional 300 feet of pavement on the south end of the runway provides an overall runway length of 8,500 feet. Shifting the Runway 3 threshold by 300 feet removed the runway safety area from Yuma Road, north of the airfield property line. Along with the 300-foot shift, a new blast pad and new connector Taxiway A10 was constructed as the primary entrance to Runway 3. The new pavement on the Runway 3 end is constructed of Portland Cement Concrete Pavement (PCCP). The reported pavement strength of the new PCCP pavement for dual tandem gear configuration equals 583,000 lbs. According to the Final Engineering Report – Runway Rehabilitation, Phoenix Goodyear Airport prepared by Morrison-Maierle, Inc. in March 2016, the project included milling the 3-inch layer of existing rubberized porous friction course (PFC) on the runway and shoulder and replacing the PFC with 3-inches of dense graded P-401 Hot Mix Asphalt. Approximately 125,000 square yards of asphalt concrete on Runway 3-21 and approximately 18,000 square yards of Runway 3-21 shoulder pavement were milled and overlaid. This type of pavement rehabilitation does not change the overall pavement strength. Therefore, it is reasonable to conclude that the pavement strength for the runway is the same as before the rehabilitation project. If operations by heavier aircraft continue to increase, it is recommended that the runway pavement strength be re-evaluated and portions of the runway pavement strengthen, as needed. The existing runway pavement composition and strength ratings for the Airport are illustrated in Table 2-9. The Pavement Condition Index (PCI) and Pavement Classification Number (PCN) results from the Arizona Department of Transportation (ADOT) Arizona Pavement Preservation Program (APPP) are discussed in Section 2.5.1-8.
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Table 2-9 Runway Pavement Composition and Strength EXISTING PAVEMENT STRENGTH RUNWAY PAVEMENT COMPOSITION (LANDING GEAR CONFIGURATION IN THOUSANDS OF POUNDS)
First 300 feet of Runway 3 Portland Cement Concrete Pavement 12.5-SW; 75.0-DW; 583.0-DTW1
3-21 Asphalt 75.0-SW;200.0-DW;270.0-DTW2 (remainder of the runway) Abbreviations: SW = single-wheel landing gear, DW = dual-wheel landing gear, DTW = dual-tandem wheel landing gear Source: 1Morrison-Maierle, Inc., Design Report – Runway Shift, Phoenix Goodyear Airport, February 2015, 2 FAA Airport Master Record, November 2016.
2.5.1-7 Taxiways
A taxiway is a defined path established for the movement (or taxiing) of aircraft from one part of an airport to another. A taxilane is a taxiway designated for low speed and precise taxiing. Taxilanes are usually, but not always, located outside the movement area, providing access from taxiways to aircraft parking positions, hangars, and terminal areas. At airports with an air traffic control tower, taxiways located in movement areas are under the control of the air traffic control tower whereas taxilanes are typically not. As previously mentioned, the Airplane Design Group (ADG) standards are based on wingspan and tail height, but not the dimensions of the aircraft undercarriage, whereas Taxiway Design Group (TDG) standards are based on the overall main gear width (MGW) and the cockpit-to-main gear (CMG) distance. Taxiway/taxilane width and fillet standards, and in some instances, runway to taxiway and taxiway/taxilane separation requirements, are determined by the TDG. Depending on the aircraft fleet mix and uses at an airport, taxiways/taxilanes can be built to different TDG standards based on anticipated use. Taxiway design standards have been revised by the FAA since the previous Airport Master Plan was prepared; therefore, a TDG was not previously established for the Airport. The DC-10-40 (existing design aircraft) falls within TDG 5 standards. Other aircraft that are known to use the airport such as the Boeing 747, 767, 777 and Airbus 300 also fall within TDG 5 standards. The runway shift and runway rehabilitation projects included modifications to Taxiways A1 and A10 for the runway shift project, and Taxiway A3 as part of the runway rehabilitation project. The modified taxiways were all designed to meet TDG 5 standards. Taxiway and taxilane design standards by the ADG location are depicted in Table 2-10. There are multiple locations on the Airport that have different ADG standards because of the function and services provided. A graphical illustration of the different ADG locations on the Airport are shown on Figure 2-6.
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Table 2-10 Taxiway/Taxilane Design Standards DESIGN STANDARD (FT.)
Airplane Design Group (ADG) ADG I MEET STANDARD? Location of ADG I Area(s) Flight School Apron TAXIWAY PROTECTION Taxiway Safety Area (TSA) 49 Yes Taxiway Object Free Area (TOFA) 89 Yes Taxilane Object Free Area (OFA) 79 No (see Table 2-16) TAXIWAY SEPARATION Taxiway Centerline to Parallel Taxiway/Taxilane Centerline 70 N/A Taxiway Centerline to Fixed or Movable Object 44.5 Yes Taxilane Centerline to Parallel Taxilane Centerline 64 Yes Taxilane Centerline to Fixed or Movable Object 39.5 No (see Table 2-16) WINGTIP CLEARANCE Taxiway Wingtip Clearance 20 Yes Taxilane Wingtip Clearance 15 No (see Table 2-16)
DESIGN STANDARD (FT.)
Airplane Design Group (ADG) ADG II MEET STANDARD? North and South Hangar and Location of ADG II Area(s) Terminal/Lux Air Aprons TAXIWAY PROTECTION Taxiway Safety Area (TSA) 79 N/A Taxiway Object Free Area (TOFA) 131 N/A Taxilane Object Free Area (OFA) 115 No (see Table 2-16) TAXIWAY SEPARATION Taxiway Centerline to Parallel Taxiway/Taxilane Centerline 105 N/A Taxiway Centerline to Fixed or Movable Object 65.5 N/A Taxilane Centerline to Parallel Taxilane Centerline 97 Yes
Taxilane Centerline to Fixed or Movable Object 57.5 No (see Table 2-16)
WINGTIP CLEARANCE Taxiway Wingtip Clearance 26 N/A Taxilane Wingtip Clearance 18 No
DESIGN STANDARD (FT.)
Airplane Design Group (ADG) ADG IV MEET STANDARD? Location of ADG IV Area(s) Remainder of Airfield TAXIWAY PROTECTION Taxiway Safety Area (TSA) 171 Yes Taxiway Object Free Area (TOFA) 259 Yes Taxilane Object Free Area (OFA) 225 N/A
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Table 2-10 Taxiway/Taxilane Design Standards - continued TAXIWAY SEPARATION Taxiway Centerline to Parallel Taxiway/Taxilane Centerline 215 Yes Taxiway Centerline to Fixed or Movable Object 129.5 Yes Taxilane Centerline to Parallel Taxilane Centerline 198 N/A Taxilane Centerline to Fixed or Movable Object 112.5 Yes WINGTIP CLEARANCE Taxiway Wingtip Clearance 44 Yes Taxilane Wingtip Clearance 27 N/A EXISTING TAXIWAY SYSTEM DESIGN STANDARD (FT.) MEET STANDARD? Taxiway Design Group (TDG) TDG 5 TAXIWAY A Taxiway Width 75 Yes Taxiway Edge Safety Margin (TESM) 15 Yes Taxiway Shoulder Width 30 No (see Table 2-15) TAXIWAY CONNECTORS A1, A9, A10 Taxiway Width 75 Yes Taxiway Edge Safety Margin (TESM) 15 Yes Taxiway Shoulder Width 30 Yes TAXIWAY CONNECTORS A2, A3 Taxiway Width 75 Yes Taxiway Edge Safety Margin (TESM) 15 Yes Taxiway Shoulder Width 30 No (see Table 2-15) TAXIWAY CONNECTORS A4, A5, A6, A7, A8 Taxiway Width 75 Yes Taxiway Edge Safety Margin (TESM) 15 Yes Taxiway Shoulder Width 30 No (see Table 2-15) Note. See Figure 2-6 for a graphical depiction of the ADG areas and taxiways referenced in this table, and refer to Section 2.5.3, Summary of Non-Standard Airside Conditions, for more information on the areas that do not meet standards. N/A = because of the airport geometry the standard does not apply. Source: FAA AC 150/5300-13A Change 1, Airport Design, 2014
The Airport is equipped with a single parallel taxiway (Taxiway A) with connector Taxiways A1, A2, and A3 leading to the terminal apron, flight school apron, Fixed Base Operator facilities and aircraft maintenance facility. Taxiway connectors A4 through A10 are a combination of high speed exits and conventional exit taxiways providing access from the runway to parallel Taxiway A. A summary of the existing taxiway system is depicted in Table 2-11.
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Table 2-11 Summary of Airport Taxiways TAXIWAY DESIGNATION FUNCTION
A Parallel Taxiway A1 Ramp Connector A2 Ramp Connector A3 Ramp Connector A4 High Speed Exit A5 High Speed Exit A6 High Speed Exit A7 High Speed Exit A8 Runway Entrance/Exit A9 Runway Entrance/Exit A10 Runway Entrance/Exit Source: Armstrong Consultants, Inc., 2016
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Airplane Design Group (ADG) Areas LEGEND ADG I Fixed Base Operators Aircraft Maintenance Facility Figure 2-6 ADG II
ADG III/IV ARMST Flight Schools RO N ADG IV Other Tenants G
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2.5.1-8 Pavement Condition
According to the Arizona Department of Transportation (ADOT), the airport system in Arizona is a multimillion dollar investment of public and private funds that must be protected and preserved. The Arizona Pavement Preservation Program (APPP) has been established to assist in the preservation of the Arizona airport system infrastructure. Every year ADOT’s Aeronautics Group, using the Airport Pavement Management System (APMS), identifies airport pavement maintenance projects eligible for funding for the upcoming five years. The Airport also requests funding from FAA under the AIP. These projects will appear in the state's Five-Year Airport Capital Improvement Program. Once a project has been identified and approved for funding by the State Transportation Board, the airport sponsor may elect to accept a state grant for the project and participate in the APPP, or the airport sponsor may sign an inter-government agreement (IGA) with the Aeronautics Group to participate in the APPP. ADOT also conducts pavement surveys every three years using the procedure as documented in the following publications: The FAA's Advisory Circular 150/5380-6B, Guidelines and Procedures for Maintenance of Airport Pavements. The American Society for Testing and Material's (ASTM's) standard D-5340, Standard Test Method for Airport Pavement Condition Index Surveys. The PCI procedure is the standard used by the aviation industry to visually assess pavement condition. It was developed to provide engineers with a consistent, objective, and repeatable tool to represent the overall pavement condition. During a PCI survey, visible signs of deterioration within a selected sample area are identified, recorded, and analyzed. According to ADOT, the results of a PCI evaluation provide an indication of the structural integrity and functional capabilities of the pavement. However, it should be recognized that during a PCI inspection only the top layer of the pavement is examined and that no direct measure is made of the structural capacity of the pavement system. Nevertheless, the PCI does provide an objective basis for determining maintenance and repair needs as well as for establishing rehabilitation priorities in the face of constrained resources. Furthermore, the results of repeated PCI monitoring over time can be used to determine the rate of deterioration and to estimate the time at which certain rehabilitation measures can be implemented. Pavement defects are characterized in terms of type of distress, severity level of distress, and amount of distress. This information is then used to develop a composite index (PCI number) that represents the overall condition of the pavement in numerical terms, ranging from 0 (failed) to 100 (excellent). In general terms, pavements above a PCI of 85 that are not exhibiting significant load-related distress will benefit from routine maintenance actions, such as periodic crack sealing or patching. Pavements with a PCI of 56 (65 for PCC pavements) to 85 may require pavement preservation, such as a surface treatment, thin overlay, or PCC joint resealing. Often, when the PCI is 55 or less, major rehabilitation, such as a thick overlay, or reconstruction are the only viable alternatives due to the substantial damage to the pavement structure. A graphical representation of the PCI repair scale is depicted in Figure 2-7.
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100
Routine Maintenance
85
Pavement Preservation 55
Major Rehabilitation 0
Pavement Condition Index (PCI) Source: ADOT MPD – Aeronautics Group, 2013 Arizona Figure 2-7 PCI Repair Scale APMS Update Statewide Summary Report, retrieved 2016
The ADOT APPP program is provided to give the airport sponsor sound pavement repair recommendations and is accepted by the FAA as complying with Public Law 103-305’s requirement regarding airport pavement maintenance management as related to AIP funding eligibility. The APPP is not meant to replace a sponsor’s efforts for preserving the pavement infrastructure at the airport, but to assist the sponsor in prioritizing and scheduling pavement maintenance and reliable actions. The airport sponsor is expected to provide routine inspections, monitoring, and routine maintenance as part of this joint effort. For the Phoenix Goodyear Airport, Figure 2-8 depicts the most recent PCI inspection reported in the 2014 APMS update, which was conducted prior to the Airport’s runway shift and rehabilitation projects.
Source: Phoenix Goodyear Airport Pavement Management Report, Applied Pavement Technology Inc., August 2014 Figure 2-8 PCI Map
The Arizona Pavement Preservation Program also includes determining the Pavement Classification Number (PCN) for the same airfield pavement. The Aircraft Classification Number-Pavement Classification Number (ACN-PCN) system of reporting pavement strength is structured so that a pavement with a given PCN can support an aircraft that has an ACN equal or less than the PCN. The PCN should be recalculated if the aircraft mix or volume changes significantly at an airport. The PCN results from the Phoenix Goodyear Airport Pavement Classification Number Report
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dated October 2014, prepared by Applied Pavement Technology, Inc. reveals that the recommended PCN designation for Runway 3-21 is 19/F/C/X/T5 based on the structural capacity of the controlling (weakest) pavement structure, Section 70. This portion of the runway is located at the intersection of Taxiway A6, continuing approximately 2,500 feet north to the intersection of Taxiway A3. Section 70 is approximately 100 feet wide. The PCN report also identified several aircraft using the runway that exceed the calculated PCN – they are in descending Aircraft Classification Number (ACN) order: MD-11 (ACN 75), Boeing 727-200 (ACN 55), Airbus A320 (ACN 47), Airbus A319 (ACN 44), and the Boeing 757-200 (ACN 40). It should be noted that recently the Boeing 767 (ACN 79) and Boeing 777 (ACN 89) are also using the runway more frequently. As discussed on Section 2.5.1-6 Runway Pavement Strength, the Airport has completed two runway projects that impact the PCN values contained in the October 2014 report. A review of the Airport’s taxiway system reveals that the overall condition of the parallel taxiway varies. A large portion of parallel Taxiway A is in overall poor condition according to the PCN report. It is likely that the parallel taxiway will require strengthening in the near-term if operations by larger aircraft use the taxiway on a regular basis. A small section of the parallel taxiway near the Runway 21 end appears to be in the best overall condition, but may also require strengthening at some point in the planning period. The taxiway connectors are in slightly better overall condition and strength than parallel Taxiway A. Taxiway connector A4 is in the best condition. The remaining taxiway connectors appear to be in the relatively same condition, but may also require strengthening in the near-term if operations by larger aircraft use the taxiway connectors on a regular basis. Taxiways A9 and A10 are in excellent condition as they were part of the Runway Shift project and shouldn’t require strengthening within the planning period. A summary of the Pavement Classification Number data for the Airport is depicted in Table 2-12.
5A PCN has a minimum value of 0 and has no upper limit. The numerical value equals the calculated operating weight. In addition to the numerical value, the PCN is reported with four codes.; R or F = pavement type; A, B, C, or D = subgrade strength category; W, X, Y, or Z = maximum allowable tire pressure; T or U = pavement evaluation method.
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Table 2-12 Summary of Pavement Condition Number Results BRANCH SECTION PCN DESIGNATION
ARTA01GY 10 49/R/B/W/T ARTA02GY 10 56/R/C/W/T ATAHOLDGY 10 64/R/D/W/T 10 13/R/D/W/T 20 15/R/D/W/T ATERMGY 30 66/R/C/W/T 70 10/F/C/Y/T 20 64/R/C/W/T 40 20/F/C/Y/T RWY321GY 60 47/F/C/Y/T 70 19/F/C/Y/T 10 45/R/D/X/T TWA2GY 20 32/R/D/W/T 30 15/R/D/W/T 10 30/F/C/Y/T TWA3GY 20 34/F/C/Y/T 30 40/F/C/Y/T TWA4GY 10 60/F/C/W/T TWA5GY 10 36/F/C/W/T TWA6GY 10 33/F/D/W/T TWA7GY 10 35/F/C/W/T TWA8GY 10 60/F/C/W/T 10 67/R/C/W/T 20 41/F/D/Y/T TWAGY 30 15/F/C/Y/T 40 5/F/C/Y/T 50 79/R/D/W/T TWTERMGY 10 26/R/D/W/T Source: Phoenix Goodyear Airport Pavement Classification Number Report, Applied Pavement Technology, Inc. October 2014
2.5.1-9 Airfield Lighting and Signage
Airfield lighting is essential for the safe operation of aircraft during night and/or periods of low visibility. Likewise, airfield signage is essential in directing pilots and other airfield users to various locations on both the movement and non-movement areas of the airport. Various types of airfield lighting and signage can be found at the Airport and are described below. Pavement edge lighting is placed along the edge of pavement to define the lateral limits of the pavement. Runway 3-21 is equipped with base-mounted Medium Intensity Runway Lights (MIRL) that appear to be in good condition. In addition, threshold lights are present to delineate the usable runway. The MIRLs and threshold lights are all light-emitting diode (LED) fixtures which were
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installed during the Runway Shift project that was completed in October of 2015. Also during this project, the distance remaining signs for the runway were also replaced with LED fixtures. Pavement edge lighting is not found on the full length of Taxiway A, but rather only at connector taxiway intersections; all Taxiway A and taxiway connector intersections (A1-A10) have approximately six based-mounted Medium Intensity Taxiway Lights (MITL) per side. The MITLs are also LED fixtures. In lieu of the MITL along the entirety of Taxiway A, medium intensity, semi- flush green taxiway centerline lights are present for the full length of Taxiway A, as well as all taxiway connector centerlines. Based-mounted, LED runway guard lights are also located at each runway hold line location. During daylight hours, the MIRL and REIL (Runway End Identifier Lights) for both Runway 3 and 21 can be turned on by contacting the air traffic control tower (ATCT) or airport operations. After sunset, the MIRL remain on until sunrise. The REIL for Runway 3 and 21 are turned off when the ATCT is closed. All airfield lighting is in excellent condition. All major types of signs such as mandatory instruction, location, direction, information, and destination are present on the airfield. All signage associated with the runway and taxiway is lighted by LED fixtures and are in excellent condition. The Taxiway Alpha Lighting and Signage Modifications project was completed in September 2013. This project consisted of the relocation of existing hold bars and mandatory signs to 260’ from the runway centerline and the installation of runway guard lights (RGL’s) at Taxiway Alpha intersections A1, A2, A3 A8 and A9 and the installation of RGL’s on existing bases at A4, A5, A6 and A7. In addition, pavement striping and layout, electrical improvements, taxiway lighting adjustments and signs for Taxiway Alpha were installed; this includes the new taxiway connector A10 which was added during this project. The project also included new taxiway centerline lights at Taxiways A2, and A3 and conversion of all taxiway lighting and signage to LED. 2.5.1-10 Navigational Aids
A navigational aid (NAVAID) is any ground based visual or electronic device used to provide course or altitude information to pilots. Both visual and electronic NAVAIDs can be found at, or near, the Airport. Visual NAVAIDs found at the Airport include: Rotating beacon Precision Approach Path Indicator (PAPI) REIL Segmented circle with lighted wind cone Rotating beacons are designed primarily for night operation as identification and location markers for airports and will have a visibility range of 30 to 40 miles and a candlepower range from 190,000 to 400,000. At civil airports, alternating white and green flashes indicate the location of the airport. The primary rotating beacon is located atop of the ATCT near midfield of the Airport. It is in good condition. A second rotating beacon is located in the northeast quadrant of the airfield near the airport perimeter road closest to Gate No. 2. It is in good condition, although the fixture and tower are considered to be outdated. The City owns and maintains both beacons.
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Visual glide slope indicators (VGSI) such as a precision approach path indicator (PAPI) are ground lighting devices that assist pilots in identifying and remaining on the correct glideslope while landing. At the Airport, a 4-light PAPI is found at each end of Runway 3-21. The PAPIs use LED fixtures and are in excellent condition. The City of Phoenix owns all PAPIs found at the Airport. REIL are considered visual NAVAIDs because they provide rapid and positive identification of the end of the runway. Runway 3-21 is equipped with REILs at both runway ends and both are LED fixtures. They are in good condition. A segmented circle is a visual indicator designed to show a pilot in the air the direction of the traffic pattern at that airport. Wind cones are designed to indicate wind direction and relative wind speed. Wind cones can be lit, either externally or internally, or unlit. The primary wind cone at an airport will typically have a segmented circle. If an airport has more than one wind cone, the additional ones are referred to as supplemental wind cones and are normally found near the runway threshold. The Airport is equipped with four lighted wind cones; a primary (internally lit) wind cone with a segmented circle is located at the mid-field of the Airport, and three supplemental (externally lit) wind cones are located near the Runway 3 threshold, Runway 21 threshold, and the infield near Taxiway A3. The segmented circle indicates a left traffic pattern for Runway 3 and a right traffic pattern for Runway 21. All wind cones and the segmented circle are in good condition. Three of the wind cones are located within the ROFA and should be relocated. The location of the wind cone and segmented circle meets standards. Radio NAVAIDs not located at the Airport, but that can be used to navigate to the airport include Very High Omni-directional Range (VORs), Very High Frequency Omni-directional Range with Tactical Information (VOR-TACs), Non-directional Beacons (NDBs), and Tactical Air Navigational Aids (TACANs), with PHX VORTAC being the closest at 20 nautical miles (nm) to the east. 2.5.1-11 Weather Reporting Systems
There are several types of automated airport weather reporting stations. These include the Automated Weather Observing System (AWOS), the Automated Surface Observing System (ASOS), and the Automated Weather Sensor System (AWSS). The Airport uses another type known as a Limited Aviation Weather Reporting Station (LAWRS). According to the FAA, a LAWRS is “a facility where observations are taken, prepared and transmitted by certified FAA or FAA-contract control tower personnel or Flight Service Station personnel on a limited basis to support aviation requirements.” A limited number of automated sensors or equipment may be available, however, when the facility is open, the LAWRS observer is completely responsible for the Meteorological Terminal Aviation Routine Weather Report (METAR). METAR is an aviation routine weather report issued at hourly or half-hourly intervals at each airport, broadcasting the automated weather observation. This is often times via the Automatic Terminal Information Service (ATIS). The radio frequency for the Airport’s ATIS is 118.35 MHz. 2.5.1-12 Aircraft Parking Aprons and Aircraft Storage Area
The Airport has several aircraft parking aprons for transient and based aircraft. The Airport also has an aircraft storage area for short and long-term aircraft. A list of airport aprons and storage area are
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shown on Table 2-13. Furthermore, a graphical representation of the functional areas of the Airport’s aircraft parking aprons and aircraft storage area can be seen in Figure 2-9. The majority of the aprons are concrete pavement; however, some areas are asphalt. All aprons have centerline and pavement edge markings (with the exception of the northwest aircraft storage area which is comprised mostly of compressed soil and neither type of pavement); in the terminal and flight schools’ apron area, additional pavement markings indicate the edge of the usable taxilanes and open aircraft parking positions.
Table 2-13 Aircraft Parking Aprons and Aircraft Storage Area
AIRCRAFT APRON/STORAGE AREA AIRCRAFT PARKING AIRFIELD LOCATION APRON/STORAGE AREA SIZE (SY) (TYPE/NUMBER OF SPACES)
Adjacent to Lufthansa and CTC Shade Structures/39 Flight School Apron1 75,0001 facilities Open tie-downs/18 Adjacent to terminal and Lufthansa Terminal/Lux Air Apron maintenance hangars to the north, 27,700 Open tie-downs/43 and AerSale hangar to the south South of terminal and adjacent to AerSale Apron 95,300 Open/varies AerSale hangars South of the AerSale facility T-hangars/69 North Hangar Apron 55,000 adjacent to the ATCT Shade Structures/22 Southeastern part of airfield near South Hangar Apron 40,000 T-hangars/78 Runway 3 threshold Northwest Aircraft Western portion of airfield 62 acres2 Open/varies Storage Area2 Note: 1Apron size includes pavement beneath shade structures; Lufthansa leases approximately 47,500 sy of apron in this area from the Airport. 2Approximately 40 acres of this total is comprised of compacted treated soil. Source: City of Phoenix Aviation Department, 2016; Armstrong Consultants, 2016
2.5.1-13 Aircraft Hangars
There are three types of hangar facilities found at most airports – conventional hangars, T-hangars, and shade structures. Conventional hangars provide aircraft storage and are often referred to as box hangars, which are square or rectangular in shape and can be built in various sizes. T-hangars are rectangular aircraft storage hangars with several interlocking “T” units that minimize the need to build individual units; they are usually two-sided with either bi-fold or sliding doors. Shade structures provide a more economical way to keep an aircraft protected in individual spaces, but with only a roof used for protection from the elements. Power may or may not be available under a shade structure. The Airport has conventional hangars, T-hangars, and shade structures present on the airfield. A summary of all the aircraft hangars and shade structures is depicted in Table 2-15. The following is a description of the hangars. Conventional hangars
The cumulative space of the conventional hangars depicted in Table 2-14 is approximately 459,744 square-feet, and they are contained within five buildings. Four of the buildings are owned by the City, in which two are leased to AerSale and two leased to Lufthansa. The City has also executed a long-term ground lease for the new Lux Air facility
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Table 2-14 Summary of Conventional Hangars BUILDING IDENTIFIER1 CURRENT OCCUPANT(S) SIZE (SF) GENERAL CONDITION
Hangar 105 Lufthansa Aviation Training USA 26,0752 Good Lufthansa Aviation Training USA Hangar 106 33,0752 Good (CTC & Lockheed Martin) Lux Air Lux Air Jet Centers 36,000 Excellent
Hangar 18 AerSale/Galaxy International 124,5942 Fair
Hangar 52 AerSale 240,000 (approx.) Fair Note. 1 Building names as they were reported in the Draft Facility Condition Assessment, Faithful + Gould, 2015 2 Gross square footage of building as reported in the Draft Facility Condition Assessment, Faithful + Gould, 2015 Additional Sources: Lux Air Jet Centers, 2016; Armstrong Consultants, 2016
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Functional Areas LEGEND Aircraft Hangars Fixed Base Operators Aircraft Maintenance Facility Figure 2-9 Aircraft Tie-Down and Storage Area Fueling Facility FAA Air Traffic Control Tower
Fixed Base Operators ARMST Airport Maintenance Terminal Building Flight Schools RO N Flight Schools Other Tenants G Wash Rack Terminal Auto Parking Aircraft Maintenance Facility C O N Waste Accumulation Site S Airport Property Boundary U L T A N T S
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T-hangars
There are 12 T-hangar structures at the Airport with a cumulative size of approximately 180,000 square-feet. All of the T-hangars are steel-framed, metal-sided buildings. The T-hangars are grouped into two areas on the Airport. Six T-hangar buildings are located on the north hangar apron adjacent to the AerSale apron and hangars, and six are located on the south hangar apron near the Runway 3 threshold. One hangar on the north hangar apron and one hangar on the south hangar apron have two restrooms in each building. All T-hangars are owned by the City of Phoenix and are in overall good condition. There are no designated vehicle parking spaces for GA aircraft owners on either the north or south hangar aprons. Per Airport requirements, aircraft owners park their vehicle in their hangar when not occupied by their aircraft. Shade Structures
In addition to traditional enclosed aircraft hangars, the Airport also provides nine shade structures. Seven of the shade structures are leased to Lufthansa and can accommodate 39 aircraft. According to the 2015 Faithful + Gould Facility Condition Assessment, the cumulative size of these shades is 86,400 square feet. They are located next to the Lufthansa training facilities on the flight school apron on the northeast portion of the airfield. The remaining two shade structures are maintained by the City of Phoenix and can accommodate 22 aircraft. These are located adjacent to the air traffic control tower on the north hangar apron. The cumulative size of the City shades is estimated to be 35,400 square feet. All shade structures are steel-framed with a metal roof and appear to be in good overall condition.
Table 2-15 Summary of All Aircraft Hangars and Shade Structures CONVENTIONAL SHADE T-HANGARS TOTAL HANGARS STRUCTURE
Buildings/Structures 5 12 9 26
Total Number of Units 11 147 61 219
Total Square Feet (approx.) 459,744 180,000 121,800 761,544 Source: Draft Facility Condition Assessment, Faithful + Gould, 2015; City of Phoenix Aviation Department, 2016; Armstrong Consultants, 2016
2.5.2 Heliport
The Airport also has one general aviation, public use heliport located on the existing aircraft apron between AerSale’s Hangar 18 and the Lux Air Jet Centers facility designated as Helipad H1. The heliport was constructed in 2010 to serve the based and transient helicopters routinely utilizing the airfield. The heliport’s touchdown and lift-off area (TLOF) is 40-foot square, and the final approach and take-off area (FATO) is 64-foot square: the total area is constructed of concrete. The heliport has TLOF and FATO perimeter markings, as well as a standard heliport identification marking (H). Flush- mounted, medium intensity FATO perimeter lighting is also present to allow for nighttime operations. The heliport is designated for visual flight rules (VFR) operations only. VFR approach and departure
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paths are generally from south to north according to the air traffic control tower personnel. No other navigational aids are currently provided.
The design helicopter is a single or composite helicopter that reflects the maximum weight, overall length, rotor diameter, and other specifications of all helicopters expected to operate at the heliport. Based on the TLOF and FATO dimensions of H1, various types of helicopters with a rotor diameter of 40 feet or less, and overall length of 42.5 feet or less may use the heliport. Some examples of common helicopters that meet these criteria include the Bell 407, Eurocopter AS-350, AS-355, and EC-120, Robinson R44, and the Sikorsky S330/333 and S-434, just to name a few. Based on the existing dimensions of the heliport, a minimum safety area of 20 feet (which surrounds the FATO on all sides) is required for H1 according to AC 150/5390-2C, Heliport Design. Figure 2-10 illustrates the basic features of a GA heliport.
Source: AC 150/5390-2C Heliport Design, April 24, 2012 Figure 2-10 GA Heliport Design Features
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2.5.3 Summary of Non-Standard Airside Conditions
During the on-site data gathering visit some non-standard conditions were noted in both the movement and non-movement areas on the Airport. Movement areas are all parts of the airport that are controlled by air traffic control including the runway, taxiways, and the heliport. The non- movement area is any area where aircraft are not under the direct control of air traffic control and are responsible for their own separation non-movement areas include aircraft parking aprons and taxilanes. A summary of the areas that do not meet the current design standards are depicted in Table 2-16 and Table 2-17 and summarizes the observed non-standard conditions that are classified as being located in either a movement, or non-movement areas. To comply with FAA design standards addressing the non-standard conditions in the movement and non-movement areas of the Airport is recommended. The non-standard conditions will be further examined in the alternative development chapter.
As previously mentioned, Figure 2-6 depicts the Airplane Design Group (ADG) limits related to the movement and non-movement areas. For comparison purposes, the ADG C-III (existing) and D-IV (recommended) are both depicted in Table 2-16. It is important to note that the separation standard between the runway centerline to aircraft parking area is the same for both ADGs.
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Table 2-16 Summary of Non-Standard Conditions - Movement Areas RUNWAY 3-21 AIRPLANE DESIGN DESIGN STANDARD NOT MET COMMENTS GROUP (ADG) Terminal Apron aircraft parking area boundary to Runway 3- Runway centerline to aircraft parking area AAC/ADG: D-IV 21 centerline distance is approximately 440 feet. The apron requires 500 feet separation boundary should be marked to meet separation standards. Terminal Apron aircraft parking area boundary to Runway 3- Runway centerline to aircraft parking area AAC/ADG: C-III 21 centerline distance is approximately 440 feet. The apron requires 500 feet separation boundary should be marked to meet separation standards.
HELIPAD H1
HELPPORT DESIGN STANDARD NOT MET COMMENTS H1 FATO center to Runway 3-21 centerline distance is FATO Center to Runway Centerline for VFR approximately 580 feet. Helipad H1 does not meet FATO General Aviation operations: Heavy Airplane over 300,000 center to runway centerline separation standards when lbs. requires 700 feet separation airplanes over 300,000 pounds are operating on Runway 3- 21. H1 FATO to adjacent taxilane centerline stripe distance is approximately 35 feet. ADG-II aircraft operating on the General Aviation FATO Object Penetration adjacent taxilane could penetrate the H1 FATO1. The taxilane centerline stripe should be moved to meet standards. H1 Safety Area to adjacent taxilane centerline stripe distance is approximately 15 feet. ADG-II aircraft operating on General Aviation Safety Area Penetration taxilane adjacent to H1 would penetrate the H1 Safety Area1. The taxilane centerline stripe should be moved to meet standards. TAXIWAY A AND CONNECTORS AIRPLANE DESIGN GROUP (ADG) DESIGN STANDARD NOT MET COMMENTS TAXIWAY DESIGN GROUP (TDG) The Terminal Apron aircraft parking area boundary is not Taxiway centerline to fixed or movable marked to provide 129.5 feet of separation from Taxiway A. ADG-IV object requires 129.5 feet separation The Terminal Apron boundary should be marked to meet standards.
Taxiway A shoulders are not present in multiple areas. Shoulders should be constructed to meet standards.
Taxiway shoulder widths are required Taxiway Connectors A2 and A3 shoulders are not present. to be 30 feet wide Shoulders should be constructed to meet standards.
TDG 5 Taxiway Connectors A4, A5, A6, A7, and A8 shoulder width is 25 feet. Shoulders should be widened to meet standards. Taxiway Connectors A2, A3, and A8 provide direct access to Runway 3-21 from aircraft parking aprons without requiring Indirect runway access from an apron a turn to taxiing aircraft. Access from aircraft parking aprons to Taxiway A should be relocated to provide indirect access requiring a turn to Runway 3-21. 1To comply with heliport FATO and Safety Area standards, the taxilane adjacent Helipad H1 is closed when the helipad is in use. Sources: FAA AC 150/5300-13A, Change 1, Airport Design, 2016; FAA AC 150/5390-2C, Heliport Design, 2016
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Table 2-17 Summary of Non-Standard Conditions - Non-Movement Areas FLIGHT SCHOOL APRON AIRPLANE DEISGN DESIGN STANDARD NOT MET COMMENTS GROUP (ADG) All of the shade structures, three utility poles, all aircraft tie-downs, Taxilane centerline to fixed or ADG-I chain link fence, and the Lufthansa USA building do not meet movable object is 39.5 feet taxilane separation standards.
TERMINAL AND LUX AIR APRON AIRPLANE DEISGN DESIGN STANDARD NOT MET COMMENTS GROUP (ADG) The westerly taxilane centerline strip (closet to the runway) is Taxilane centerline to fixed or ADG-II approximately 35 feet from the aircraft tie-down positions. movable object is 57.5 feet The Taxilane centerline stripe should be moved to meet standards. AERSALE APRON AIRPLANE DESIGN DESIGN STANDARD NOT MET COMMENTS GROUP (ADG) Taxilane centerline to fixed or When aircraft are parked along the fence line the Taxilane centerline ADG-IV movable object is 112.5 feet separation standard is not met1. NORTH HANGAR APRON AIRPLANE DESIGN DESIGN STANDARD NOT MET COMMENTS GROUP (ADG) The taxilane leading to Taxiway A and A3 connector from the Aircraft Maintenance Facility apron does not meet standards. The Taxilane centerline stripe is approximately 27 feet from the ATCT vehicle Taxilane centerline to fixed or parking and should be moved to meet standards ADG-I movable object is 39.5 feet Taxilane centerline stripe is approximately 30 feet from the Wash Rack and does not meet standards. The centerline stripe should be removed to meet standards.
1Taxilane standards are applicable when aircraft are operating under their own power Sources: FAA AC 150/5300-13A, Change 1, Airport Design, 2016
2.5.4 Landside Facilities
The definition of landside is that portion of the airport that provides the facilities necessary for the processing of passengers, cargo, freight, and ground transportation; landside facilities include terminal buildings, parking areas, entrance roadways, and other buildings that may not necessarily conduct aviation related activities (non-aeronautical). The inventory of landside facilities provides the basis for the airfield demand/capacity analysis and the determination of any facility change requirements that might be identified.
2.5.4-1 Terminal Building
The existing terminal building is approximately 5,500 square-feet and is located on the northeast area of the airport where Goodyear Parkway terminates. The terminal building was constructed in
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2001 and consists of a lobby, restrooms, conference rooms, pilot shop, and multiple offices for City of Phoenix personnel. The terminal building is in overall good condition. A paved vehicle parking lot is available in front of the terminal building adjacent to Goodyear Parkway. It is asphalt with approximately 54 total parking spaces available, including 20 covered spaces for City of Phoenix personnel. The pavement is in fair condition. 2.5.4-2 Fixed Based Operator
A fixed-base operator (FBO) is usually a private or commercial enterprise that leases land from the airport sponsor on which to provide services to based and transient aircraft. The extent of the services provided varies from airport to airport. These services frequently include aircraft fueling, minor maintenance and repair, aircraft rental and/or charter services, flight instruction, pilot lounge and flight planning facilities, and aircraft tie-down and/or hangar storage. Lux Air Jet Centers is the FBO at the Airport and is located adjacent to the terminal building. After several years of leasing space within the terminal building, as of December 2016, the FBO occupies a brand new 66,000 square-foot facility which includes three large conventional hangar spaces. A paved vehicle parking lot is provided at the north end of the facility, which serves as the main public entrance; 37 spaces are provided. Lux Air employs approximately 11 full-time personnel and provides the following services: Aviation fuel (available 24/7) Hangar storage Tie-down/ramp access Passenger terminal and lounge area Full concierge service Rental and courtesy car arrangements Taxi/limousine transportation Catering arrangements
2.5.4-3 Flight Schools
Three flight schools are currently based at the Airport; the two largest include Lufthansa Aviation Training USA, Inc. (formerly Airline Training Center Arizona (ATCA)) and CTC Aviation (a subsidiary of L-3 Communications). Lufthansa Aviation Training USA (Lufthansa) trains pilots for commercial air carriers such as Lufthansa, KLM, ANA, and the German Air Force (Luftwaffe). They have been operating at GYR since 1970. According to Lufthansa operations management, they trained 220 students in 2016. CTC Aviation has been operating at GYR since 2014; they also train pilots for various commercial airline clients in Europe and other parts of the world. According to CTC, they trained 108 students in 2016. Their students train alongside Lufthansa students as part of a Training Alliance between the two companies according to CTC’s webpage. The Lufthansa operation is quite extensive, and thus the entire northeast portion of the airfield is designated as their campus. As such, Lufthansa owns and operates several buildings. The campus includes the flight operations/administration/cafeteria building, two aircraft maintenance hangars,
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seven covered aircraft shade structures and apron area (described in previous sections), three dormitories, the German Air Force offices and dormitory, flight simulator building/classrooms, storage building, and two separate sports/recreation facilities which include tennis, a basketball, and volleyball courts, grill area, and two swimming pools. According to the 2015 Faithful + Gould Facility Condition Assessment, all of the Lufthansa buildings mentioned above are considered in good condition. Designated paved vehicle parking areas are located in front of or adjacent to the majority of the campus buildings, and are also in good condition. A total of approximately 220 vehicle parking spaces are associated with the campus. Figure 2-11 illustrates the Lufthansa campus buildings and their locations on the Airport. A third flight school, FLY Goodyear, caters to the general public wishing to learn to fly. The flight school trains in four Cessna 172-S models, as well as provides the following services: aircraft checkouts, aircraft rentals, flight reviews, and instrument proficiency checks. FLY has been located at the Airport since 2013 and operates out of the terminal building. 2.5.4-4 Other Tenants
Besides Lux Air Jet Centers, Lufthansa Aviation Training USA, and CTC Aviation, the airport has several other tenants. Most notably is the Maintenance, Repair, and Overhaul (MRO) facility of AerSale (formerly AeroTurbine). The company is a FAA Class IV repair station offering narrow and wide body maintenance, avionics installations, interior modifications, cargo conversions, aircraft painting, aircraft dismantlement, and aircraft storage services. According to their website, the facility offers hangars, shops, and offices and over 34 acres of available aircraft storage parking for up to 150 large commercial aircraft. Aircraft routinely serviced and stored at the airport include Airbus A319, A320, A321, Boeing 757, 767, and 777, and various Canadair and Embraer Regional Jets (CRJ/ERJ). The acquisition of AeroTurbine by AerSale was completed in January 2017; prior to the acquisition, AeroTurbine had been operating at the Airport since the year 2000. AerSale occupies two large buildings/hangars located just south of the terminal and Lux Air buildings. The building adjacent to the aircraft apron is referred to as Hangar 18; Aer Sale leases this building from the City. The facility was originally constructed in 1944 and renovated in 1990. The majority of the space is open hangar space with some mezzanine offices; these offices are currently leased to Galaxy International. The overall condition of the building was noted as fair to good. According to the 2015 Faithful + Gould Facility Condition Assessment report, the building is just over 124,000 square feet. The second large building (Hangar 52) is estimated to be approximately 240,000 square feet (this building was not included in the Faithful + Gould report). The overall condition of the building was also noted as fair to good. AerSale has a ground lease agreement with the City for this building, as such the City is not responsible for its maintenance and upkeep. Two vehicle parking lots are associated with the AerSale facility. The first is approximately 21,000 square-yards and paved in asphalt; it has approximately 315 vehicle parking spaces. This lot is in fair condition and can be accessed from Goodyear Parkway, Boeing Boulevard, or Corsair Circle. The second lot is located behind a fence with an access control gate, adjacent to the Hangar 18 facility. Access here is gained from either Corsair Circle or East Ave. The lot is paved, in good condition, and has approximately 68 parking spaces.
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The remaining on-airport tenants include Lockheed Martin Flight Services, Galaxy International, and America’s Best Crash Courses. Lockheed performs engineering flight testing for a myriad of aircraft platforms, and Galaxy International specializes in aircraft avionics and accessory repair and overhaul services. Lockheed leases approximately 16,000 square feet of Hangar 106 from Lufthansa for its operations, and Galaxy also leases a small portion of Hangar 18 from AerSale for their operations. These tenants use the designated AerSale or Lufthansa vehicle parking lot/spaces. America’s Best Crash Courses offers civilian and military preparation courses for FAA Airframe and Powerplant (A&P) licenses and other written exams. They are located in the terminal building.
Airport Master Plan – Phoenix Goodyear Airport 2-54 Lufthansa Aviation Training USA
104 Flight Operation and Admin Building Cafeteria 105 Aircraft Maintenance Hangar 106 Aircraft Maintenance Hangar A-1 Aircraft Ramadas Ramp 107 German Air Force Offices/Dormatories 108 Dormatories 53 Dormatories 54 Dormatories 55 Supplies/Storage 57 FNPT Building/CBT S-1 Sports Facility Area 1 2 Swimming pools Grill Area S-2 Sports Facility Area 2 Tennis Courts Basketball Court Volleyball Court
106 Dedicated Evacuation Area
105
57 54
53 S-1
107 55 104 A-1 S-2 108
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2.5.4-5 Air Traffic Control Tower
The ATCT is owned by the FAA and operated by Serco. Serco has been managing sites under the FAA Control Tower Program since 1994. According to Serco, they are responsible for more than 960,000 miles of airspace and handle more than 6 million aircraft movements a year. Serco provides air traffic control services to support the safety of incoming/outgoing aircraft, improve the efficiency of air traffic, and provide information and support to the pilots. The ATCT at the Airport is staffed daily from 6:00 am to 9:00 pm. The tower itself consists of two floors (400 square feet each floor). The mechanical systems are located on the first floor, the management offices are located on the second floor. The controller cab is also approximately 400 square feet. The tower is approximately 140 feet tall. Entry to the tower is through access controlled gates located around the airport. There are 12 vehicle parking spaces at the base of the tower. The facility is in overall fair condition. As part of the design and safety criteria, there is a critical line-of-sight requirement that must be considered. The line-of-sight requirement is directly related to the ATCT and the ability for the controllers to have an unobstructed view of all existing and future aircraft movement areas. In addition to other setbacks and imaginary surfaces, the ATCT line-of-sight is a critical element when considering the location and height of future airport facilities, as well as the location of future aircraft movement areas. Based on conversations with the air traffic control tower manager, controllers have an un-obstructed line-of-sight to both runway ends, all taxiways, and aircraft parking aprons. It was noted that when larger aircraft (such as a B-747) are parked on the northwest side of the Hangar 18 apron, controllers experience some difficulty with line-of-sight to portions of the aircraft parking apron, according to the air traffic control manager. The Landside Planning Recommendations contained in the 2007 Airport Master Plan included the development of corporate aircraft facilities on the north side of the airport and a centrally located replacement ATCT, access road, and conventional hangars. The north side plans also included the provision for a north side airport terminal services building. The alternative chapter of this master plan will reanalyze the potential of relocating the ATCT along with the other facilities noted. 2.5.4-6 Additional Airport Buildings/Structures
Aside from the buildings mentioned above and in the previous section, several miscellaneous buildings and structures can be found on the Airport. This includes a maintenance building, airfield electrical building, GA wash racks, waste accumulation sites, a deluge water tank and pump house, and the various Goodyear Tire Company extraction/injection/monitoring Superfund site wells. The majority of the facilities are City owned and maintained, with the exception of the wash rack located on the flight school apron and the Superfund site wells. Table 2-18 provides a summary of these facilities.
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Table 2-18 Summary of Miscellaneous Airport Buildings/Structures
BUILDING/STRUCTURE NAME AIRFIELD LOCATION FUNCTION SIZE (SF) CONDITION
Northeast; Adjacent to terminal Workshop, storage, maintenance Maintenance Building 2,5631 Good building vehicle parking lot yard
Northeast; Adjacent to the Airfield lighting controls and Airfield Electrical Building 1,3451 Good north T-hangar apron and ATCT back-up generator Northeast; 1) Located on the southern perimeter of the north T-hangar apron near the 3,4321 Good electrical building; 2) Located GA aircraft exterior wash facility GA Wash Racks on the eastern perimeter of the and air compressor 800 Good flight school apron (used exclusively by Lufthansa Aviation Training USA) Six sites: south hangar apron, north hangar apron (2), Designated collection site for adjacent to Hangar 52, airport Waste Accumulation Sites aircraft oil, tires, and other Varies Good maintenance building, and miscellaneous waste materials south end of flight school apron Goodyear Tire and Rubber Co. Phoenix Goodyear Airport wells used for the extraction, Various landside and airside Superfund Site Wells, Piping, injection, treatment, and - Good locations and Treatment Plants monitoring of the Superfund site ground water plume
Fire suppression system including Northeast; Adjacent to the a 50,000-gallon capacity tank and Pump Deluge Water Tank/Pump AerSale and Lux Air facilities at corresponding pumps; system House: Fair House the intersection of Galaxy Way ties into the AerSale and Lux Air 2,250 and Corsair Circle hangars Note. The Superfund wells and equipment are not owned or maintained by the City of Phoenix. Source: 1 Gross square footage as reported in the Facility Condition Assessment, 2015; Armstrong Consultants, 2016
2.5.4-7 Fueling Facilities
The City of Phoenix and Lufthansa maintain two separate fuel facilities at Phoenix Goodyear Airport and are summarized in Table 2-19. The two facilities are located directly adjacent to one another along the airport perimeter road, southeast of the north hangar apron. The fueling facility maintained by Lufthansa is comprised of four 20,000-gallon capacity tanks containing 100LL Avgas. The City of Phoenix facility is comprised of three 20,000-gallon capacity above-ground tanks. Two of the tanks are designated to hold Jet A fuel, with the remaining tank designated for 100LL Avgas. Both fuel facilities consist of above ground steel tanks within a containment area. All fuel is dispensed to aircraft through mobile fueling trucks. There are a total of 16 fuel trucks that operate at the airport owned by the City of Phoenix and the Lufthansa; Lux Air Jet Centers manages the fuel dispensing operation on behalf of the City and flight schools. There are 8 fuel trucks that are operated with 100LL Avgas with a total capacity of 7,850 gallons. The remaining 8 fuel trucks are operated with Jet A with a total capacity of 33,800 gallons.
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Table 2-19 Summary of Fuel Storage TOTAL OWNER FUEL TYPE CAPACITY (GALLONS) GALLONS 20,000 Jet A Jet A City of Phoenix 20,000 40,000 100 LL 20,000 100 LL 100,000 20,000 20,000 Lufthansa 100 LL 20,000 20,000 Note. Lux Air Jet Centers managers the fuel dispensing operation on behalf of the City of Phoenix and Lufthansa. Source: City of Phoenix Aviation Department, 2016
2.5.4-8 Aircraft Rescue and Firefighting
There are no airport rescue and firefighting (ARFF) facilities located on the Airport. According to FAA guidance, operators of Part 139 certificated airports must provide ARFF services. Phoenix Goodyear Airport is not a Part 139 certificated airport, therefore ARFF equipment is not required. A local fire station is contacted in the event of an emergency that requires firefighting services at the airport. Goodyear Fire Department, Station No. 1 is located just north of the airport on Yuma Road. 2.5.4-9 Airport Maintenance
An airport maintenance facility is located adjacent to the terminal building and is approximately 2,563 square feet in size. The building contains a workshop, storage area, and a break room. The facility also has a maintenance yard to store equipment and vehicles. A summary of the large airport maintenance equipment is listed in Table 2-20. All equipment is owned and operated by the City of Phoenix Aviation Department.
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Table 2-20 Summary of Large Maintenance Equipment YEAR MAKE MODEL DESCRIPTION 1983 John Deere 850 Tractor 2000 Ford Crown Victoria Passenger Car 2000 GMC C8500 Dump Truck 2001 Power Boss SW9XV Riding Sweeper (Small 2003 Chevrolet Silverado 2500 Pick-up Truck 2004 Freightliner FL70 Water Tanker Truck 2004 Elgin Broom Bear Street Sweeper 2005 GEM E825 Electric Cart 2007 Chevrolet Express Passenger Van 2008 Doosan G30E Forklift 2009 John Deere 3120 Tractor 2014 Ford F250 Pick-up Truck 2015 Ford F250 Pick-up Truck 2015 Quality Custom Trailer with Tank Sprayer 2016 John Deere 5100E Tractor with Mower Source: City of Phoenix Aviation Department, 2016
2.5.4-10 Utilities
Major utilities serving the airport include water, sewer, telephone, natural gas, electricity, and Internet services. The City of Goodyear provides water and sewage services to the airport. CenturyLink provides telephone and internet services. Natural gas service is provided by Southwest Gas Corporation. Electric service is provided by Arizona Public Service Corporation. 2.5.4-11 Fencing and Security
The primary purpose of airport fencing is to restrict inadvertent entry to the airport by unauthorized people and wildlife. The Airport has five-foot high, chain-link fence with a mix of three and five strands of barbed wire around the entire perimeter of the airfield. Four automatic gates are installed throughout the perimeter fencing to allow vehicle access to the airfield for authorized persons. The automatic gates are equipped with an electric chain drive operator and gate access controls. In addition, eight manually operated access gates are located throughout the Airport as well as several gates with access control systems. 2.6 Area Airspace and Traffic Control
2.6.1 Airspace Classification
The National Airspace System consists of various classifications of airspace that are regulated by the FAA. Airspace is either controlled or uncontrolled. Pilots flying in controlled airspace are subject to Air Traffic Control (ATC) and must follow either Visual Flight Rules (VFR) or Instrument Flight Rules (IFR) requirements. These requirements include combinations of operating rules, aircraft
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equipment and pilot certification, and vary depending on the Class of airspace. A graphical representation of the different airspace classes and their general definitions are shown in Figure 2-12.
The airspace classification above the Airport varies depending on whether or not the ATCT is open and in operation. The standard ATCT operational hours at the Airport are from 6:00 am to 9:00 pm local time. When the ATCT is operational, the airspace above Phoenix Goodyear Airport is classified as Class D airspace. Class D airspace is cylindrical, with a radius extending outward approximately 3 nautical miles, and with a height extending from the surface up to, but not including 3,000 feet Mean Sea Level (MSL). The Airport’s Class D airspace abuts the Class D airspace of Luke Air Force Base (AFB). Aircraft departing to the north of the Airport must remain clear of Luke AFB’s airspace until they have reached an altitude of 3,600 feet MSL. It is recommended that VFR aircraft transitioning over Luke AFB contact Luke AFB Radar Approach Control for traffic advisories, as the simulated flameout pattern overlies Luke AFB’s Class D airspace up to 10,000 feet MSL. In Class D airspace, aircraft must have two-way communication with ATC prior to entering, and maintain communication throughout operations within the boundaries of the airspace. When the ATCT is not operational, the airspace above the Airport reverts to Class E airspace extending from 700 feet AGL up to, but not including the floor of the Phoenix Class B airspace. Only aircraft operating under IFR are required to be in contact with ATC when operating in Class E airspace. Class G airspace exists below the floor of the Class E transition airspace and is uncontrolled. The radio frequencies utilized by aircraft operating within the Airport’s airspace to communicate to ATC and other air traffic are listed below:
Unicom: 122.95 MHz CTAF: 120.1 MHz GYR Tower: 120.1 MHz GYR Ground: 121.7 MHz.
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Source: Federal Aviation Administration FAA-H-8083-15B, Instrument Figure 2-12 Airspace Classifications Flying Handbook, Airspace Classification, August 19, 2016
The Phoenix Class B airspace, as depicted in Figure 2-13, is multi-tiered with three separate bottom elevations over the Airport’s class D airspace. The bottom elevations over the Airport’s Class D airspace are 4,000 feet MSL, 5,000 feet MSL, and 6,000 feet MSL with each portion extending up to and including 9,000 feet MSL. This is also depicted in Figure 2-13.
The Phoenix Terminal Radar Approach Control (TRACON) provides air traffic control services beyond the Airport’s class D airspace within the Phoenix Terminal Area. Located at the Phoenix Sky
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Harbor International Airport, the Phoenix TRACON provides air traffic services up to 21,000 feet MSL within a 41-nautical mile radius of Phoenix Sky Harbor International Airport, not including Luke Air Force Base’s airspace. When the Prescott ATCT is open the Phoenix TRACON also controls the airspace to the north of Phoenix, as well as the airspace approximately 15 to 20-nautical miles northwest of Prescott. Air Route Traffic Control Centers (ARTCC) provide air traffic control services to aircraft operating outside of terminal areas. The Albuquerque ARTCC controlling airspace encompasses a portion of the southwestern United States. It extends from Arizona to western Texas, and includes parts of Oklahoma and Colorado. The Luke Radar Approach Control (RAPCON) provides air traffic control services within the Luke Air Force Base class D airspace as well as controlling the Luke (Special Air Traffic Rule) SATR Areas in the vicinity. Aircraft operating in and out of the Airport must be in contact with Luke RAPCON prior to entering the Luke class D airspace or any of the Luke SATRs.
2.6.2 Special Use Airspace
Special use airspace is defined as airspace wherein activities must be confined because of their nature, or wherein limitations are imposed on aircraft operations that are not a part of those activities, or both. An illustration of the airspace surrounding the Airport can be seen on Figure 2-13.
Military Operations Areas
Military Operations Areas (MOAs) are depicted with purple-hatched lines. The nearest MOA to GYR is the Gladden 1 MOA to the northwest. This MOA is located approximately 45 statute miles northwest of the Airport and has minimal effect on air traffic around the Airport.
Military Training Routes
Military Training Routes (MTRs) are mutually developed for use by the military to conduct low- altitude, high-speed training. Increased vigilance is recommended for pilots operating in the vicinity of these training routes. The nearest MTR to the Airport is VR242 located approximately 20 statute miles southwest of the Airport. The MTRs do not have a significant impact on civilian aircraft within the airspace in close proximity of the Airport, however there is a designated path to and from Luke Air Force Base and the MTR to the west and south of the Airport that civilian operators need to be aware of.
Wilderness Areas
Wilderness Areas are also located in the vicinity of the Airport. This type of airspace surrounds many national parks, wildlife refuges, and other noise sensitive areas. Pilots are requested to avoid flight below 2,000 feet AGL in these areas. The nearest Wilderness Area is located approximately one statute mile south of the Airport. Multiple Bald Eagle Breeding Areas are also located throughout the Phoenix Metropolitan area and are also designated as Wilderness Areas.
Alert Areas
Alert Areas inform non-participating pilots of areas that may contain a high volume of pilot training or unusual aerial activity. Alert Area A-231, located approximately 4 statute miles to the north of the
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Airport, is the nearest Alert Area to the Airport which contains concentrated student jet transition training primarily associated with Luke AFB. VFR Flyways are also designated above the Airport’s class D airspace. Flyways depict flight paths and altitudes recommended for use to by-pass areas heavily traversed by large turbine-powered aircraft. A VFR Flyway exists above the eastern portion of the Airport’s class D airspace and recommends that air traffic operate at an altitude of 3,500 feet MSL or below. The VFR Flyway exiting above the southern portion of the Airport’s class D airspace recommends aircraft operate at an altitude of 4,500 feet MSL. Aircraft operating within the Airport’s airspace and in close proximity should be aware of the VFR Flyways.
Special Airport Traffic Areas
Multiple Special Air Traffic Rule (SATR) areas associated with Luke Air Force Base are in close proximity of the Airport. The purpose of the SATRs within the Luke Terminal Area are to reduce the potential for midair collisions between military and civilian aircraft operating under VFR in the vicinity of Luke Air Force Base. The areas are classified as Luke SATR North Area, and Luke SATR South Area and are depicted with angled blue hatch markings. The Luke SATR North Area exists to the north and northwest of Luke Air Force Base. The airspace ranges from a ceiling of 6,000 feet MSL, 4,000 feet MSL, and up to but not including 4,000 feet MSL with a floor ranging from 3,000 feet MSL and the surface. The Luke SATR South Area is directly adjacent the Phoenix Goodyear class D airspace. The Luke SATR South Area airspace has two different top elevations of up to and not including 4,000 feet MSL and up to and not including 7,000 feet MSL with bottom elevations of 2,100 feet MSL and 3,000 feet MSL respectively. Aircraft are required to establish two-way communication with Luke RAPCON prior to entering the SATRs and maintain communication while operating in the area. The SATRs are active during official daylight hours Monday through Friday while Luke pilot training is underway.
Restricted Areas
Restricted Area is airspace within which the operation of aircraft is subject to restriction. Restricted Areas are established to separate activities considered to be hazardous to other aircraft, such as artillery firing or aerial gunnery. There are no Restricted Areas located near Phoenix Goodyear Airport. R-2305 is the closest Restricted Area and is located approximately 45 statute miles south of the Airport.
Temporary Flight Restrictions
A Temporary Flight Restriction (TFR) is a defined section of airspace that is restricted to air travel for a given period of time. TFRs are typically implemented due to a hazardous condition, or as a security measure. In the past TFRs have been implemented over the University of Phoenix Stadium to the northeast of the Airport affecting the flight paths of aircraft operating in and out of surrounding airports, including Phoenix Goodyear Airport.
2.6.3 Voluntary Noise Abatement Procedures
The Airport has voluntary noise abatement procedures advising aircraft operating at the Airport to avoid low level flight over noise sensitive areas. The Airport’s Noise Friendly Flight Practices, detailed in the Goodyear Airport Pilot Guide, include: Avoiding low level flight activity over residential areas,
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requesting a left or right turn prior to crossing Yuma Road when departing on Runway 3, and helicopters that should avoid residential areas, low-altitude flights, and long-hover times.
2.6.4 Instrument Procedures
The RNAV (GPS) Runway 3 is currently the only existing published Instrument Approach Procedure (IAP) into Phoenix Goodyear Airport. The RNAV (GPS) Runway 3 IAP is considered non-precision and has multiple visibility minima and decision height altitudes which are determined by the aircraft approach category and the specific type of approach being conducted. The RNAV (GPS) Runway 3 IAP include the following approaches: Localizer Performance (LP), Lateral Navigation (LNAV), and Circling approaches. The IAP minima are listed below in Table 2-21.
Phoenix Goodyear Airport also has 11 published instrument departure procedures which provide standardized instrument navigation instructions to aircraft departing the Airport. Each instrument departure procedure presides over both runway ends.
Table 2-21 RNAV (GPS) Runway 3 Minimums
MINIMUM DESCENT ALTITUDE (FEET) - MINIMUM VISIBILITY (STATUTE MILES)
Category A B C D LPV 1,340 - 1 1,340 - 1.125 LNAV 1,580 - 1 1,580 - 1.75 Circling 1,580 - 1 1,800 - 2.5 1,920 - 3 Source: FAA, Phoenix Goodyear Airport (GYR) RNAV (GPS) RWY 3 Instrument Approach Procedure Plate, December 2016
2.6.5 Visual Flight Procedures
The majority of aircraft operating at Phoenix Goodyear Airport are conducted under Visual Flight Rules (VFR). Unlike aircraft operating under Instrument Flight Rules (IFR), where Air Traffic Control is responsible for separation from other aircraft and obstacles, aircraft operating under VFR are responsible for maintaining separation from other aircraft and obstacles themselves. Flight training and based aircraft provide a large quantity of VFR traffic at the Airport.
2.6.5 Regional Airports
Public-use airports within the vicinity of Phoenix Goodyear Airport (GYR) have been surveyed to identify and distinguish the type of air service provided in the surrounding area. These airports present significant influences to the Airport either by their location within the immediate airport area, or by offering similar or competitive services within the immediate Phoenix Goodyear Airport market region.
Glendale Municipal Airport
Located approximately seven miles northeast of GYR, the Glendale Municipal Airport is owned and operated by the City of Glendale. A single runway is available for use. Runway 1-19 is 7,150 feet long and 100 feet wide. The ATCT at Glendale Municipal Airport is operated from 6:00 a.m. to 8:30 p.m., Monday through Friday, and 7:00 a.m. to 7:00 p.m. on the weekends. There is one published GPS
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instrument approach into Glendale Municipal Airport. There are approximately 286 based aircraft at Glendale as of January 2017. A full range of general aviation services are also available. There is one FBO located at Glendale Municipal Airport providing service to aircraft. The Glendale Municipal Airport is a popular destination for private and corporate aircraft when major sporting events and other attractions are present in the area.
Luke Air Force Base
Luke AFB is located approximately seven miles north of GYR. Luke is a military base with two runways. The largest runway has a length of 10,012 feet and a width of 150 feet. There is an operating ATCT at the air base. Luke AFB serves as a primary training base for F-16s and other new generation fighter aircraft such as the F-35, for the U.S. Air Force. While not a competitor for general aviation, Luke Air Force Base does have an impact on the operational airspace around the Goodyear area.
Phoenix Deer Valley Airport
Deer Valley is located approximately 22 miles northeast of GYR. Phoenix Deer Valley Airport is owned and operated by the City of Phoenix. It has parallel runways, the longest of which is 8,196 feet long and 100 feet wide. The Phoenix Deer Valley Airport ATCT is operated from 6:00 a.m. to 12:00 p.m. daily. There are approximately 940 based aircraft at Phoenix Deer Valley Airport as of January 2017. The full range of general aviation services are provided at Phoenix Deer Valley Airport. One FBO, Cutter Aviation, operates at Phoenix Deer Valley Airport. The Phoenix Deer Valley Airport is home to a significant percentage of the regions GA based aircraft population, and a popular destination for transient GA and corporate aircraft.
Phoenix Sky Harbor International Airport
Sky Harbor Airport is located approximately 20 miles east of GYR, and is also owned and operated by the City of Phoenix. Phoenix Sky Harbor International Airport has three parallel runways, and a total of 17 published instrument approach procedures. The longest runway is 11,489 feet long and 150 feet wide. The Phoenix Sky Harbor International Airport ATCT operates 24 hours each day. FAA records indicate that there are only 68 based aircraft on the field as of January 2017, but Phoenix Sky Harbor International represents the largest commercial air service and air cargo facility in the State of Arizona with over 1,200 operations daily. Two FBOs located on the airport provide a full range of general aviation services.
Buckeye Municipal Airport
Buckeye Municipal Airport is located 18 miles west of GYR. Runway 17-35 is 5,500 feet long and 75 feet wide. There are approximately 70 based aircraft as of January 2017, and 50,000 annual operations. General aviation services provided at Buckeye include: aircraft maintenance, fuel, and transient aircraft parking. The Buckeye Municipal Airport market is primarily comprised of small single and twin engine aircraft. Local airport communications are provided via UNICOM radio.
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Scottsdale Airport
Scottsdale Airport is a general aviation reliever airport located approximately 30 miles northeast of GYR. Scottsdale Airport specializes in “high end” jet and corporate air traffic. The Airport is owned and operated by the City of Scottsdale, and operates a single runway – Runway 3 - 21, with dimensions of 8,249 feet in length by 100 feet in width. The Scottsdale Airport ATCT is operated from 6:00 a.m. to 9:00 p.m. daily. Several RNAV, GPS, and VOR instrument approaches are available for airport arrivals and departures. There are approximately 320 based aircraft at Scottsdale Airport as of January 2017, and a full range of general aviation services are provided by the various operators on the field. There are two FBOs that operate at Scottsdale Airport. The Scottsdale Airport is a major destination for corporate aircraft operators doing business in the Phoenix region.
Falcon Field Airport
The Falcon Field Airport is located approximately 37 miles east of GYR. Falcon Field Airport is owned and operated by the City of Mesa, and has parallel runways, the longest runway of which (Runway 4R– 22L) is 5,101 feet long and 100 feet wide. The Falcon Field ATCT is operated from 6:00 a.m. to 9:00 p.m. daily. There are approximately 646 based aircraft at the Falcon Field Airport as of January 2017, and a full range of general aviation services are provided by the various vendors on the field. There are two FBOs located at Falcon Field. The Falcon Field Airport hosts a large segment of the greater Phoenix Metropolitan Area’s GA based aircraft population, and a popular destination for both transient GA and corporate aircraft. The airport is also home to a Boeing military helicopter facility, and supports substantial helicopter activity.
Phoenix-Mesa Gateway Airport
Phoenix-Mesa Gateway Airport is located approximately 40 miles southeast of GYR. Mesa-Gateway Airport is owned and operated by the Phoenix Mesa Gateway Airport Authority, and has three parallel runways. The longest runway (Runway 12R–30L) is 10,401 feet long and 150 feet wide, allowing the operation of heavy air carrier aircraft. The Phoenix-Mesa Gateway Airport ATCT is operated from 5:00 a.m. to 12:00 p.m. daily. There are approximately 109 based aircraft at the Airport as of January 2017, and a full range of general aviation services are provided by the various vendors on the field. There is a single FBO located at Phoenix-Mesa Gateway Airport. The Phoenix-Mesa Gateway Airport hosts scheduled commercial service by Allegiant Airlines, and is also a reliever airport for Phoenix Sky Harbor International Airport, as well as being a popular destination for both transient GA and corporate aircraft.
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Chapter Two Inventory of Existing Conditions
2.7 Vehicle Access and Circulation
2.7.1 Regional Access
As previously mentioned, the Airport is located in the West Valley. From Interstate 10 (I-10), one will exit onto Litchfield Road and travel south for approximately two miles to the Airport’s entrance. Likewise, the Airport may also be accessed from Maricopa County Route 85 or Lower Buckeye Road from the south. The Airport’s only entrance is located at the intersection of Litchfield Road and Goodyear Parkway, and is identified with a large monument sign. The name of the airport appears on both sides of the monument in large brass lettering on a cement base; it is also lit on both sides by electric landscape lighting.
A public bus stop is located at the southwest corner of Goodyear Parkway and Litchfield Road with a designated bus stop lane, shade structure, and bench. However, this route is not active at this time. The closest public bus stop is located at Litchfield and Yuma Roads, approximately half a mile north of the Airport entrance.
2.7.2 Public Access Roadways
Currently, Goodyear Parkway is the only public entrance into the Airport. From the intersection at Litchfield Road, the roadway veers west and terminates at the entrance to the secured air operations area (AOA) near the terminal building and vehicle parking lot. To the north of Goodyear Parkway are several other ancillary roadways used to access the Lufthansa campus; to the south, other roadways are used to access the AerSale facility. These roadways are used by Lufthansa, AerSale, and airport personnel, and are not meant for use by the general public. See Figure 2-14 for a summary of the access roadways located at the Airport.
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Road
(Good
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Two Overhead Concrete Concrete Multiple Speed Lockheed sides) Speed Concrete Two (Fair Two Condition) Concrete Overhead Concrete Speed West D Corsair Goodyear Source: Armstrong Consultants, Inc., 2016
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2.7.3 Internal Airfield Circulation
Users of the airport, tenants, and ATCT and City personnel all must safely navigate the secured air operations area (AOA) of the Airport for various reasons and tasks. Access to the secured airfield areas are granted through either Gate 1, located at the end of Goodyear Parkway in between the terminal and Lux Air buildings, or through Gate 2, located a quarter-of-a-mile west from the main airport entrance just prior to the intersection of Goodyear Parkway and Boeing Way near the AerSale facility.
Entering through Gate 1, airport users will immediately be located on the terminal apron area. Most access through this gate is from City and FBO staff, contractors, or transient customers that may be visiting the airport. The majority of traffic through Gate 2 is from tenants who have based aircraft stored in the north or south T-hangars, ATCT personnel, and AerSale staff and affiliates. The gates themselves are described in more detail in Section 2.5.4-11.
Vehicles needing access to the terminal apron area, Lufthansa apron area, or AerSale apron area must use the aircraft apron as a designated roadway. The condition of these aprons was previously discussed in Section 2.5.1-8. Besides the apron’s condition, it should be noted that the speed limit on the apron is 15 miles per hour (mph), and aircraft have the right-of-way at all times. The remainder of the airfield, including the fuel farm, T-hangar aprons, AerSale shop areas, the ATCT, Superfund wells, and the northwest aircraft storage area, can all be accessed via the airport’s perimeter road. When entering through Gate 2, one immediately comes in contact with the perimeter road. The road is paved, composed of asphalt, striped, and has speed limit signage at various locations along the road; the speed limit on this road is 25 mph. To access the north T-hangar apron, one would turn onto Dana’s Way; this connector roadway is also paved and striped. This portion of the perimeter road from Gate 2 and the Dana’s Way intersection, including Dana’s Way to the T-hangar apron, is in fair condition. Numerous crack seal was observed on this portion of the road during the on-site inventory. Heading southwest from Dana’s Way, the perimeter road is in very good condition and was recently treated with an asphalt overlay. It remains this way all the way through the junction to the south T-hangar apron. After this junction, the road remains paved, but has not been treated with a new asphalt overlay. The road continues in a southwest-west direction and eventually arrives near the aircraft storage area. From this area, the road can be used to arrive at the northeast area of the airport near the Runway 21 threshold and the Lufthansa apron area. Overall, except where noted, the airport perimeter road is in overall good condition.
2.8 Environmental Inventory
In the airport master planning process, it is required to identify potential key environmental impacts of the various airport development alternatives so that those alternatives can avoid or minimize impacts on sensitive resources. The evaluation of potential environmental impacts should only be done to the level necessary to evaluate and compare how each alternative would involve sensitive environmental resources. The data compiled in this section will be used in evaluating proposed airport development alternatives and to identify any required environmental permits for the recommended projects.
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2.8.1 Air Quality
The U.S. Environmental Protection Agency (EPA) has established National Ambient Air Quality Standards (NAAQS) based on health risks for six pollutants: carbon monoxide, nitrogen dioxide, sulfur dioxide, lead, ozone, and two sizes of particulate matter (PM) measuring 10 micrometers or less in diameter and PM measuring 2.5 micrometers in diameters.
According to the EPA, an area with ambient air concentrations exceeding the NAAQS for a criteria pollutant is said to be a nonattainment area for the pollutant’s NAAQS, while an area where ambient concentrations are below the NAAQS is considered an attainment area. The EPA requires areas designated as nonattainment to demonstrate how they will attain the NAAQS by an established deadline. To accomplish this, states prepare State Implementation Plans (SIPs) which are typically a comprehensive set of reduction strategies and emissions budgets designed to bring the area into attainment.
According to NAAQS, the Airport is located in a nonattainment area for Particulate Matter (PM10) and Ozone (O3) 8-hour. The Airport is designated as a maintenance area for Carbon Monoxide (CO) and O3 1-hour. Likewise, according to the Arizona Department of Environmental Quality (ADEQ), Maricopa Association of Governments (MAG) 2013 Carbon Monoxide Maintenance Plan, based on the 2008 Maricopa County CO Emissions Inventory, the Airport is located in a CO Maintenance area. Both construction phase and operational phase ground air quality conformity analyses will be reviewed using development target years.
2.8.2 Biological Resources
Consideration of biotic communities and endangered and threatened species is required for all proposals under the Endangered Species Act as Amended. Section 7 of the Endangered Species Act as Amended requires each Federal agency to ensure that any action the agency carries out "is not likely to jeopardize the continued existence of any endangered species or threatened species or result in the destruction or adverse modification of habitat" of critical species.
The Airport is located in the Sonoran Desert which is home to a wide variety of wildlife. The desert has the most diversely populated vegetative growth of any desert in the world. The Sonoran Desert is home to numerous threatened and endangered plant and animal species. All of the federally listed threatened and endangered species within Maricopa County are shown in Table 2-22. Maricopa County encompasses a large area, and therefore all of the threatened, endangered, and candidate species listed in Table 2-22 are not necessarily found at the Phoenix Goodyear Airport. According to the U.S. Fish and Wildlife Service, there are a total of 19 threatened or endangered species in Maricopa County. Also per the U.S. Fish and Wildlife Service, there are no critical habitats within the airport property boundary.
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Table 2-22 Threatened and Endangered Species in Maricopa County COMMON NAME SCIENTIFIC NAME STATUS BIRDS California Least tern Sterna antillarum browni Endangered Mexican Spotted owl Strix occidentalis lucida Threatened Southwestern Willow flycatcher Empidonax traillii extimus Endangered Yellow-Billed Cuckoo Coccyzus americanus Threatened Yuma Clapper rail Rallus longirostris yumanensis Endangered FISH Colorado pikeminnow Ptychocheilus lucius Experimental Population Desert pupfish Cyprinodon macularius Endangered Gila topminnow Poeciliopsis occidentalis Endangered Razorback sucker Xyrauchen texanus Endangered Roundtail chub Gila robusta Proposed Threatened spikedace Meda fulgida Endangered Woundfin Plagopterus argentissimus Experimental Population FLOWERING PLANTS Acuna Cactus Echinomastus erectocentrus var. acunensis Endangered Arizona Cliffrose Purshia (=cowania) subintegra Endangered Arizona Hedgehog cactus Echinocereus triglochidiatus var.arizonicus Endangered Nichol's Turk's Head cactus Echinocactus horizonthalonius var. nicholii Endangered MAMMALS Lesser Long-Nosed bat Leptonycteris curasoae yerbabuenae Endangered Ocelot Leopardus (=felis) pardalis Endangered Sonoran pronghorn Antilocapra americana sonoriensis Endangered Source: U.S. Fish and Wildlife Service, November 2016
In addition to the U.S. Fish and Wildlife Service sources, the Arizona Game and Fish Department was also referenced. The Airport is located in both the U.S. Geological Survey (USGS) Perryville and Tolleson quadrants, and according to the Arizona Game and Fish Department’s HabiMap tool, data retrieved in November 2016 reveals distributions of the federally registered threatened and endangered species do not occur on the Airport. In addition, based on an Arizona Breeding Bird Atlas query in November 2016, the Yellow-billed Cuckoo (Coccyzus americanus) is listed as breeding code of Probable in the Tolleson quadrant. A sensitive species list generated from the Heritage Data Management System based on known occurrences was queried in November 2016 and reveals the Yellow-billed Cuckoo (Coccyzus americanus), Southwestern Willow flycatcher (Empidonax traillii extimus) and the Yuma Clapper rail (Rallus longirostris yumanensis) are also located in the Tolleson quadrant.
The U.S. Fish and Wildlife Service provides a list of migratory birds within their Information, Planning and Conservation System (IPaC) tool. Table 2-23 depicts the birds on the migratory birds of concern list in the vicinity of the Airport. Also, according to the IPaC tool, there are no refuges or fish hatcheries in the vicinity of the Airport.
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Table 2-23 Migratory Birds of Concern in Airport Vicinity BIRD OF CONSERVATION SEASONAL OCCURRENCE IN SPECIES NAME CONCERN (BCC) VICINITY OF GYR Bald Eagle Haliaeetus leucocephalus Yes Wintering Bell's Vireo Vireo bellii Yes Breeding Bendire's Thrasher Toxostoma bendirei Yes Year-round Black-chinned Sparrow Spizella atrogularis Yes Wintering Breeding Brewer's Sparrow Spizella breweri Yes Wintering Burrowing Owl Athene cunicularia Yes Year-round Common Black-hawk Buteogallus anthracinus Yes Breeding Costa's Hummingbird Calypte costae Yes Breeding Elf Owl Micrathene whitneyi Yes Breeding Gila Woodpecker Melanerpes uropygialis Yes Year-round Gilded Flicker Colaptes chrysoides Yes Year-round Golden Eagle Aquila chrysaetos Yes Year-round Gray Vireo Vireo vicinior Yes Breeding Lawrence's Goldfinch Carduelis lawrencei Yes Year-round Le Conte's Thrasher toxostoma lecontei Yes Year-round Least Bittern Ixobrychus exilis Yes Year-round Loggerhead Shrike Lanius ludovicianus Yes Year-round Long-billed Curlew Numenius americanus Yes Wintering Lucy's Warbler Vermivora luciae Yes Breeding Mountain Plover Charadrius montanus Yes Wintering Peregrine Falcon Falco peregrinus Yes Year-round Pinyon Jay Gymnorhinus cyanocephalus Yes Year-round Prairie Falcon Falco mexicanus Yes Year-round Rufous-crowned Sparrow Aimophila ruficeps Yes Year-round Short-eared Owl Asio flammeus Yes Wintering Snowy Plover Charadrius alexandrinus Yes Breeding Sonoran Yellow Warbler Dendroica petechia ssp. sonorana Yes Breeding Swainson's Hawk Buteo swainsoni Yes Breeding Western Grebe aechmophorus occidentalis Yes Breeding Willow Flycatcher Empidonax traillii Yes Breeding Source: U.S. Fish and Wildlife Service IPaC tool (GYR Vicinity), November 2016
A Wildlife Hazard Assessment (WHA) was recently prepared for the Airport in 2016. The final report contains specific measures and recommendations derived to reduce wildlife hazards at the Airport, and was based on the results of a 12-month monitoring effort. A more in depth discussion of the contents of the WHA and its recommendations can be found in Section 2.8.9 later in this chapter.
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2.8.3 Department of Transportation (DOT) Act, Section 4(f)
Section 4(f) refers to the original section within the U.S. Department of Transportation Act of 1966 which established the requirement for consideration of park and recreational lands, wildlife and waterfowl refuges, and historic sites in transportation project development. The law, now codified in 49 U.S.C. §303 and 23 U.S.C. §138, is implemented by the Federal Highway Administration (FHWA) through the regulation 23 CFR 774.
Section 4(f) applies to projects that receive funding from or require approval by an agency of the U.S. Department of Transportation. Section 4(f) properties include publicly owned public parks, recreation areas, and wildlife or waterfowl refuges, or any publicly or privately owned historic site listed or eligible for listing on the National Register of Historic Places.
There are three Section 4(f) resources in the vicinity of the Airport that need to be considered in the planning process. The first resource is the Goodyear Ballpark and the second is the Estrella Mountain Regional Park.
The Goodyear Ballpark complex is located just west of the Airport adjacent to Bullard Avenue. According to the its website, the $108 million project includes Goodyear Ballpark, the Indians Development Complex, and the Reds Development Complex. Each team has two practice fields for their own year-round use, while the other eight fields are for use by the City of Goodyear and its residents outside of Spring Training. During the other 10 months of the year, eight of the recreational complex fields are available to the City of Goodyear for recreational leagues and special events. The citizens of Goodyear overwhelmingly approved a bond election in 2004 for $10 million to help build the recreational complex. Several citywide events are now held at Goodyear Ballpark and Recreational Complex, as are many sports activities and programs. Estrella Mountain Regional Park is located approximately 2 miles south of the Airport and is also a Section 4(f) resource that should be considered in the planning process. A County trail leads from the Park north connecting to the Goodyear Ballpark and continues west along E Western Ave. Tres Rios Wetlands is located approximately 3 miles southeast of the Airport. The Tres Rios Wetlands are owned and operated by the City of Phoenix; the area includes hiking trails, and is a wildlife and waterfowl refuge. All of the above-mentioned Section 4(f) resources will be considered in the planning process. Any potential impact to the resources and avoidance measures will be discussed.
2.8.4 Farmlands
The Farmland Protection Policy Act (Public Law 97-98) directs federal agencies to use criteria developed by the U.S. Department of Agriculture to identify and analyze impacts related to the conversion of farmland to nonagricultural uses. According to the U.S. Department of Agriculture, Natural Resources Conservation Services (NRCS), the area consists of the following soil ratings:
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Three small areas with farmland of unique importance; soils found include Cowan loamy sand/sandy loam The large remainder of the area prime farmland if irrigated; soils found include Laveen loam, Mohave loam/clay loam, Sonoita sandy loam/sandy clay loam, Tubac sandy loam/sandy clay loam/clay, and Valencia sandy loam It is important to note that there are currently no active farming activities taking place on the Airport property. According to the Farmland Protection Policy Act (FPPA), the regulation does not apply to land already committed to “urban development or water storage,” i.e., airport developed areas, regardless of its importance as defined by the NRCS.
The majority of the open space surrounding the Airport is classified as being “prime farmland if irrigated.” South of the airport on the opposite side of County Route 85, the land is classified as “prime farmland if irrigated and either protected from flooding or not frequently flooded during the growing season.” The areas available for development on airport property have been identified by the Maricopa Association of Governments as a transportation land use (existing and future) and is dedicated to urban development; therefore, the FPPA does not apply.
2.8.5 Hazardous Materials
Phoenix Goodyear Airport Superfund Site
According to the Arizona Department of Environmental Quality (ADEQ), the Phoenix-Goodyear Airport Superfund site is located approximately 17 miles west of Phoenix in Goodyear, Arizona. The site is divided into a northern portion called PGA-North (PGAN) and a southern portion called PGA- South (PGAS). Contamination is not contiguous between the two areas according to ADEQ. The designated Potential Responsible Party (PRP) for PGAS is the Goodyear Tire and Rubber Company.
The cleanup of PGAS has been in operation for 30 years. According to the ADEQ, more than 5,900 pounds of trichloroethylene (TCE) have been removed through two groundwater pump and treat systems. More than 16 pounds of chromium have been removed through a groundwater pump and treat system, and more than 2,500 pounds of TCE have been removed from the subsurface by a Soil Vapor Extraction system. While there are no remaining source areas at PGAS, and the contaminant plume has been contained through treatment, ground water monitoring, remediation, and treated water injection continues at the site.
The EPA formed a Community Advisory Group (CAG) in 2001 and met on a regular basis. In the fall of 2014 the CAG was disbanded and an EPA-led CAG began meeting in 2016 and is currently active. The presence of the PGAS will not prohibit future development on the Airport, but consideration of the potential impacts to the PGAS will need to be considered because progress in groundwater treatment is mandated by Goodyear Tire and Rubber Company’s Consent Decree with the EPA.
There are numerous extraction, injection, and monitoring wells located on the Airport property, as well as remediation piping and two groundwater treatment plants. Impact to the wells, remediation piping, and treatment plants should be avoided, if possible, during the planned development at the Airport.
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The City of Phoenix currently conducts monitored natural attention for a fuel plume that is located within the PGAS plume. The fuel plume emanated from a former Navy leaking underground storage tank (LUST). The project name is Phoenix Goodyear Airport Infield LUST and includes a number of groundwater and former vapor wells. The City of Phoenix activities are conducted under a Consent Agreement with the EPA and an EPA-approved Revised Corrective Action Plan. Free product is present; however, the plume has been demonstrated as stable. Prior to monitored natural attenuation, a soil vapor extraction system was operated until EPA granted closure of soil contamination.
Hangar 18
Hangar 18 has gone through a significant mitigation project to remove asbestos and lead. The exterior of the building is comprised of asbestos panels and lead paint remains on the interior steel structure. All of the known asbestos and lead has not been mitigated from the building. If the hangar is ever demolished or modified, then procedures that are in compliance with EPA regulations will need to be followed. Potentially, the planned development alternatives for the Airport may impact Hangar 18. As such, the timeframe to address the known hazardous materials in the hangar will need to be considered in the overall schedule of development.
2.8.6 Historic, Architectural, Archeological, and Cultural Resources
The National Historic Preservation Act (NHPA) of 1966, as amended, requires that an initial review be made to determine if any properties that are in, or eligible for inclusion in, the National Register of Historic Places are within the area of a proposed action’s potential environmental impact. The Archeological and Historic Preservation Act (AHPA) of 1974 provides for the survey, recovery, and preservation of significant scientific, prehistoric, historical, archeological, or paleontological data when such data may be destroyed or irreparably lost due to a federally licensed or funded project.
Two cultural resource surveys have been completed on the Airport property in recent years. The first known survey was completed in March 2010 on the 797 acres for the Phoenix Goodyear Airport for planned infrastructure improvement projects. According to the report, a Class III cultural resource survey was conducted and identified two sites AZ T:10:83 (ASM), a historic irrigation ditch with four associated culverts, and AZ T:11:190 (ASM), the NAF Litchfield Park (known today as Phoenix Goodyear Airport). The earthen ditch carries excess irrigation water from the northwest-southeast through the airport, and is associated with the historic Roosevelt Canal. Nineteen archeological features and 33 buildings were documented during the Class III pedestrian survey and the historic building inventory, respectively. The archaeological features were representative of the historic military and civilian use of the airport since 1943 and included primarily historic and modern debris concentrations. Of the standing buildings and structures on the airport property, 11 were constructed prior to 1960. Ten of these are considered contributing to the eligibility of the Goodyear Airport for listing on the National Register of Historic Places (National Register) as a historic district.
The survey also recorded 19 archaeological features associated with the NAF Litchfield Park site (AZ T:11:190 (ASM)), including the remains of military-related structures, pavement, a transmission line, a modern pet burial, and trash deposits of facility related garbage, including small parts of dismantled airplanes.
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The second survey, completed in December 2013, consisted of an impact assessment for the proposed Lux Air Jet Center facility located in the proposed Phoenix Goodyear Airport Historic District on the airport (site AZ T:11:190 ) and included similar findings as the March 2010 survey. The Lux Air facility has since been constructed, thus implying the findings of the 2013 survey of the specified site did not ultimately have an impact on the construction of the facility.
The FAA has not established a significance threshold for the full range of historic, architectural, archeological, and cultural resources. However, if the planned development alternatives result in a finding of adverse effect through the Section 106 process, this alone does not necessarily require an Environmental Impact Statement (EIS) be prepared. Adverse effect is not intended to represent a threshold of significance. Mitigation of adverse effect may be considered sufficient to keep impacts below levels of significance. FAA Order 1050.1 F, Environmental Impacts: Policies and Procedures, contains numerous mitigation measures such as implementing best practices during construction that will be considered as development alternatives are prepared as part of this airport master plan to avoid, minimize, or propose mitigation of any adverse effects.
2.8.7 Water Resources
Wetlands
Wetlands are defined in Executive Order 11990, Protection of Wetlands, as "those areas that are inundated by surface or ground water with a frequency sufficient to support...a prevalence of vegetative or aquatic life that requires saturated or seasonally saturated soil conditions for growth and reproduction. Wetlands generally include swamps, marshes, bogs, and similar areas...”
According to the U.S. Fish and Wildlife Service’s National Wetlands Inventory, wetlands exist on the east and west sides of the Airport property. A riverine (2.69 Ac) beginning at approximately mid-field west of the air traffic control tower, continues south generally parallel to the runway and ends near the most southerly boundary of the Airport property. A second riverine (2.17 Ac) is located on the west side of the Airport and enters the Airport near the southwest boundary of the aircraft storage area and continues south until it exits the Airport property. These riverines are drainage canals belonging to the Roosevelt Irrigation District (RID) canal system. Most of the drainage canal is underground, where it traverses underneath Runway 3-21. The RID owns and operates the RID Main Canal, the RID CC1 Canal, and the RID CC2 Canal, which delivers irrigation water to approximately 38,000 acres of land in the Avondale, Goodyear, and Buckeye areas of Arizona. The district has a network of ditches extending south from their main canal to properties within the district boundaries. The district has ownership, easement or right-of-way for these ditches. Consideration of any impacts to the drainage canal will be necessary as development alternatives are evaluated. No other wetlands exist on the Airport property.
The U.S. Army Corps of Engineers (ACOE) regulates the discharge of dredge and/or fill material into waters of the United States, including adjacent wetlands, under Section 404 of the Clean Water Act. Section 404 requires a permit before dredged or fill material may be discharged into waters of the United States, unless the activity is exempt from Section 404 regulation (e.g., certain farming and forestry activities).
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There are also two freshwater wetlands located adjacent to parcels off-airport. The first wetland is 3.38 acres and is located approximately 1,200 feet west of the aircraft storage area adjacent to South Bullard Ave. The second wetland is 2.05 acres and is located within the Lockheed Martin complex north of Goodyear Parkway and west of S. Litchfield Road.
Floodplains
Floodplains are defined as "the lowland and relatively flat areas adjoining inland and coastal waters including flood-prone areas of offshore islands, including at a minimum, that area subject to a one percent or greater chance of flooding in any given year."
The Threshold of Significance (TOS) is exceeded when there is an encroachment on a base floodplain (100-year flood). An encroachment involves:
A considerable probability of loss of life; Likely future damage associated with encroachment that could be substantial in cost or extent, including interruption of service or loss of vital transportation facilities; or A notable adverse impact on natural and beneficial flood plain values. According to the Federal Emergency Management Agency (FEMA) National Flood Insurance Rate Map, Bullard Wash, located northeast of the airport, is considered to be a 100-year flood-plain. The City of Goodyear has undertaken improvements to the Bullard Wash. The recent Bullard Wash Channel improvements included construction of a flood control channel between I-10 and Lower Buckeye Road, along with other maintenance projects associated with the wash. This containment channel controls and diverts the wash before it reaches airport property.
Much of the area surrounding the Airport is designated as Zone X, which is a 500-year flood-plain, which is protected from a 100-year flood by the Bullard Wash Channel. A small area just east of the south end of the Runway 3-21 is classified as a Zone A floodplain. A Zone A floodplain is a 100-year flood area where no base flood elevations have been determined. East of the airport’s landside facility area is Zoned AH. An AH Zone indicates a 100-year flood hazard area with depths of 1 to 3 feet. These areas are characterized by ponding during a 100-year flood event.
The City of Goodyear has obtained ownership of the Bullard Wash and has also obtained approval of a Letter of Map Revision (LOMR) from the Federal Emergency Management Agency (FEMA), for the Bullard Wash excavation that occurred with the Ball Park project. The purpose of the LOMR is to identify the limits of the Special Flood Hazard Areas (SFHA). According to the City of Goodyear, much of the property adjacent to the Bullard Wash will be removed from the FEMA flood zone designation.
Surface Waters and Groundwater
Surface waters include streams, rivers, lakes, ponds, estuaries, and oceans. There are no surface waters located on the Airport property.
Groundwater is the subsurface water that occupies the space between sand, clay, and rock formations. The term aquifer is used to describe the geologic layers that store or transmit groundwater, such as to
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wells, springs, and other water resources. Section 2.8.5 provides more information regarding the superfund site and the impact to the surrounding groundwater on and around the Airport.
Wild and Scenic Rivers
Wild and scenic rivers are also included in the water resource category. They are included because impacts to rivers can result from obstruction or altering the free-flowing characteristics of a designated river. NEPA documents are required to determine and evaluate if any wild and scenic rivers, study rivers, Nationwide River Inventory (NRI) or otherwise eligible rivers or river segments under Section 5(d) are within the project’s study area. According to the National Park Service NRI, there are no wild and scenic rivers on or near the airport, or in Maricopa County.
2.8.8 Stormwater Pollution Prevention Plan
In 1972, Congress passed the Clean Water Act (CWA). The CWA seeks to protect and improve the quality of the nation's waters. Toward this end, the Clean Water Act prohibits the discharge of any pollutants to waters of the United States unless that discharge is authorized by a National Pollutant Discharge Elimination System (NPDES) permit. Initial efforts under the NPDES program focused on reducing pollutants in discharges of industrial process wastewater and municipal sewage. As pollution control measures were implemented, it became evident that there were other sources contributing to the degradation of water quality.
In 1990, the U.S. Environmental Protection Agency (EPA) published regulations governing storm water discharges under the NPDES program. These regulations established requirements for permitting storm water discharges from industrial facilities, construction sites, and municipal storm sewer systems (not affiliated with the Airport system).
In December 2002, EPA delegated the NPDES storm water program to the Arizona Department of Environmental Quality (ADEQ). The Arizona Pollutant Discharge Elimination System (AZPDES) program now has regulatory authority over discharges of pollutants to Arizona surface water.
The Airport is currently regulated under the Arizona Pollutant Discharge Elimination System Multi- Sector General Permit for Industrial Activities AZMSGP2010-002 (MSGP-2010) released by the ADEQ for its stormwater runoff. A Stormwater Pollution Prevention Plan (SWPPP) was prepared for the Phoenix Goodyear Airport in January 2016. The SWPPP also includes spill prevention and response procedures.
According to the SWPPP, permit coverage for stormwater discharges from Phoenix Airports was originally obtained under the United States Environmental Protection Agency’s MSGP-2000, effective October 30, 2000. This original permit covered Aviation and tenant operations at the Airport. The MSGP-2000 expired in 2005 and was administratively continued in Arizona until February 1, 2011 when the AZPDES MSGP-2010 became effective.
Stormwater discharges from Phoenix Airports are currently covered under the MSGP-2010. The Airport (GYR) is covered under the MSGP-2010 Sector S. The stormwater pollution prevention program at GYR includes airport tenants covered by MSGP-2010 Sector S that conduct industrial activities at the airport as co-permittees. In addition to co-permittees, Aviation requires tenants and
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operators at the airport not covered under the MSGP-2010, but conducting activities with the potential to cause stormwater pollution to comply with the SWPPP. For the purposes of compliance with this SWPPP, “co-permittee” refers to all tenants, Aviation divisions and operators who conduct activities that may influence stormwater quality. Aviation submitted Notices of Intent (NOIs) to seek coverage under MSGP-2010 (for Aviation facilities and the co-permittees) by the permit deadline of May 31, 2011.
According to the Phoenix Goodyear Airport Stormwater Pollution Prevention Plan (SWPPP), Figure 2, Surface Drainage and Outfalls, there are five storm water system inlets located on the northeast side of the airport generally along Yuma Road and the abandoned rail spur between Lockheed Martin and the Airport. There are three storm water system outfalls located on the southwest side of the Airport along MC85. The stormwater on the Airport generally flows in a southwesterly direction according to the SWPPP. The development alternatives will need to consider impacts to the established stormwater patterns on, and adjacent to, the Airport.
2.8.9 Wildlife Hazard Assessment
In 2014, ADOT received a grant from the FAA to conduct Wildlife Hazard Assessments (WHA) at various airports in the state, including Phoenix Goodyear Airport. A WHA includes 12-months of ongoing monitoring to identify the presence of wildlife species, especially migratory birds, and seasonal fluctuations in the behaviors and abundance of species that occur at the airport and in its vicinity. Based on the results of the 12-month monitoring effort, specific measures or recommendations are formulated to reduce wildlife hazards at the airport.
The WHA for the Airport was prepared by Mead & Hunt with assistance from Logan Simpson, and the final report was published in June 2016. The WHA indicated that there was enough wildlife activity in the area to recommend the development of a Wildlife Hazard Management Plan (WHMP).
According to the WHA, potential wildlife attractants on the Airport include grasslands, weedy vegetation, and bare ground which provide wildlife with opportunities for feeding, loafing, and roosting. Various open water drainage ditches are located in the north and south portions of the AOA that contain small amounts of water that can attract birds and provide travel corridors for mammals. Much of the surrounding area around the airport is commercial development and vacant land that attracts doves and pigeons to the area. The Bullard Wash runs along the western perimeter fence line. The presence of vegetative cover in the wash/channel is attractive to wildlife. A small off-site water treatment pond that is directly east of the Airport has the potential to attract various birds including mourning doves, shorebirds, and waterfowl. The Agua Fria River is just to the east of the Airport and the Gila River to the south. Although the Agua Fria River contains water only after heavy rainfall events, the Gila River holds a small amount of water year-round. Large ponds are associated with a gravel operation facility that are southeast of the airport and at the edge of the 10,000 feet critical zone.
Four general recommendations are presented in the WHA:
Develop a wildlife hazard management plan/program that includes a management structure and dedicated staff;
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Develop and implement ongoing wildlife hazard management policies and procedures that can be incorporated into daily operations; Implement site-specific recommendations for proposed habitat modification. Such modifications identify physical changes that would make the airport environment less attractive to potentially hazardous wildlife; and Implement species-specific recommendations and management techniques. 2.9 Sustainability
The FAA began focusing on sustainability at airports in 2010, and has said that their objective is to make sustainability a core objective in airport planning. The FAA has provided airports across the United States with funding to develop comprehensive sustainability planning documents. These documents, called sustainability master plans or airport sustainability plans, include initiatives for reducing environmental impacts, achieving economic benefits, and increasing integration with local communities. To date, the FAA has funded 45 airports across the United States.
The FAA Reform and Modernization Act of 2012, Section 133 of H.R. 658, requires airport master plans to address the feasibility of solid waste recycling at an airport, minimizing the generation of waste, operation and maintenance requirements, the review of waste management contracts, and the potential for cost savings or revenue generation. The FAA published guidance for airport sponsors to use in developing a recycling program at their airport as part of an airport master plan in September 2014.
An evaluation of possible sustainability initiatives will be included in later chapters of this master plan. Sustainability initiatives will focus on those, which if implemented, may result in reduced energy consumption and/or environmental impacts from normal airport development and operation. The Aviation Department is committed to incorporating sustainability principles and practices into their operational, management, and administrative processes as witnessed by the Department’s development of a Sustainability Management Plan. Likewise, the Aviation Department’s use of the U.S. Green Building Council’s Leadership in Energy Environmental Design (LEED®) standards and has developed a Sustainable Horizontal Design and Construction Green Guide (DCS Green Guide) prepared by CDM in December 2010. Specific sustainability considerations and initiatives at the Airport will be presented and discussed in the Facility Requirements chapter.
2.9.1 Design and Construction
In 2010, the Aviation Department developed the DCS Green Guide addressing horizontal construction projects (e.g. non-building design and construction where LEED® standards do not apply) to reduce impacts and resource use. The DCS Green Guide outlines performance standards for heavy civil design and construction and was intended to be consistent with the sustainability initiatives developed by the City for vertical construction through implementation of Leadership in Energy and Environmental Design (LEED®) standards. The DCS Green Guide includes Life Cycle Analysis and Life Cycle Cost Analysis tools for use during project development.
Specific construction related goals are also applied to each project, such as recycling pavement materials. Where feasible, excavated soils, asphalts, and concrete removed during rehabilitation projects are reused in new pavement designs, reducing waste and debris transportation emissions.
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2.9.2 Waste Management and Recycling
Currently, opportunities to recycle paper, plastics, oils, and metals are limited on the Airport even though tenants have expressed an interest in increasing the recycling available. Recyclables are collected in the terminal building, and limited other recyclable containers are located in various locations around the Airport. The Aviation Department has a dedicated Recycling Coordinator who manages and plans to expand the existing recycling program and provide additional recycling to tenants.
A portion of the AerSale business includes recycling metal scraps and other various aircraft component parts. This is done privately as part of AerSale’s operation, but can still be considered a recycling effort which takes place at the Airport.
The Airport has a total of five City of Phoenix owned waste dumpsters located onsite that are serviced and collected by the City’s Public Works Department. The waste dumpsters vary in size – 4-yard and 6-yard volumes are present. Two of the 4-yard dumpsters are located at the South Hangar Apron area, with the remaining two located at the North Hangar Apron area and in the maintenance yard. The 6- yard dumpster is located adjacent to Gate 1. All of the waste dumpsters are scheduled for pick-up on a weekly basis. A 30-yard waste dumpster is also located at the Airport and is designated for green waste only. This waste dumpster is collected on demand approximately once a month. The City of Phoenix also rents a 40-yard waste dumpster approximately once a year for the cleaning of hangars at the Airport.
2.9.3 Air Quality
Currently at the Airport, the Aviation Department’s one car, three pick-up trucks, and one van are not powered using alternate fuels. There is one electric golf cart located at the Airport for staff to use around the terminal area. Due to a lack of alternative fuel infrastructure, supporting alternative fuel vehicles is currently not practical or cost effective to establish an alternative fuel fleet. The Aviation Department is committed to exploring opportunities to establish a more sustainable fleet.
The Aviation Department uses a number of methods to reduce airborne dust at the Airport. Leftover millings from other aviation projects are used to create roadway surfaces and gravel is applied to disturbed soil areas. In addition, because temporary air pollution may occur as a result of future construction projects, the design and construction of the proposed improvements will incorporate Best Management Practices (BMP) and/or Management Mitigation Measures to reduce air quality impacts, including minimizing land disturbance, using water trucks for dust suppression, covering trucks when hauling soil, and the use of wind breaks. These practices will be selected based on the site’s characteristics. Short term and temporary impacts during construction are required to conform to FAA Advisory Circular (AC) 150/5370-10G, Standards for Specifying Construction of Airports.
It is also of interest to note that there is an industry/government collaborative effort underway known as the Piston Aviation Fuels Initiative (PAFI). The mission of PAFI is to evaluate candidate unleaded replacement fuels and identify those fuels best able to technically satisfy the needs of the existing aircraft fleet while also considering the production, distribution, cost, availability, environmental and health impacts of those fuels. Owners and operators of more than 167,000 piston-engine aircraft operating in the United States rely on aviation gasoline (avgas) to power their aircraft. Avgas is the
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only remaining lead-containing transportation fuel. Avgas emissions have become the largest contributor to the relatively low levels of lead emissions produced in this country. The City of Phoenix Aviation Department may be interested in exploring the findings of the alternative Avgas solution; as such, the development alternatives should consider how a new type of fuel for the general aviation community may impact the Airport and its fueling infrastructure.
2.9.4 Water Management and Water Quality
Water conservation is a priority for the City, and therefore the Aviation Department has implemented water conservation measures to support City goals and future sustainability planning. As part of the City of Phoenix Aviation Department Sustainability Management Plan published in January 2015 to support the Aviation Department’s water conservation goals and future sustainability planning, the City conducted an inventory of all metered water use at the Airport in order to establish a water usage baseline. The inventory included Aviation Department water meters for active accounts listed by the Aviation Department and City of Goodyear Water Department.
According to the Water Meter Inventory Report Compilation, there are 17 meters and over 15 accounts for the Airport that support various infrastructure and systems on a daily basis. The metering infrastructure consists of various sized water meters that are used to meter water usage for both tenant- specific and Aviation Department accounts. A separate account, referred to as the Daircons Meter Account, is a tenant account to meter usage. The total usage amount from the Daircons Meter Account is subtracted from the Airport’s main master meter accounts and recorded in a separate account referred to as the Air Plug Meter Account.
Based on the findings of the Water Meter Inventory Report Compilation, the Airport’s water usage has been decreasing since 2010. The Water Meter Inventory Compilation reveals that water usage has decreased 45 percent since 2010. Table 2-24 summarizes the water usage at the Airport.
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Table 2-24 Annual City of Phoenix Water Meter Usage Summary YEAR ANNUAL USE (GALLONS) 2010 1,049,444 2011 584,188 2012 694,892 2013 521,356 2014 477,224 Source: Water Meter Inventory Report Compilation, March 2015
As part of the data gathering for this master plan, some water conservation and sustainability measures were observed. For example, it was noted that a bottle filling station was available in the terminal building. Other low flow fixtures were observed in the restrooms of the terminal building and the common break area. Low water use landscaping and irrigation systems are also provided in all of the common areas that are owned and maintained by the Airport.
2.9.5 Energy Management
The Airport purchases its electricity from Arizona Public Service (APS) Company. In recent years, the Airport as implemented several energy initiatives including:
Installation of new airfield lighting with LED type fixtures. A summary of the Airport’s energy usage by service area from 2012 – 2016 is illustrated in Table 2- 25.
Table 2-25 Energy Usage by Service Area (2012-2016) SERVICE AREA 2012 2013 2014 2015 20164
BEACON kWh 01 42 262 55 25 Costs $257 $282 $278 $292 $261 BUILDING 18 kWh 32,700 37,200 36,000 18,9003 - Costs $11,337 $10,048 $11,735 $8,5473 - BUILDING 48 kWh 183,760 197,720 193,920 200,800 170,320 Costs $22,638 $25,836 $25,504 $26,935 $23,377 BUILDING 56 kWh 4,436 5,569 5,656 1,053 191 Costs $969 $1209 $1228 $464 $287 GATE kWh 1,435 1,618 1,308 1,439 1,334 Costs $473 $529 $507 $517 $474
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Table 2-25 Energy Usage by Service Area (2012-2016) - continued LITCHFIELD ROAD kWh 20,412 20,412 20,412 20,412 18,171 Costs $7,744 $7,850 $7,841 $7,982 $7,676 S-FUEL kWh 5,325 7,528 9,542 8,771 8,683 Costs $1,056 $1,466 $1,806 $1,721 $1,694 SIGNS kWh 1,014 1,088 980 1,138 1,023 Costs $408 $446 $430 $468 $423 ST HANGAR kWh 33,320 34,960 34,080 30,400 23,600 Costs $5,561 $6,075 $5,981 $6,024 $5,330 TERMINAL kWh 452,940 1,110,720 1,213,120 1,307,460 964,100 Costs $68,763 $140,530 $150,919 $162,692 $133,657 TOTAL kWh 735,342 1,416,857 1,515,044 1,590,428 1,189,688 Costs $119,206 $194,271 $206,229 $215,642 $173,179 Notes: 1 Data not available, 2 Data missing for certain months, 3 Partial year of data, and 4 Partial year of data. Source: LeighFisher Sustainability Baseline Report – Phoenix Airport System based on City of Phoenix, PWD data, 2013 and Arizona Public Service Electric Company (APS).
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Airport Master Plan – Phoenix Goodyear Airport
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