Chapter Three KANSAS CITY AVIATION DEPARTMENT FACILITY REQUIREMENTS FACILITY REQUIREMENTS

To properly plan for the future of Charles B. Wheeler Downtown Airport, it is necessary to translate forecast aviation demand into the specific types and quantities of facilities that can adequately serve projected demand levels. This chapter uses the results of the forecasts conducted in Chapter Two, as well as established planning criteria, to determine the airfield (i.e., runways, taxiways, navigational aids, marking and lighting), and landside (i.e., hangars, terminal building, aircraft parking apron, fueling, automobile parking and access) facility requirements. PLANNING HORIZONS The objective of this effort is to identify, in general terms, the adequacy of the Cost-effective, safe, efficient, and orderly existing airport facilities, outline what development of an airport should rely new facilities may be needed, and when more upon actual demand at an airport, these may be needed to accommodate than on a time-based forecast figure. forecast demands. Having established Thus, in order to develop a master plan these facility requirements, alternatives that is demand-based rather than time­ for providing these facilities will be based, a series of planning horizon evaluated in Chapter Four to determine milestones has been established that take the most cost-effective and efficient into consideration the reasonable range means for implementation. of aviation demand projections. It is important to consider that the The most important reason for utilizing actual activity at the airport may be milestones is that they allow the airport higher or lower than the annualized to develop facilities according to need forecast portrays. By planning generated by actual demand levels. The according to activity milestones, the demand-based schedule provides resultant plan can accommodate flexibility in development, as unexpected shifts, or changes in the development schedules can be slowed or area's aviation demand. It is important expedited according to actual demand at for the plan to accommodate for these any given time over the planning changes so that airport officials can period. The resultant plan provides respond to unexpected changes in a airport officials with a financially timely fashion. As a result, these responsible and needs-based program. milestones provide flexibility, while Table 3A presents the planning horizon potentially extending the plans useful milestones for each activity demand life if aviation trends slow over the category. period.

TABLE SA Aviation Demand Planning Horizons Charles B. Wheeler Downtown Airport Short Intermediate Long 1999 Term Term Term Ultimate OPERATIONS Local 42,412 48,000 52,700 63,400 79,400 Itinerant 1021920 1161800 12K200 1521600 167AOO Total Operations 145,332 164,800 180,900 216,000 246,800 Based Aircraft 300 330 350 395 440

AIRFIELD CAPACITY Hourly Capacity of Runways: The maximum number of aircraft An airfield capacity analysis was operations that can take place in conducted to determine the existing one hour. capacity of the airfield and to identify any present or potential deficiencies in Weighted Hourly Capacity: Average of hourly capacities for the airfield system. Airfield capacity . . and delay were examined utilizing FAA vanous runway use scenanos Advisory Circular (AC) 150/5060-5, weighted according to percentage Airport Capacity and Delay. of use. Calculations derived from using this reference produces the following output: Annual Service Volume: The annual capacity or a maximum

3-2 level of aircraft operations that airport is served by a full or partial may be used as a reference in quasi-parallel taxiway and exit planning the runway system. taxiways.

... Annual Aircraft Delay: Total The location of general aviation delay incurred by all aircraft on facilities can indirectly affect airfield the airfield in one year. capacity. Terminal service providers, which are remotely located, reduce As indicated in Exhibit 3A, the overall airfield capacity by making it capacity of the airfield is affected by more difficult for aircraft to expedite several factors including airfield layout, their movement off of the airfield meteorological conditions, aircraft mix, system. At Charles B. Wheeler runway use, percent arrivals, percent Downtown Airport, general aviation touch-and-go's, and exit taxiway services are provided at the northwest locations. These items are described and southeastern portions of the below. airport. Based aircraft facilities, however, are spread around the airport.

AIRFIELD LAYOUT The location of the terminal service areas does require significant taxi time The airfield layout refers to the location for aircraft operating from the and orientation of the runways, southeast utilizing Runway 19. Aircraft taxiways, and terminal area. The must taxi north along Taxiway G, hold layout of the airfield can significantly short of Runway 3-21, then proceed affect its ability to accommodate north to Runway 19. This process is aircraft movements. The existing similar, but opposite for aircraft landing airfield includes primary Runway 1-19 Runway 1 and exiting after the runway and a crosswind Runway 3-21. intersection. Taxi delays can also be experienced for aircraft landing on The primary runway is oriented in a Runway 19 which desire to access Aero northwest-southeast direction, whereas Centre. Aircraft landing Runway 19 the crosswind runway is oriented in a which cannot exit the runway at or northeast-southwest direction. Primary before Taxiway D must proceed to the Runway 1-19 is 7,001 feet long and 150 end of the runway, proceed feet wide. Crosswind Runway 3-21 is west/northwest on Taxiway A, cross 5,052 feet long and 150 feet wide. Runway 3-21, then proceed north/northwest on Taxiway F. Airfield capacity is also affected by the type, size, and number of available taxiways. The purpose of the taxiway METEOROLOGY system is to reduce the amount of time that aircraft spend on the runway, and Weather conditions at MKC can to facilitate aircraft movements significantly affect the capacity of between the runways and terminal airside facilities. Runway utilization is areas. Each of the runways at the normally dictated by wind conditions,

3-3 cloud ceilings and visibility. The aircraft reduces the number of aircraft direction of take-offs and landings is which can operate at the airport during generally determined by the speed of any given period. This consequently the prevailing winds. It is generally reduces overall airfield capacity. safest for aircraft to takeoff and land into the wind, avoiding crosswind or FAA Airfield Capacity and Delay tailwind components during these Advisory Circular (AC 150/5060-5), operations. The type of instru­ recognizes three categories of ceiling mentation and the adequacy of the and visibility minimums. Visual associated instrument approaches for Flight Rule (VFR) conditions occur each runway will also dictate runway whenever the reported ceiling is greater use during inclement weather than 1,000 feet above ground level, and conditions. visibility is greater than three statute miles. Instrument Flight Rules Wind conditions are of primary (IFR) conditions occur when the importance in determining runway use reported ceiling is less than 1,000 feet percentages in a capacity analysis. above ground level and/or visibility is Typically, runway orientations are less than three statute miles. Poor established according to the Visibility Conditions (PVC) predominant wind flow in order to conditions occur when the ceiling is less minimize operations under crosswind than 500 feet and/or visibility is less conditions. For planning and design, a than one statute mile. crosswind component is considered excessive at 15 miles per hour for According to data obtained from the aircraft over 12,500 pounds and at 12 National Climatic Data Center for the miles per hour for smaller aircraft. period 1988-1998, MKC has operated Eight years of wind data, covering a under VFR conditions 91 percent of the period from 1990 to 1998, has been time, whereas IFR conditions have summarized for all-weather conditions occurred approximately seven percent of at MKC. The primary runway the time. Poor visibility and low ceiling orientation provides 93.88 percent conditions (less than 500 feet and/or one coverage at 12 miles per hour and 97.23 mile) have occurred approximately two percent coverage at 15 miles per hour. percent of the time during the period. The combined coverage for the two runways is 95.83 percent at 12 miles per hour and 98.3 at 15 miles per hour. RUNWAY USE

The primary effect of cloud ceiling and Runway use is expressed in terms of flight visibility conditions on airport number, location, and orientation of capacity IS the required spacing active runways. It involves directions between aircraft m a controlled and kinds of operations using each environment. As weather conditions runway. When runways are not deteriorate, the spacing of aircraft must dimensioned equally, their use by increase to provide allowable margins of aircraft operating at the facility may safety. The increased distance between vary. Some runways may be able to

3-4 AnivaJsand Total Annual De~ ~~ ~rntiom Touch-and-Go ~oom ~--~~~--~

Exhibit 3A AIRFIELD CAPACITY FACTORS ·accommodate virtually the entire fleet As described in Chapter One, two mix of aircraft operating at the facility, runway ends at Charles B. Wheeler whereas other runways may only be of Downtown Airport are served by sufficient dimension to handle small Instrument Landing System (ILS) general aviation aircraft. Such is the approaches. Runway 19 is equipped case at MKC. with an instrument approach which allows the runway to remain Airfield capacity is directly affected by operational during conditions of at least the runways in use. Ideally, maximum 400-foot cloud ceilings and one-mile runway capacity would be achieved if visibility. Runway 3 is also equipped both runways were able to with an ILS allowing the runway to accommodate the entire fleet mix of remain operational with 300-foot cloud aircraft. Since certain aircraft ceilings and three-quarters-mile operations are restricted to specific visibility. Runways 3, 19, and 21 are runway configurations, the capacity of also served with nonprec1s1on the existing runway system is less than approaches. Runway 1 is not currently if there were no use restrictions. served with a published instrument approach, however, it can be Similarly, maximum runway capacity approached utilizing the circling could be achieved ifboth runways could Runway 3 ILS approach. This approach be used simultaneously. However, due allows approach category A and B to to the different operational land with cloud heights of 700 feet and characteristics and aircraft traffic one-mile visibility, while approach patterns associated with each of the category C and D aircraft visibility existing runways, both runways can be minim urns increase to 1. 7 5 miles and used only to land on Runway 19 and two miles respectively. take-offs/landings Runway 21 under land and hold short operation (LAHSO) Runway 1-19 is designed to directives given by the tower. It should accommodate the entire fleet mix be noted, however, that LASHO currently using the airport. Runway 3- operations cannot be fully modeled in 21, however, is somewhat limited to the FAA methodology and its actual medium and small general aviation impact cannot be quantified. aircraft use due to its length. Exhibit 3B provides a percentage breakdown of Instrument approach capabilities of a the available runway use configurations runway will also play a key role in during various weather conditions. determining airfield capacity. Obviously, it would be ideal for all runways to be served by an instrument AIRCRAFT MIX landing system with approach minimums capable of allowing the Aircraft mix for the capacity analysis is runway system to remain operational defined in terms of four aircraft classes. during all weather conditions. Classes A and B consist of small and

3-5 medium-sized propellor and some jet deteriorate because some general aircraft, all weighing 12,500 pounds or aviation aircraft users are not subject to less. These aircraft are associated the scheduling factors of corporate primarily with general aviation activity, operators; therefore, they choose to but do include some air taxi, air cargo cancel or delay their flight until and commuter aircraft. Class C favorable weather conditions exist. In consists of large multi-engine aircraft addition, not all general aviation weighing between 12,500 pounds and aircraft are equipped for instrument 300,000 pounds. These aircraft include flight, nor are all general aviation pilots most business jets and larger general qualified for IFR flight. aviation and commuter propellor aircraft. Class D aircraft consists of large aircraft weighing more than PERCENT ARRIVALS 300,000 pounds. The airport does not expenence operations by Class D The percentage of arrivals as they aircraft. relate to the total operations of the airport is important in determining The current operational and projected airfield capacity. Under most fleet mix at the airport is summarized circumstances, the lower the percentage in Table 3B. The current aircraft mix of arrivals, the higher the hourly during both VFR and IFR conditions capacity. Except in unique include all aircraft classes. Based on circumstances, the aircraft arrival­ air traffic forecasts presented in the departure split is typically 50-50. At previous chapter, the percentage of MKC, traffic information indicated no Class C aircraft operating at the airport major deviation from this pattern, and is projected to increase throughout the arrivals were estimated to account for planning period. 50 percent of design period operations.

The increase in operational percentages of Class C aircraft can be attributed TOUCH-AND-GO OPERATIONS primarily to the shift in use of corporate jet aircraft by businesses nationwide. A touch-and-go operation involves an Charles B. Wheeler Downtown Airport aircraft making a landing and an is an attractive option for corporate immediate take-off without coming to a operators due to its proximity to the full stop or exiting the runway. These downtown area. At present, Class C operations are normally associated with aircraft comprise 25 percent of annual general aviation training operations VFR operations, 41 percent of annual and are included in local operations IFR operations, and 58 percent of data recorded by the air traffic control annual PVC operations. tower.

The percentage of Class C aircraft is higher when weather conditions

3-6 1999: 2005: VFR 19 46 2010: 21 2020: Ultimate:

1999: 2005: VFR 1 45 2010: 3 2020: Ultimate:

1999: 2005: IFR 19 4 2010: 2020: Ultimate:

1999: 55 2005: 56 IFR 3 3 2010: 56 2020: 56 Ultimate: 56

1999: 58 2005: 58 PVC 19 or 3 2 2010: 58 2020: 58 Ultimate: 58

KANSAS CITY ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~A~TIONDEPARTM Exhibit 38 RUNWAY IN USE SCENARIOS AND HOURLY CAPACITY RESULTS TABLE3B Aircraft Operational Mix Charles B. Wheeler Downtown AiJ:]>ort Weather Year Total Operations A&B c VFR 1999 138,041 75% 25% Short Term 155,963 74% 26% Intermediate Term 171,112 73% 27% Long Term 204,110 71% 28% Ultimate 233,283 71% 28% IFR 1999 6,380 59% 41% Short Term 7,340 57% 43% Intermediate Term 8,118 56% 44% Long Term 9,835 53% 47% Ultimate 11,190 53% 47%

PVC 1999 1,281 42% 58% Short Term 1,497 40% 60% Intermediate Term 1,670 38% 62% Long Term 2,055 37% 63% Ultimate 2,327 37% 63%

Typical Aircraft by Classification

Class A: small single-engine, gross weight 12,500 pounds or less Examples: 172/182 Mooney 201 Beech Bonanza Piper Cherokee/Warrior

Class B: small twin-engine, gross weight 12,500 pounds or less Examples: Beech Barron Mitsubishi MU-2 Beech King Air 100 Piper Navajo , Citation I Rockwell Commander

Class C: large aircraft, gross weight 12,500 pounds to 300,000 pounds Examples: Beech King Air 200 Gulfstream II- V Boeing Bus Jet (737) Global Express Cessna Citation II - X Lear 35/55

Touch-and-go activity is counted as two go operations are mostly associated operations since there is an arrival and with training operations conducted by a departure involved. A high flight schools. Touch-and-go operations percentage of touch-and-go traffic are recorded by the air traffic control normally results in a higher operational tower and currently account for less capacity because one landing and one than 30 percent of annual operations. takeoff occur within a shorter time than Forecasts of local operations indicate a individual operations. At Charles B. slight decrease over the planning Wheeler Downtown Airport, touch-and- period. The ultimate planning period,

3-7 however, considers a slightly higher direction, the percentage use of each local operational mix (32 percent), runway configuration in VFR, IFR, and considering the potential for the return PVC weather conditions, the amount of of a major flight school operation. touch-and-go training activity, and the number and locations of runway exits become important factors in EXIT TAXIWAYS determining the hourly capacity of each runway configuration. Exit taxiways have a significant impact on airfield capacity since their locations Considering the existing airfield directly determine the occupancy time configuration, an aircraft mix of 25 of an aircraft on the runway. The percent Class C operations during VFR airfield capacity analysis gives credit to weather and 41 percent Class C during exits located within a prescribed range IFR weather conditions, 30 percent from the runway's threshold. This touch-and-go operations, and exit range is based upon the mix index of taxiway ratings of each existing the aircraft that use the runway. Exit runway, and the existing hourly rating credit is only given to those capacity of each runway configuration taxiways separated by at least 750 feet. was computed as presented on Exhibit 3B. Analysis of the runway configurations and fleet mixes utilizing the runways The runway system operated under indicates that for all weather VFR conditions results in the highest conditions, credit is given to taxiways hourly capacity of the airfield (100 lying between 3,000 and 5,500 feet from operations). Airfield capacity under the runway thresholds. Under this IFR and PVC conditions considered criterion, the airport generally provides single runway configurations due to the two exit taxiways. limited approaches to the airport. The maximum IFR hourly capacity is 57 operations per hour. Runways 19 or 3 CAPACITY ANALYSIS yielded an hourly capacity of 58 operations under PVC conditions. The preceding information was used in conjunction with the airside capacity As the mix of aircraft operating at an methodology developed by the FAA to airport changes to include a greater determine airfield capacity at Charles utilization of large aircraft, the hourly B. Wheeler Downtown Airport. capacity of the runway system is reduced. This is because larger aircraft require longer utilization of the runway Hourly Runway Capacity for takeoffs and landings, and because the greater speeds of large aircraft The first step in determining overall require increased separation. airfield capacity involves the computation of the hourly capacity of As indicated on Table 3B, the each runway use configuration. Wind percentages of Class C aircraft are

3-8 forecast to increase through the year annual service volume. It is expected Long Term. Also, touch-a_nd-go that corporate operations will continue operations are forecast to remain to increase, thus, increasing the fleet relatively constant. These factors mix percentage of Class C aircraft. This contribute to a decline in the hourly will have the effect of reducing the capacity over the planning period. annual service volume potential of the airfield over the planning period. As operations become less concentrated Annual Service Volume and the hourly ratio increases, however, the ASV will increase. As a result, the Once the weighted hourly capacity is ASV is calculated to be at a level of known, the annual service volume 215,000 operations by the ultimate (ASV) can be determined. ASV is planning period. With operations calculated by the following equation: forecast to reach 216,000 by the year Long Term, the airfield will be at 104 ASV=CxDxH percent of its annual service volume. The ultimate planning period C = weighted hourly capacity operational level (246,800) would reach 114 percent of the airfield's ASV. D = ratio of annual demand to average daily demand during the peak month Conclusions H = ratio of average daily demand to average peak hour demand during the As Table 3C and Exhibit 3C indicate, peak month forecast annual operations will exceed the ASV by the year Long Term. FAA The current ratio of annual demand to Order 5090.3B, Field Formulation of average daily demand at MKC is the National Plan of Integrated calculated as 307. This is projected to Airport Systems (NPIAS), indicates remain relatively steady throughout the that improvements for airfield capacity planning period. The ratio of average purposes should be planned when daily demand to peak hour demand is operations reach 60 percent of the computed at 9.1. This ratio is expected annual service volume. Moreover, it is to increase to 9.5 by the end of the suggested that improvements aimed at planning period as operations become increasing capacity be under more spread throughout the day. construction once operations reach 80 percent of the ASV. For Charles B. The current ASV is calculated at a level Wheeler Downtown Airport, operations of209,000 operations. With operations should reach 80 percent of the ASV in 1999 totaling 145,332, the airport is within the next five years. currently operating at 70 percent ofits

3-9 TABLE3C Demand/Capacity Summary (Existing Conditions) Charles B. Wheeler Downtown Airport Forecast Demand Airfield Capacity Delay Avg. Per Total Annual Design Hour Weighted Hourly Operation Annual Year Operations Operations ASV Capacity (min.) Hours 1999 145,332 49 209,000 75.05 0.6 1,453 Short 59 206,000 73.81 1.1 3,021 rrerm 164,800 ~nter. ~erm 180,900 64 207,000 73.39 1.5 4,523 !Long ~erm 216,000 76 209,000 72.54 4.2 15,120 Ultimate 246,800 85 215,000 73.00 6.4 26,325

Several factors have been identified • Runways which decrease the annual service • Taxiways volume. The most significant of these • Airfield Marking and Lighting factors is the projected increase in Class • Navigational Aids C aircraft operations. As the airport is increasingly utilized by corporate CRITICAL AIRCRAFT operators, capacity constraints and aircraft delays will be magnified. The selection of the appropriate FAA design standards for the development of Airfield capacity under IFR and PVC the airfield facilities is based primarily conditions, provides the greatest upon the characteristics of the aircraft constraint to ASV. Improvements which are expected to use the airport. designed to improve capacity during The most critical characteristics are the IFR conditions should be planned. approach speed and the size of the Other alternatives for improving critical design aircraft anticipated to airfield capacity will be examined in the use the airport now or in the future. following sections. The critical design aircraft is defined as the most demanding category of aircraft which conducts 500 or more operations AIRFIELD REQUIREMENTS per year. Planning for future aircraft use is of particular importance since Airfield requirements include those design standards are used to plan facilities related to the arrival and separation distances between facilities. departure of aircraft. These facilities These standards must be determined are comprised of the following items: now, since the relocation of these facilities will likely be extremely expensive at a later date.

3-10 ANNUAL ERVICE VOLUME

Exhibit 3C DEMAND VS . CAPACITY The Federal Aviation Administration Group IV: 118 feet up to but not has established criteria for use in the including 171 feet. sizing and design of airfield facilities. These standards include criteria which Group V: 171 feet up to but not relate to aircraft size and performance. including 214 feet. According to Federal Aviation Administration Advisory Circular (AC) Group VI: 214 feet or greater. 150/5300-13,Change 5, Airport Design, an aircraft's approach category Together, approach category and ADG is based upon 1.3 times its stall speed in identify a coding system whereby landing configuration at that aircraft's airport design criteria are related to the maximum certificated weight. The five operational and physical characteristics approach categories used in airport of the aircraft intended to operate at the planning are as follows: airport. This code, the Airport Reference Code (ARC), has two Category A: Speeds of less than 91 components: the first component, knots. depicted by a letter, is the aircraft approach category and relates to Category B: Speeds of 91 knots or aircraft approach speed (operational more, but less than 121 knots. characteristic); the second component, depicted by a Roman numeral, is the Category C: Speeds of 121 knots or airplane design group and relates to more, but less than 141 knots. aircraft wingspan (physical characteristic). Generally, aircraft Category D: Speeds of 141 knots or approach speed applies to runways and more, but less than 166 knots. runway-related facilities, while airplane wingspan primarily relates to Category E: Speeds of 166 knots or separation criteria involving taxiways greater. and taxilanes. Exhibit 3D provides a listing of typical aircraft and their The second basic design criterion associated ARC. relates to aircraft size. The airplane design group (ADG) is based upon AccordingtoAC 150/5325-4A, Runway wmgspan. The six groups are as Length Requirements for Airport follows: Design, the FAA advises designing all elements to meet the requirements of Group I: Up to but not including 49 the airport's most demanding, or critical feet. aircraft. As discussed above, this is the aircraft, or group of aircraft accounting Group II: 49 feet up to but not for at least 500 operations per year. including 79 feet. Thus, in order to determine the airport's facility requirements, the ARC of the Group III: 79 feet up to but not critical should first be determined, thus including 118 feet. enabling the application of appropriate design criteria.

3-11 Charles B. Wheeler Downtown Airport observation results were presented in is currently designated as a general Table 2L of the previous chapter. aviation reliever airport for the Kansas City International Airport. This The second method of determining the designation accurately describes the airport's critical aircraft involved airport. The airport is a haven to surveying based and transient aircraft corporate operators who seek easy owners. The survey was designed to access to the Kansas City downtown gather a wide variety of aircraft and business district. aircraft owner needs including runway length requirements, terminal service As presented in Chapter Two, MKC is needs, hangar needs, and general presently utilized primarily by general comments regarding the airport. aviation aircraft. On occasion, the Surveys were available to be filled out airport experiences operations by at Executive and charter companies such as those approximately 800 transient surveys transporting professional athletic teams were mailed to current FBO customers. in medium-sized transport aircraft such A total of 93 transient aircraft surveys as the . The vast majority of were returned (12 percent response). traffic experienced at the airport, Approximately 300 based aircraft however, consists of the full range of surveys were sent with 63 responses (18 general aviation aircraft. percent response).

General aviation aircraft currently The surveys confirmed that the airport utilizing the airport range from small is utilized by a wide range of aircraft. single-engine aircraft to the The most demanding based aircraft at sophisticated corporate and the airport include the Global Express jet aircraft. Defining the actual critical (C-III), the G-IV (D-II), and the aircraft can sometimes be a nebulous Constellation (B-IV). Other based task. Typically, the design aircraft is aircraft include the Falcon 50 (B-ID, based upon the most demanding Canadair Challenger 600 (C-II), the aircraft actually based at the airport. Cessna Citation and Lea:rjet family of For MKC, however, aircraft aircraft, the BAe 125, the Hawker 1000, requirements can vary depending on and the Beechjet 400. The most several factors. For example, one demanding transient aircraft that use aircraft may be the most demanding for the airport on a regular basis include runway length requirements, while the Gulfstream family of another may require wider runways or aircraft, the W estwind, the Astra SPX taxiways. and the Hawker 1000.

In an attempt to more accurately define Review of aircraft operating at the the critical aircraft at the airport, two airport indicates that more than one methods of defining a critical aircraft aircraft composes the airport's critical were utilized. First, over 80 hours of aircraft. As previously mentioned, one on-site observation of aircraft aircraft may be the most critical in operations were conducted. The terms of runway length, while another

3-12 Beech Baron 55 Lear25, 35 , 55 Beech Bonanza Israeli Westwind :;;_,.~[IJUi~Rl HS 125 ...... ,..,..,.., ---:::.~ Piper Archer Piper Seneca

Beech Baron 58 Gulfstream II , Ill, IV Beech King Air 100 Canadair 600 Cessna 402 Canadair Regional Jet Lockheed JetStar Piper Navajo Super King Air 350 Piper Cheyenne Swearingen Metroliner

Super King Air 200 B 727-200 Cessna 441 ,,~~~ B 737-200

cr"• '\'IE<.-o!!=:_ j DHC Twin Otter B 737-300, 400, 500 MD-80 A320

Super King Air 300 B-757 Beech 1900 B-767 Jetstream 31 DC-8-70 Falcon 10, 20, 50 DC-10 Falcon 200, 900 MD-11 Citation II, Ill, IV, V L1011 Embraer 120

DHC Dash 7 B-747 Series DHC Dash 8 B-777 DC-3 Convair 580 Fairchild F-27 ATR 72 ATP

Exhibit 30 A IRPORT REFERENCE CODES PER FAA AC 150/5300-13 the most critical for runway/taxiway and IV fall in approach category D, widths and separation distances. thus, the airport's critical aircraft approach category is category D. The The critical aircraft for runway length Constellation, ADG-IV, affects runway/ includes several aircraft that require taxiway width and separation design. similar lengths. The surveys and on­ Therefore, the airport's current critical site investigations indicate that the aircraft should consider requirements airport is frequented by the G-IV and G­ for both ARC D-Ill and B-IV. Il, both in approach category D. These aircraft operate at the airport regularly Future planning should consider the and a G-IV is based at the airport. increased use of the airport by larger Other aircraft which require longer business jet aircraft. National trends runway lengths include the BAe125, the indicate both an increased use of Hawker 125, the Canadair Challenger corporate aircraft and the desire to 600, the Westwind, and the Global operate larger aircraft. The Boeing Express. All of these aircraft are based Business Jet (BBJ), for example, is the at the airport and fall in approach corporate version of the commercial category C. Specific runway length Boeing 737. requirements for these aircraft will be discussed in more detail in the following Although corporate aircraft are larger sections. today than their predecessors, it is unlikely that these aircraft will exceed The airport's critical aircraft for approach category D or design group runway/taxiway widths and separation III. The BBJ is a C-III aircraft, while design must consider the Constellation the G-V is a D-III aircraft. The G-V and the Global Express aircraft. The currently operates at the airport Constellation has a wingspan of 150 infrequently but may operate at the feet (ADG-IV). The Global Express has airport on an increasing basis in the a wingspan of 94 feet (ADG-III). The future. Constellation is owned and operated at the airport by the Save-A-Connie Given all of these considerations, organization, a not-for-profit planning for the future critical aircraft corporation. This group refurbishes and should include all corporate aircraft up maintains these classic aircraft and to the BBJ and the . The flies them around the country for air Constellation's wingspan and footprint shows. The Constellation operates should be considered in establishing regularly and was observed to have sufficient taxiway clearances. Where a made seven operations during the reduction in dimensions might still ATCT count. The Global Express is meet the Group III standard, planning owned and operated by the Sprint should consider maintaining the Corporation. dimensions to at least Group IV. Analysis that follows will consider the For planning purposes, the airport's standards of both ARC D-Ill and B-IV current critical aircraft will be defined aircraft. by several aircraft. The Gulfstream II

3-13 The airfield facility requirements on a regular basis. The 95 percent wind outlined in this chapter correspond to coverage is computed on the basis of the the design standards described in FAA's crosswind component not exceeding 10.5 Advisory Circular 150/5300-13, Airport knots (12 mph) for Airport Reference Design. The following airfield facilities Codes (ARC) A-1 and B-1; 13 knots (15 are outlined to describe the scope of mph) for ARC A-II and B-11; 16 knots facilities that would be necessary to (18 mph) for ARC C-1 through D-11; and accommodate the airport's role 20 knots for ARC A-N through D-VI. throughout the planning period. Wind data specific to MKC was obtained from National Climactic Data RUNWAYS Center, for the period 1990-1998. This data is graphically depicted on the wind The adequacy of the existing runway rose in Exhibit 3E. system at Charles B. Wheeler Downtown Airport has been analyzed As depicted on the exhibit, Runway 1-19 from a number of perspectives, provides 93.88 percent coverage for 10.5 including runway orientation, runway knot crosswinds, 97.23 percent at 13 length, and pavement strength. From knots, and 99.41 percent at 16 knots. this information, requirements for Crosswind Runway 3-21 provides 91.51 runway improvements were determined percent coverage for 10.5 knot for the airport. crosswinds, 95.95 for 13 knots, and 99.16 for 16 knots. Runways 1-19 and 3-21 provide a combined crosswind Runway Orientation coverage of95.83 percent for 10.5 knots, 98.3 for 13 knots, and 99.68 for 16 The current airfield configuration knots. includes primary Runway 1-19 and crosswind Runway 3-21. Ideally, the primary runway at an airport should be Runway Length oriented as close as practical in the direction of the predominant winds to The determination of runway length maximize the runway's usage. This requirements for the airport is based on minimizes the percent of time that a five primary factors: crosswind could make the preferred runway inoperable. • Critical aircraft type expected to use the airport. FAA Advisory Circular 150/5300-13, Change 5, Airport Design, • Stage length of the longest nonstop recommends that a crosswind runway trip destinations. should be made available when the primary runway orientation provides • Mean maximum daily temperature of less than 95 percent wind coverage for the hottest month. any aircraft forecast to use the airport

3-14 o.n 0 I ,...,w ALL WEATHER WIND COVERAGE IFR WIND COVERAGE I Ei a_ ::::;; Runways 10.5 Knots 13 Knots 16 Knots 20 Knots Runways 10.5 Knots 13 Knots 16 Knots 20 Knots "' Runway 1- 19 93.88% 97.23% 99.41% 99.88% Runway 1- 19 91 .60% 96.25% 99. 18% 99.86% Runway 3 - 21 91 .51% 95.95% 99. 16% 99.85% Runway 3-21 92.47% 96.34% 99.20% 99.83% Runways Combined 95.83% 98.30% 99.68% 99.95% Runways Combined 95.46% 98.29% 99.69% 99.91% ' • . . :o .. ·•·. •'; <<•'··•;; . : ;; '-'' ·""' SOURCE• NOAA National Climatic Center Asheville, North Carolina Kansas City Downtown Airport Kansas City, Missouri OBSERVA TIONS• 72,669 All Weather Observations 5,932 IFR Observations 1990 - 1998

N 0 R T H I

Ma[Jnetic Variance 03° 40 East (May 2000) Annual Rate of Change 5.47' West (May 2000)

KANSAS CilY ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~VlATIONDEPARTME r Exhibit 3E WIND ROSES • Runway gradient. Airport Design Computer Program for recommended runway lengths. As • Airport elevation. with other design criteria, runway length requirements are based upon the An analysis of the existing and future critical aircraft grouping with at least fleet mix indicates that business jets 500 annual operations. will be the most demanding aircraft on runway length at Charles B. Wheeler Based upon the existing and forecast Downtown Airport. As indicated aircraft fleet mix through the long through observation and surveys, the range planning period, MKC should be typical business aircraft currently designed to accommodate, at a operating at the airport on a regular minimum, 100 percent oflarge aircraft basis, range from the Cessna Citation I, at 60 percent useful load (generally with minimal runway length correlates to approach category D requirements, to the BAe125, G-N, and aircraft). According to the FAA design Global Express, requiring longer program, to fully accommodate 100 runway lengths. percent of these aircraft at 60 percent useful load, the runway length should Aircraft operating characteristics are be at least 5,900 feet. Currently, the affected by three primary factors: the length ofthe Runway 1-19 is 7,001 feet, mean maximum temperature of the which exceeds the requirements for 100 hottest month, the airport's elevation, percent oflarge airplanes at 60 percent and the gradient of the runway. An useful load. increase in the maximum difference in runway centerline elevation increases As previously mentioned, surveys were the runway requirement in large sent to based and transient aircraft aircraft weighing less than 60,000 owners in an attempt to quantify pounds, while an increase in haul runway lengths required by these lengths of airplanes weighing more operators. The survey requested than 60,000 pounds will also increase information regarding the aircraft used runway lengths for these aircraft. at MKC, including annual operations, standard trips from the airport, runway The mean maximum daily temperature length required for take-off at 91 of the hottest month of MKC is 91 degrees Fahrenheit, and landing length degrees Fahrenheit. The airport required for dry and contaminated elevation is 758 feet MSL. Gradient for runway. Table 3E presents Runway 1-19 is 0.229 percent and for information obtained from based Runway 3-21 0.0025 percent. aircraft operators, while Table 3F presents information received from Table 3D outlines the runway length transient aircraft owners. These tables requirements for various classifications present only information for aircraft of aircraft that utilize MKC. These requiring more than 5,000 feet of standards were derived from the FAA runway for take-off or landing.

3-15 TABLE 3D Runway Length Requirements Charles B. Wheeler Downtown Airport AIRPORT AND RUNWAY DATA Airport elevation ...... 758 feet Mean daily maximum temperature of the hottest month ...... 91.0F Maximum difference in runway centerline elevation ...... 15 feet Length of haul for airplanes of more than 60,000 pounds ...... 1,000 miles Wet and slipj)ery runways RUNWAY LENGTHS RECOMMENDED FOR AIRPORT DESIGN Small airplanes with less than 10 passenger seats 75 percent of these small airplanes ...... 2,800 feet 95 percent of these small airplanes ...... 3,300 feet 100 percent of these small airplanes ...... 4,000 feet Small airplanes with 10 or more passengers seats ...... 4,400 feet

Large airplanes of 60,000 pounds or less 75 percent of business jets at 60 percent useful load ...... 5,500 feet

75 percent of business jets at 90 percent useful load ••• 0 0 •• 0 0. 0 •• 0 •••• 0 ••• 0. 0 0 7,000 feet 100 percent of business jets at 60 percent useful load ...... 5,900 feet 100 percent of business jets at 90 percent useful load ...... 8,900 feet

REFERENCE: FAA's airport design computer software utilizing Chapter Two of AC 150/5325- 4A, Runway Length Requirements for Airport Design, no changes included.

Review of based aircraft runway runway. Considering the indicated requirements indicates that several amount of operations on the surveys, a need more than 7,000 feet of runway for total of 2,064 operations are conducted take-offs at 91 degrees, including the annually by based aircraft requiring at BAe125, the Cessna Citation III, the least 7,000 feet of runway length. Global Express, and the Hawker (no model given). The surveys for the As indicated on Table 3F, several operators of these aircraft indicated transient aircraft indicated that they that they fly to either the east or west require more than 6,000 feet of runway, coast on a regular basis and the stage with ten aircraft indicating a need for at lengths generated the need for the least 7,000 feet of runway. The indicated runway length. The Global operator of the G-IV indicated a need Express, operated by Sprint, regularly for 8,000 feet of runway length for take­ flies nonstop to Belgium. Two aircraft, offs at 91 degrees F, due to fuel load the Beechjet 400 and the Challenger requirements. Also, several corporate 600, indicated a need of at least 7,000 jet operators indicated long stage feet for landings on a contaminated lengths of up to 2,000 nautical miles.

3-16 TABLE3E Based Aircraft Survey Results Charles B. Wheeler Downtown Airport Runway Length Required (feet) Landings/ Annual Take-offs Landings/ Contaminated Operations @91F Dry Runway Runway BAe 125-800 288 7,800 4,700 6,630 Beechcraft 400 312 5,392 5,000 8,000 Canadair Challenger CL600 360 6,900 5,500 7,000 Cessna 550 600 5,450 2,850 5,985 Cessna 650 216 5,180 5,263 6,053 Cessna Citation III 456 8,700 4,600 6,600 Falcon 50 regular < 6,000 n/a nla Global Express 288 6,945 2,700 4,480 G-IV 240 6,650 5,400 6,215 Hawker 360 7,200 4,630 5,320

For the sake of comparison, analysis of Although it would be ideal to plan the several business jet operational crosswind runway to also provide for characteristics charts was conducted these aircraft, Runway 1-19 provides and is presented in Table 3G. The adequate wind coverage for 13 knot or purpose of this analysis was to confirm more crosswinds. Thus, runway 3-21 whether the responses generally should be planned at a minimum to correlate with general operational meet the needs of ARC A-I and B-I parameters. Each corporate flight aircraft. According to Table 3D, ARC department operates similar aircraft A-I and B-I aircraft will require 3,300 differently, given different needs. As feet. indicated in the table, the runway lengths specified in the surveys Runway 3-21 is currently utilized by generally correlate to those provided by small and medium-sized corporate the manufacturer's operational charts. aircraft, and aids in providing an instrument approach for these aircraft Based upon the survey information and during periods of poor weather and the analysis of specific aircraft northeasterly winds. The runway also operational charts, the primary runway provides a landing area during times at the airport should provide at least when the primary runway is not 7,000 feet. Currently Runway 1-19 is operational due to weather, 7,001 feet long and meets the maintenance, or emergencies. The requirements of the majority of alternatives analysis to be conducted in corporate aircraft operating at the the next chapter will examine future airport. uses of 3-21.

3-17 TABLE3F Transient Aircraft Survey Results Charles B. Wheeler Downtown Airport Runway Length Required(feet) Landings/ Annual Take-offs Landings/ Contaminated Operations @91F Dry Runway Runway Aircraft Needing 5,000 to 5,999 Feet Beechcraft 400 600 5,706 5,200 5,000 Cessna 550 200 5,500 nla 5,600 Lear 31A nla 4,800 4,800 5,500 Hawker 800XP 72 5,700 4,650 5,300

~ircraft Requiring 6,000 to 6,999 Feet Beechcraft 400 98 5,700 4,400 6,500 BAe 125-800 40 6,400 5,800 6,500 Canadair Challenger CL600 nla 6,500 5,000 5,800 Cessna -441 24 5,000 5,000 6,000 -550 120 3,500 3,000 6,000 -650 96 6,500 4,000 6,200 Fairchild SA 227 8 6,000 6,500 nla Gulfstream II 48 6,800 4,000 6,000 Hawker 800XP 20 6,000 3,500 6,000 Lear -25 10 6,000 5,500 nla - 35A nla 5,200 5,200 6,000 -55 160 6,597 3,191 6,382 -60 72 6,700 3,500 4,900 MU 300 (Diamond Jet) 360 6,400 4,000 6,000 !Aircraft Requiring 7,000 Feet or More BAe 125-800 128 7,000 5,000 7,000 Cessna -550 20 6,900 4,000 10,000 - 560XL 12 5,000 3,000 8,000 Gulfstream IV 4 8,000 4,500 6,000 Hawker 125-700/800 4 8,000 4,000 6,000 Hawker 1000 50 7,500 5,000 5,600 Israel Aircraft Industries -Astra SPX 16 7,000 5,000 5,000 - Westwind 216 7,300 3,500 7,000 Lear -35 70 5,000 3,400 7,000 -55 80 7,250 3,191 6,382

3-18 TABLE3G Business Jet Runway Length Analysis for 91 o F and 758 MSL Charles B. Wheeler Downtown Airport Aircraft Take-off (ft.) Landing (ft.) Cessna Citation I 4,500 2,500 II 6,200 3,000 III 6,000 3,100 v 4,300 3,100 VI 6,000 3,200 Challenger 600* 7,000 4,700 Falcon 50 6,500 5,000 G-IVSP* 5,450 4,000 G-V 7,000 4,500 Global Express* 5,600 n/a Lear 30 6,000 3,000 Westwind 6,500 3,500 * ISA Conditions (59 Degrees F@ Mean Sea Level) and Maximum Take-offlLanding Weight

Runway Safety Areas function serving air or ground navigation. Consideration of runway length requirements must also factor other The RSA is also centered on the design criteria established by the FAA. runway, reaching out in accordance to FAA design criteria regarding runway the approach speed of the critical object free area (OFA), runway safety aircraft using the runway. The FAA area (RSA), and height clearances must requires the RSA to be cleared and be considered. graded, drained by grading or storm sewers, capable of accommodating fire The runway OFA is defined in FAA and rescue vehicles, and free of Advisory Circular 150/5300-13 Change obstacles not fixed by navigational 5, Airport Design, as an area centered purpose. on the runway extending out in accordance to the critical aircraft design Analysis in the previous section category utilizing the runway. The indicated that Runway 1-19 should be OFA must provide clearance of all planned to accommodate aircraft in ground-based objects protruding above approach category D. In order to meet the runway safety area (RSA) edge design criteria for category D aircraft, elevation, unless the object is fixed by the cleared and graded RSA would need

3-19 to be 500 feet wide (centered on the the eastern portion of the RSA is runway) and extend 1,000 feet beyond intersected by airport fencing and Lou each runway end. The OFA would Holland Drive. Thus, the southern require a cleared area 400 feet on each portion of the airport perimeter road side ofthe runway centerline, extending limits the RSA available for Runway 1 1,000 feet beyond each runway end. to 360 feet of RSA, approximately 640 Table 3H presents airfield design feet less than FAA standard. Airport standards for Charles B. Wheeler fencing and Lou Holland Drive limit the Downtown Airport. available RSA to approximately 400 feet, 600 feet short ofFAA standard. At a minimum, Crosswind Runway 3-21 should be designed to accommodate all The OFA for Runway 1 is obstructed by aircraft in categories A and B, design the ILS/Localizer building located group I. In order to meet design criteria approximately 230 feet south (parallel for ARC A-1 and B-1 aircraft, for a to runway centerline) of the Runway 1 runway with navigational approach threshold. The airport service road aids providing not lower than three­ intersects the eastern portion of the quarter-mile visibility, the cleared and OFA 270 feet south of the threshold, graded RSA would need to be 120 feet and airport fencing and Lou Holland wide (centered on the runway) and Drive intersect the eastern portion of extend 240 feet beyond each runway the OFA approximately 320 feet south end. The OFA would require a cleared of the threshold. The ILS/Localizer area 200 feet on each side of the runway building limits Runway 1 OFA centerline, extending 240 feet beyond available to 230 feet or 770 feet less each runway end. If Runway 3-21 were than standard, while the airport to be designed for small to medium perimeter road limits OFA available to sized business jets in ARC C-1 or C-11, 270 feet or 730 feet short of standard. the RSA and OFA requirements would Airport fencing and Lou Holland Drive match those presented for Runway 1-19. limit OFA available to approximately 400 feet, 600 feet less than FAA Analysis of the existing runways standard. indicates that adequate RSA and OFA are not provided for on either runway. The north end of Runway 1-19 does not Exhibit 3F depicts each runway end, provide adequate RSA or OFA. As illustrating the RSA and OFA required depicted on Exhibit 3F, the RSA and for each runway's critical aircraft, OFA required extend north beyond Lou versus the amount of RSA and OFA Holland Drive, the levee, and beyond currently available. the bank of the Missouri River. The northern portion of Lou Holland Drive As depicted, neither end of Runway 1- and the levee intersect the western 19 provides adequate RSA or OFA. The portions of the RSA and OFA south of RSA for Runway 1 extends 360 feet the Runway 19 threshold. Lou Holland south until it is interrupted by the on­ Drive and airport fencing intersect the airport service road. Approximately 400 feet south of the runway threshold,

3-20 ......

Airport Reference Code C/D Object Free Area

Airport Reference Code C/D Runway Safety Area

Airport Reference Code B-1 Object Free Area

Airport Reference Code B-1 Runway Safety Area

Note: Cross hatch indicates areas where FAA standards

Exhibit 3F RUNWAY SAFETY AREAAND OBJECT FREE AREA REQUIREMENTS RSA for Runway 19 approximately 220 fencing intersect the OFA 1,100 feet feet south of threshold. The road and south of the Runway 19 threshold.

TABLE3H Minimum Airfield Planning Design Standards Charles B. Wheeler Downtown Airport Runway 1-19 Runway3-21 Airport Reference Code (ARC) B-IV D-Ill B-I Runways Width (ft.) 150 100 60 Pavement Strength (lbs.) lOO,OOODWL lOO,OOODWL 30,000DWL Shoulder Width (ft.) 25 20 10 Runway Safety Area Width (feet) 500 500 120 Length Beyond Runway End (ft.) 1,000 1,000 240 Object Free Area Width (ft.) 800 800 400 Length Beyond Runway End (ft.) 1,000 1,000 240 Obstacle Free Zone Width (ft.) 400 400 400 Length Beyond Runway End (ft.) 200 200 200 Primary Surface Width (ft.) 1,000 1,000 1,000 Length Beyond Runway End (ft.) 200 200 200 Taxiways Width (ft.) 75 50 25 OFA (ft.) 259 186 49 Centerline to Fixed or Movable Object 130 93 25 (ft.) Runway Centerline to: Parallel Taxiway Centerline (ft.) 400 400 400 Aircraft Parking Area (ft.) 500 500 250 Building Restriction Line (ft.) 20 ft. Height Clearance 640 640 640 35 ft. Height Clearance 745 745 745

Exhibit 3F also depicts the RSA and OFA at the north end, however, do not OFA required for Runway 3-21 (ARC A­ meet standard. The location of I and B-I runways with not lower than Richards Road intersects the OFA three-quarters-mile visibility approach). approximately 80 feet south of the As indicated on the exhibit, it appears pavement edge. The RSA is interrupted that the south end of the runway just beyond the pavement edge by provides adequate RSA and OFA for Richards Road. Obviously, if ARC C ARC A and B aircraft. The RSA and standards were applied to this runway,

3-21 neither end would have adequate area analysis will need to be made to available to meet RSA or OFA determine if this runway should remain standards. at 150 feet or be reduced to 100 feet. It may be more cost effective to maintain Runway safety area criteria were the runways current width as opposed established by the FAA to provide to narrowing it to 100 feet. Narrowing adequate areas for emergency the runway would require extensive operations, including landing short or costs associated with relocating runway aborted take-offs. Developmental lighting and navigational aids. options for providing adequate RSA and OFA will be explored in detail in the following chapter. Runway Strength

As mentioned in Chapter One, the Runway Width pavement for Runway 1-19 is strength rated at 100,000 pounds single wheel Runway 1-19 is currently 150 feet wide. gear loading (SWL), 185,000 pounds FAA design criterion indicates a dual wheel loading (DWL) and 350,000 runway width of 150 feet to serve pounds dual tandem wheel loading aircraft in design group IV. Thus, the (DTWL). As previously mentioned, the current width of Runway 1-19 is airport does receive limited charter adequate for the future. operations by professional athletic teams which utilize aircraft such as the Runway 3-21 is also currently 150 feet Boeing 727. wide. FAA's design criterion requires a runway width of 75 feet for design The current pavement strength is group II aircraft with approach adequate to accommodate these minimums not lower than three­ operations. In the future, the pavement quarters-mile visibility. For runways strength of Runway 1-19 should be providing lower than three-quarters­ maintained at a minimum to mile visibility and design group II accommodate the full range ofbusiness aircraft, FAA design criteria require a jets and the Constellation. This 100-foot wide runway. includes providing adequate strength for the BBJ, the G-V, and the Global Due to the ultimate potential for the Express. The G-V and the Global runway to provide lower minimums, the Express, can operate at maximum take­ runway width should be maintained at off weights near 95,000 pounds DWL. a minimum of 100 feet. Moreover, The Constellation has a maximum take­ Runway 3-21 is utilized by the off weight ranging between 107,000 Constellation during crosswind pounds and 160,000 pounds DWL for conditions and poor weather. This the 7 49A models and 1649A models aircraft (design group IV) requires a respectively. runway width of 150 feet. At the time of the next pavement maintenance or Crosswind Runway 3-21 has an existing reconstruction project, a benefit-cost pavement strength of 48,000 pounds

3-22 SWL, 73,000 pounds DWL, and 136,000 As previously mentioned, the existing pounds DTWL. These strengths will be taxiway system somewhat hinders adequate to accommodate the full range airport capacity. Aircraft taxiing from of ARC A-II and B-II aircraft on a Executive Beechcraft, wishing to depart regular basis and small to medium Runway 19, must taxi north then business jets and the Constellation on a northeast on Taxiway G and hold short limited basis. It also should be noted of Runway 21. Once cleared to cross that portions of the crosswind runway Runway 21, aircraft travel north on are utilized as high-speed exits from Taxiway G to the runway end. Aircraft Runway 1-19. These portions of the taxiing from the west terminal services runway will need to be capable of area, departing Runway 19, must taxi accommodating aircraft which utilize north on Taxiway F and hold short of the primary runway. Runway 1-19. Once cleared, aircraft taxi east across Runway 1-19 to Taxiway G, then north to the runway TAXIWAYS end.

Taxiways are constructed primarily to Future taxiway planning should facilitate aircraft movements to and consider the potential for developing a from the runway system. Some full-length parallel taxiway on the east taxiways are necessary simply to and west sides of Runway 1-19, to aid provide access between the aprons and airfield capacity and enhance runways, whereas other taxiways operational flow. Due to the existing become necessary as activity increases instrument approach to Runway 19, at an airport, to provide safe and FAA design criterion indicates that a efficient use of the airfield. parallel taxiway be located 400 feet to the side of the runway (centerline to As detailed in Chapter One, Runways 1- centerline). The construction of a 19 and 3-21 are served by parallel parallel taxiway on the west side of the taxiways. Runway 1-19 is served by airport would be ideal, but would not seven entrance/exit taxiways on the likely be achievable due to the location east side of the runway and five of the TVOR and/or Lou Holland Drive. entrance/exit taxiways on the west side The taxiway system serving Runway 3- of the runway. Runway 3-21 is served 21 will be adequate for the planning by seven entrance/exits on the east side period. of the runway and three entrance/exit taxiways on the west side of the The width ofthe taxiways at the airport runway. Taxiway G serves as the east will be dependent upon which runway parallel taxiway and also provides they serve. In order to accommodate terminal access on the east side of the Design Group II aircraft, the FAA airport, while Taxiway F serves as the criterion calls for a taxiway width of 35 west quasi-parallel taxiway and feet. For design group III and IV provides access to the western terminal aircraft, FAA design criteria call for 50 areas. feet and 7 5 wide taxiways, respectively.

3-23 Currently, all taxiways meet FAA Global Positional System criteria. Taxiways designed to serve Runway 1-19 should be a minimum of The advancement of technology has 50 feet wide, with consideration given to been one of the most important factors maintaining the current 75-foot width in the growth ofthe aviation industry in for the Constellation. Taxiways the twentieth century. Much ofthe civil primarily serving Runway 3-21 should aviation and aerospace technology has be designed and planned to be at least been derived and enhanced from the 35 feet wide. initial development of technological improvements for military purposes. The use of orbiting satellites to confirm NAVIGATIONAL AIDS an aircraft's location is the latest AND LIGHTING military development to be made available to the civil aviation Airport and runway navigational aids community. are based on FAA recommendations as depicted in DOTIF AA Handbook Global positioning systems (GPS) use 7031.2B, Airway Planning Standard two or more satellites to derive an Number One, FAA Advisory Circular aircraft's location by a triangulation 150/5300-2D, Airport Design method. The accuracy of these systems Standards, and Site Requirements has been remarkable, with initial for Terminal Navigation Facilities. degrees of error of only a few meters. As the technology improves, it is Navigational aids provide two primary anticipated that GPS may be able to services to airport operations: precision provide accurate enough position guidance to specific runway and/or information to allow Category II and III nonprecision guidance to a runway or preciSion instrument approaches, the airport itself. The basic difference independent of any existing ground­ between a precision and nonprecision based navigational facilities. In navigational aid is that the former addition to the navigational benefits, it provides electronic descent, alignment has been estimated that GPS (course), and position guidance, while equipment will be much less costly than the nonprecisiOn navigational aid existing precision instrument landing provides only alignment and position systems. location information. The necessity of such equipment is usually determined It should be noted that the FAA is by design standards predicated on proceeding with a program to gradually safety considerations and operational replace all traditional enroute needs. The type, purpose and volume of navigational aids with GPS over the aviation activity expected at the airport next decade. The FAA phase-out are factors in the determination of the schedule for traditional navigational airport's eligibility for navigational aids include VORs between 2005 and aids. 2010, and NDBs between 2000 and 2005.

3-24 Currently, Charles B. Wheeler minimums from both the north and the Downtown Airport is served by an south. Review of the IFR wind rose instrument landing system (ILS) presented on Exhibit 3E, indicates approach to Runways 3 and 19, a VOR southerly winds are most common or GPS approach to Runways 3, 19, and during IFR conditions. Given the 21, as well as a NDB approach to existing and future use of the airport by Runway ????. The ILS Runway 3 sophisticated corporate aircraft and the approach provides the best weather need of these aircraft to land with poor minimums, even though the localizer is visibilities, a straight-in instrument offset from the runway centerline. approach should be considered for Runway 3 minimums include cloud Runway 19. Although it would be ideal ceilings of 300 feet and three-quarters­ to provide a Category I approach from mile visibility. The ILS Runway 19 the south, it is unlikely, due to approach provides minimum ceilings of obstructions located south of the 400 feet and one-mile visibility. The airport. Detailed analysis considering other available approach procedures the potential for these approaches will require weather minimums of at least be presented in the next chapter. 700-foot cloud ceilings and at least one­ mile visibility. Airport Visual Approach Aids With the evolution of GPS, it is likely that MKC will have the opportunity to Visual glide slope indicators are a be served by GPS instrument system of lights located at the side of approaches.·· providing minimums the runway which provide visual similar or better than the existing ILS descent guidance information during an approach minimums, in the future. approach to the runway. Therefore, both ends of the runway at the airport should be planned for G PS These systems can consist of either a approaches. two- or four-box unit. The two-box system is adequate for small aircraft If traditional ground-based equipment use. The four-box systems, however, is phased out as planned by the FAA are recommended for use by business jet (including the TVOR), the current ILS aircraft. Each runway end at the approaches to Runway 3 and 19 would airport is currently served by four-box be replaced with precision GPS VASI systems. This will be adequate approaches. Obstructions could prevent for the planning period. GPS from providing improved visibility minimums to either Runway 3 or 19. Runway 19 is obstructed to the south by Airfield Lighting and Marking a building and a local broadcasting antenna. Runway 3 is obstructed to the Runway identification lighting provides north by the location of the rail yard. the pilot with a rapid and positive identification of the runway end. The Future plans should consider the most basic system involves runway end potential for improved approach identifier lights (REILs). FAA's

3-25 criterion indicates that REILs should be considered for all lighted runways at LANDS/DE REQUIREMENTS reliever airports not planned for a more sophisticated approach lighting system Landside facilities are those necessary (ALS). Runway 1 is currently equipped for handling of aircraft, passengers, and with runway alignment indicator lights cargo while on the ground. These (RAIL), while Runway 19 has a medium facilities provide the essential interface intensity approach lighting system with between the air and ground sequenced flashing lights (MALSF). transportation modes. These areas will be subdivided into two parts: general In order to provide for CAT I aviation facilities and support facilities. minimums, a medium intensity The capacities of the various approach lighting system with runway components ofeach area were examined alignment indicator lights is required. in relation to projected demand, to Thus, the MALSF should be adequate identify future landside facility needs. for Runway 19. An extended approach lighting system on either south approach would encroach on the GENERAL AVIATION navigable channel of the Missouri FACILITIES River. It is likely that an abbreviated system would be used. The purpose of this section is to determine the space requirements The high intensity runway lighting during the planning period for the (HIRL) currently serving the runways following types of facilities normally will be adequate for the planning associated with general aviation period. The current precision markings terminal areas: on Runway 1-19 and Runway 3, and nonprecision marking on 21 will be • Hangars adequate. The existing medium • Aircraft Parking Apron intensity taxiway lighting (MITL) and • General Aviation Terminal signage will be adequate for the • Automobile Access planning period. • Automobile Parking • Fuel Storage The airport also presently has lighted • Airport Maintenance wind cones which provide pilots with information about wind conditions. In Hangars addition, an airport beacon assists in identifying the airport from the air at night. Each of the facilities should be The space required for hangar facilities maintained in the future. is dependent upon the number and type of aircraft expected to be based at the

3-26 airport. Based upon an analysis of small aircraft owners indicated that general aviation facilities and the they would prefer individual T -hangar current demand at Charles B. Wheeler storage facilities. Medium and iarge Downtown Airport, percentages piston multi-engine aircraft indicated representing hangar requirements for that they would prefer multi-aircraft various types of general aviation storage facilities such as conventional aircraft have been calculated. The hangars or smaller executive hangars. analysis indicates that all but Jet aircraft owners indicated that they approximately 38 based aircraft at the prefer large conventional hangar airport are permanently stored in spaces. hangars. The majority of aircraft not based in hangars are single-engine Presently, all of the T-Hangar positions piston aircraft. No turbine aircraft at on the airfield are occupied and there is the airport are stored on the ramp. a waiting list for units. The airport has four ten-unit T-Hangar storage Weather conditions at MKC, including facilities, providing 40 individual thunderstorm activity and extreme heat storage units. Analysis of the T-Hangar in the summer, as well as snowy and icy facilities indicates an average of 1,200 cold winters, suggests most based square feet per individual storage unit. aircraft owners prefer hangar space to T-Hangar space available at the airport outside tie-downs. Since this is their totals approximately 48,000 square feet preference, it is necessary to determine for aircraft storage. The airport also what percentages of these aircraft has 24 shade hangar storage positions, would utilize conventional-type and encompassing 23,100 square feet of executive hangars, as opposed to storage space. Analysis of future T­ individual T-Hangars. T-Hangars are Hangar and shade hangar relatively inexpensive to construct and requirements, as depicted on Table 3J, provide the aircraft owner more privacy indicates that an additional 64 T­ and greater ease in obtaining access to Hangar or shade hangar positions will the aircraft. The principal uses of be needed within the long range conventional hangars at general planning horizon. It was assumed that aviation airports are for large aircraft the majority of these spaces would beT­ storage, storage during maintenance, hangars, given survey responses of and for housing fixed base operator aircraft owners' preferences and the activities. Executive hangars provide a local weather conditions. storage area typically larger than T­ Hangars, allowing for storage of larger Currently, there are no executive aircraft or multiple small aircraft. hangar facilities at the airport. Many owners of small and medium-sized As mentioned earlier, a survey was aircraft indicated that they would mailed to airport users. One question prefer to store their aircraft in these asked aircraft owners about their type facilities. Typically, executive existing hangar usage and future hangars are 60 feet wide and range hangar preferences (if new hangars between 40 feet and 80 feet deep. became available). The majority of Typical users of executive hangars are

3-27 aircraft owners having larger, more generally need a unit larger than sophisticated aircraft and/or own provided by individual T-Hangars, but multiple aircraft and wish for a singular do not want to store their aircraft in a storage arrangement. These owners general conventional storage hangar.

rrABLE3J IA.ircraft Storage Hangar Requirements ~harles B. Wheeler Downtown Airport Future Requirements Short Inter. Long 1999 Term Term Term Ult. Aircraft to be Hangared 252 290 310 355 400 T-Hangar or Shade Hanger Positions 64 90 100 110 130 Executive Hangar Positions N/A 50 70 90 100 Conventional Hangar Positions 188 150 140 160 170 !Hangar Area Requirements (square feet) rr-Hangar 41,150 108,000 120,000 132,000 156,000 ~xecutive Hangar n/a 100,000 140,000 180,000 200,000 Conventional Hangar Storage 272,624 375,000 350,000 400,000 425,000 Total Maintenance 88,670 87,500 91,500 106,800 117,200 Total Hangar Area 4021444 670 500 701,500 818_,800 898_,200

Currently, conventional hangar space From the analysis in Table 3J, it comprises the largest portion of appears that T-hangar and executive available hangar storage space at the hangar positions are needed. airport. These hangars are utilized by Additional T-hangar and executive the FBOs and corporate flight hanger positions are needed in every departments. Typical users of these term of the planning period as based facilities include medium and large aircraft increase at the airport. It aircraft. Future hangar requirements should be noted, however, that will tend to shift slightly away from conventional hangar storage space will conventional hangars, as smaller and be needed if additional T-hangar or more affordable T-hangars and executive hangar storage space remains executive hangars become available. It limited. Also, as existing conventional is likely that corporate operators and hangars age, they may need to be most business jets based at the airport replaced. will continue to store their aircraft in conventional hangars. This was The final step in the process of indicated as a preference by large determining hangar requirements aircraft owners in the survey. involves estimating the area necessary

3-28 to accommodate the required hangar FAA Advisory Circular 150/5300-13 space. Typically, T-Hangar facilities suggests a methodology by which provide 1,200 square feet of space per transient apron requirements can be individual storage unit. Such is the determined from knowledge ofbusy-day case at Charles B. Wheeler Downtown operations. At Charles B. Wheeler Airport. Future T-Hangar space Downtown Airport, the number of requirements are based upon an itinerant spaces required was average 1,200 square feet per aircraft. determined to be approximately 17.5 A planning standard of 2,500 square percent of the busy-day itinerant feet of space for aircraft was then operations. applied to the aircraft to be hangared in executive hangars, and 1, 700 square A planning criterion of 700 square feet for aircraft stored in conventional yards per aircraft was applied to the hangars. Also, an area equal to 15 number ofitinerant spaces to determine percent of the total hangar space on the future transient apron requirements for airport should be allocated for single and multi-engine aircraft. For maintenance shop facilities. It is business jets (which can be much assumed that this maintenance area larger), a planning criterion of 1,600 would be housed in conventional hangar square yards per business jet position space. was used. Finally, it was assumed that 50 spaces will be required for aircraft permanently stored on the ramp and for Aircraft Parking Apron maintenance operations. A planning criterion of 570 square yards per based A parking apron should be provided for aircraft was applied to the number of at least support of maintenance local or maintenance positions. The operations, as well as transient aircraft. results of this analysis are presented in The airport provides approximately Table 3K. 190,000 square yards of total apron space adjacent FBOs, specialty As evident from the analysis, current operators, and other hangar storage total apron spaces will be adequate for areas. the planning period. This is not to say, however, that specific areas such as At the present time, there are Executive Beechcraft will not be limited approximately 38 single and multi­ during peak period. It should also be engine piston-based aircraft noted that Kansas City will host an permanently stored full-time on the annual NASCAR race event beginning ramp, although some aircraft stored in next year (2001). These events typically conventional hangars may be moved to are associated with increased corporate the ramp for aircraft maintenance. In jet activity, as race car drivers, the future, most based aircraft are sponsors, and fans travel for the race. expected to continue to be hangared. Given the location of the downtown

3-29 airport in relation to the race track, it is required for passenger waiting, pilot's quite likely that the majority of these lounge and flight planning, concessions, aircraft will elect to utilize the airport. management, storage and various other This event will likely require much needs. The airport does not have a more apron storage space than typical specific facility designated as a general peak periods will require. aviation passenger terminal building. General aviation services are provided Consideration will be given in the next by the FBOs. The airport is also served chapter to providing additional apron by the main airport terminal building. spaces to high traffic areas such as This facility is primarily utilized by Executive Beechcraft or Aero Centre. private businesses, although it does house aviation administrative and maintenance offices. Terminal Facilities

General aviation terminal facilities have several functions. Space is

TABLE3K Aircraft Parking Apron Requirements Charles B. Wheeler Downtown Airport Short Intermediate Long 1999 Term Term Term Ultimate ~ingle, Multi-engine Transient !Aircraft Positions 45 50 55 60

Apron Area (s.y.) ,, 31,500 35,000 38,500 42,000 .;!"· [rransient Business Jet Positions !> 35 40 50 55 Apron Area (s.y.) ; 56,000 64,000 80,000 I ~· 88,000 ~ocally-Based Aircraft Positions 50 50 50 50 .:' Apron Area (s.y.) 28,500 28,500 28,500 28,500 Total Positions 200 130 140 155 165 rrotal Apron Area (s.y.) 190,000 116,000 127,500 147,000 158,500

The methodology used in estimating community image to corporate users, it general aviation terminal facility needs is important for a thriving community was based upon the number of airport to maintain a terminal services facility users expected to utilize general which will reflect the community. aviation facilities during the design Obviously, this is the intent of the hour, as well as FAA guidelines. service provider as well.

The terminal services building is often Considering all these factors, a the first evidence of community well­ planning average of 1.8 passengers per being that corporate officials will flight, increasing to 2.6 passengers per encounter. To provide a positive flight by the end of the planning period,

3-30 -

was multiplied by the number of design requirements presented in Table 3L hour itinerant operations to determine indicates that the current general design hour itinerant passengers. aviation service space is currently and will continue to be adequate for all Space requirements were then based demand levels. upon providing a planning criterion of 90 square feet per design hour itinerant Similar to aircraft apron areas, it is passenger. quite likely that an individual facility will be taxed and may need to be Table 3L outlines the general space increased to meet specific demand, but requirements for general aviation the total spaces provided are adequate. terminal services at Charles B. Wheeler Thus, the existing amount of general Downtown Airport through the aviation terminal space will be planning period. Analysis of future adequate to accommodate future general aviation terminal area space demand levels.

~ABLE3L !General Aviation Terminal Area Facilities !charles B. Wheeler Downtown Airport Short Intermediate Long Available Term Term Term Ultimate

,, peneral Aviation Design Hour ' Itinerant Passengers ' 74 88 113 133 General Aviation Building Spaces (s.f.) ±30,000 6,700 7,900 10,200 11,900

Airport Access on Broadway, adjacent the airport, can become quite congested. At times, Direct access to MKC is available from traffic can slow to a stop. Although this Broadway (U.S. 169 Highway). On­ planning study cannot change airport access is provided by Richards Broadway, it is recommended that Road on the east side of the airport and consideration be given to this issue so Lou Holland Drive on the west side. that local, regional, and national This circular, two-lane on-airport loop planning can address the capacity and road situation provides adequate access design ofBroadway. to all points on the airport.

The only primary concern regarding Automobile Parking automobile access is Broadway. Broadway serves as a main access route The airport currently provides several to the downtown area for individuals public automobile parking lots, typically who live north of the airport. Thus, located adjacent hangar/office facilities early morning and late afternoon traffic at the airport. The single largest

3-31 parking facility is the airport terminal in the ultimate period. The parking building parking lot. Once utilized for requirements of aircraft owners should commercial service passengers, this also be considered. For this reason, facility now is utilized by business separate parking requirements which employees and aviation users. In total, consider one-half ofbased aircraft at the the airport provides nearly 1,500 airport were applied to general aviation parking spaces and one million square automobile parking space requirements. feet of paved automobile parking area. Parking requirements are summarized in Table 3M. Vehicular parking demands have been determined for Charles B. Wheeler The analysis of parking space Downtown Airport. Space requirements presented in Table 3M determinations were based on an indicates that the airport provides evaluation ofthe existing airport use, as ample automobile parking spaces for well as industry standards. Terminal transient and based aircraft operators. automobile parking spaces required to This is not to say, however, that specific meet general aviation itinerant and parking areas may become undersized FBO operator demand were calculated 1n the future due to increased by multiplying design hour itinerant requirements in a certain area. Much of passengers by the industry standard of this parking will likely be 1.8 in the short term, increasing to 2.6 accommodated by the FBOs.

~ABLE 3M ~utomobile Parking Requirements Charles B. Wheeler Downtown Airport Future Requirements Short Intermediate Long 1999 Term Term Term Ultimate Design Hour Passengers ,; 74 88 113 132 Terminal Vehicle Spaces 96 114 147 172 Parking Area (s.f.) 38,500 45,800 58,700 68,600 General Aviation Spaces 165 175 197 220 Parking Area (s.f.) 66,000 70,000 78,800 88,000 Total Parking Spaces 1,500 261 289 344 392 Total Parking Area (s.f.) 1000,000 104 500 115,800 137,500 156,600

Fuel Storage these facilities are leased to airport FBOs. Executive Beechcraft owns 14 The City of Kansas City owns six fuel storage tanks with 200,000 gallon aboveground storage tanks CASTs) with capacity for Jet A fuel and 40,000 60,000 gallon 100LL fuel capacity and 100LL fuel. 40,000 gallon Jet A fuel capacity. All of

3-32 Fuel storage requirements are typically Airport Maintenance based upon maintaining a two-week supply of fuel during an average month, Airport maintenance at MKC ranges however, the availability for more between typical day-to-day maintenance frequent deliveries can reduce the fuel of the facility, to snow removal during storage capacity requirement. Because winter months. The airport maintains an increasing percentage of future several airport maintenance facilities aircraft utilizing the airport will require for the storage and repair of its Jet A fuel, future fuel storage maintenance vehicles. There is also requirements must consider increasing office space for the training and support Jet A fuel requirements. Also, as operations. additional piston aircraft base and utilize MKC, avgas fuel sales will Review of existing airport maintenance increase as well. equipment and facilities indicates that the existing equipment will be adequate Due to the existing storage capacities for the planning period. and the availability of quick response for refueling, it appears that the existing storage will be adequate for the SUMMARY planning period. The intent of this chapter has been to outline the facilities required to meet Aircraft Rescue potential aviation demands projected and Firefighting for Charles B. Wheeler Downtown Airport for the planning horizon. A As mentioned in Chapter One, the summary of the airfield and general airport does not receive regularly aviation facility requirements IS scheduled commercial passenger presented on Exhibits 3G and 3H. service, but does maintain a limited F.A.R. Part 139 certificate to Following the facility requirements accommodate limited charter determination, the next step is to operations. establish a direction for development which best meets these projected needs. As a part of the Part 139 limited The remainder of the master plan will certificate, the airport must provide be devoted to outlining this direction, limited aircraft rescue and firefighting its schedule, and its costs. (ARFF) services. ARFF services are currently provided by Fire Station Number 25. The airport also owns an ARFF vehicle equipped with dry agent and water.

3-33 Runway 1-19 Runway 1-19 Runway 1-19 7,001' X 150' Same Add: Capacity enhancement 185,000# DWL 350,000# DTWL

Runway3-21 Runway 3-21 Runway3-21

5,051' X 150' Same 3,300' X 60' 48,000#SWL 30,000# DWL 73,000#DWL

Runway 1-19 Runway 1-19 Runway 1-19 Partial Parallels Same Add: Full length parallel Seven Exits both sides

Runway 3-21 Runway 3-21 Runway3-21 Partial Parallels Same Same Seven Exits

ATCT, VOR, ASOS ATCT, VOR, ASOS ATCT, VOR, ASOS

Runway 1-19 Runway 1-19 Runway 1-19 ILS (19) Same Add: CAT I GPS (19) VOR or GPS (19) GPS (1) NDB (19) VASI-4

Runwa! 3-21 Runwa! 3-21 Runwa! 3-21 ILS (3) Same Same VORorGPS VASI-4

Rotating Beacon Rotating Beacon Rotating Beacon MITL MITL MITL

Runway 1-19 Runway 1-19 Runway 1-19 HIRL, Precision Marking Same Same RAIL (1) MALSF (19)

Runway3-21 Runway 3-21 Runway 3-21 HIRL Add: REIL (3) Same Precision Marking (3) Nonprecision Marking (21 ) REIL (2 1)

Exhibit 3G AIRFIELD FACILITY REQUIREMENTS Executive Hangar Positions 0 50 70 Conventional Hangar Positions ±190 150 140 160 T-hangar Area (s.f.) 41,150 108,000 120,000 132,000 Executive Hangar Area (s.f.) 0 100,000 140,000 180,000 Conventional Hangar Area (s.f.) 272,624 375,000 350,000 400,000 Maintenance Area (s.f.) 88,670 87,500 91,500 106,800 Total Hangar Area (s.f.) 402,444 670,500 701,500 818,800

Transient Positions Locally-Based Aircraft Postions 50 50 50 Total Positions ±200 130 140 155 Total Apron Area (s.y.) ±190,000 116,000 127,500 147,000

Exhibit 3H LANDSIDE REQUIREMENTS