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WISCONSIN 00/ H
NAVIGATIONAL AIDS
SYSTEM PLAN: 2000
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NOVEMBER 1990 WlSCONSlN DEPARTMENT OF TRANSPORTATlON The preparation of this document was financed in part through a grant from the Federal Aviation Administration under the Air port lmprovement Program as provided in the Airport and Air ways lmprovement Act of 1981 , as amended.
Author: Steven R. Coons, WisDOT Division of Planning and Budget
Production Editors: Barbara K. Roe, WisDOT Office of Public Affairs James G. Kraft, WisDOT Graphics - Audio/Visual
Technical Committee: Tomas Thomas.WisDOT Bureau of Aeronautics Daniel Finkelmeyer, WisDOT Bureau of Aeronautics Mark Pfundheller, WisDOT Bureau of Aeronautics Keith Richardson, WisDOT Bureau of Aeronautics Douglas Dalton, Bureau of System Planning Franco Marcos, Bureau of System Planning WISCONSIN NAVIGATIONAL AIDS
SYSTEM PLAN: 2000
WISCONSIN DEPARTMENT OF TRANSPORTATION NOVEMBER 1990 Table of Contents
Page
Executive Summary l
Introduction 1
Section 1 - Technology Evaluation 3
Navigational Aids 3
Visual Landing Aids 5
The Future of Aeronautical Navigational Aids 7
Section 2 - Existing System of Navigational and Visual Landing Aids in Wisconsin 12
Section 3 - Planning Criteria and Recommendations 30
Planning Criteria 30
Recommendations 32
Section 4 - Financing and Prioritizing Recommended lmprovements 48
Recommended NAVAlD lmprovement Costs and Funding Sources 48
Appendix A - List of Acronyms 55
Appendix B - The Wisconsin AWOS System Plan: Benefits, Criteria and Prioritizations 56
Appendix C - Selected References 61 Executive Summary
Benefits of Aviation
Airports, aviation and industries associated with aviation have a profound effect on the economic health and development of communities throughout the state. Aviation enhances the quality of life in Wisconsin by providing access to all parts of the world. Close proximity to airports increases business opportunities within the state by permitting efficient, cost-effective travel for business, passengers and freight. Aviation contributes to the overall economic vitality of Wisconsin by generating an estimated $1 billion of economic activity annually.
Cities and counties benefit directly and indirectly from air transportation through jobs, tourism dollars and the relocation or growth of small and medium-sized industries which rely on con venient, all weather access to airways for business and to serve distant markets. Aviation also supports agricultural production, emergency health services, fire fighting and recreation. An accessible and efficient air transportation system greatly improves the competitive posture of Wisconsin business.
Purpose of the Plan
Whether it be by commercial or general aviation, access to air transportation plays an increas ingly vital role in the conduct of day-to-day business throughout the state. During periods of low clouds and reduced visibility, an airport can only be used with the aid of instruments which allow flight through the poor weather conditions. By using instrument flight rules (lFR) a pilot can fly an aircraft safely when ceiling and visibility limits do not allow flight by visual means. This enables the pilot to descend to minimum safe altitudes and allows the pilot to see the run way and land safely. The precision of the navigational landing aids (NAVAlDS), both in the cockpit and on the ground, determines the minimum altitude and visibility a pilot can safely en counter and still see the runway to land.
The higher these minimums, the more frequently a given airport cannot be used during periods of adverse weather conditions. The pilot must then seek an alternative airport. Limit ing the number of times an airport is not usable and reducing the diversion of trips to more dis tant airports under extreme weather conditions increases an airport's utility to the business community, as well as other users. Consequently, the local airport becomes a greater economic asset to the community and the entire state.
The primary purpose of the Wisconsin Navigational Aids System Plan: 2000 is to establish a statewide system plan to provide continuous, all-weather access to communities throughout the state. The plan establishes a system of enroute and terminal navigational landing aids to meet the needs of the users of the Wisconsin aviation system through the year 2000 and beyond.
l Plan Objectives and Criteria
The primary goal of this plan, to provide continuous all-weather access to communities throughout the state, is achieved through the following objectives and sets of criteria:
+ 1 ) Establish precision instrument approaches to all State Airport System Plan (SASP) airports classified as Commercial Service, Transport, and Reliever, as well as Utility airports with annual instrument approaches of 500 or more by the year 2000.
2) Establish nonprecision instrument approaches to ALL other SASP airports through the use of LORAN-C or other means to meet the nonprecision instrument approach objectives and criteria as outlined in the table below. Where warranted, planned AWOS facilities and new local altimeter installations are recommended as methods to further reduce minimums in each nonprecision objective category.
The plan defines instrument approach capability objectives and forecasted annual instrument approach thresholds which are used to evaluate Wisconsin SASP airports for NAVAlD im provements.
The following table presents the plan's three instrument approach capability objectives in terms of a desired minimum descent altitude (MDA) in feet above the runway and visibility in statute miles. The defined objectives for this plan are: 1) Precision, 200' MDA and 1/2 mile visibility; 2) Nonprecision, 500' MDA and 1 mile visibility; and 3) Nonprecision, 700' MDA and 1 mile visibility.
Instrument Approach Capability Objectives (Year 2000 AIA)
AlRPORT CLASSlFlCATlON OBJECTlVE lNSTRUMENT APPROACH CAPABlLlTY
Commercial Service Transport Precision Reliever 200' - 1/2 Mile Utility (AlA>500)
Nonprecision Utility (250< AlA <500) 500' - 1 Mile
Nonprecision Utility ((X AlA <250) 700' - 1 Mile
AlA = Annual lnstrument Approaches ll Forecasted annual instrument approach (AlA) thresholds were established for all Utility air ports to correspond to each instrument approach capability objective. The three AlA thresholds are based on the distribution of forecasted annual instrument approaches within each airport classification. The combination of forecasted annual instrument approaches for the year 2000 and the SASP recommended short range classification form the basis for the identification of an instrument approach capability objective for each of the 98 existing system plan airports.
Wisconsin SASP airports may qualify for the next higher instrument approach capability objec tive if the required annual instrument approaches can be documented by the airport sponsor.
Recommendations
The plan recommendations for new or improved instrument approach procedures (lAP) at each SASP airport are based on a review of each airport's present best instrument approach procedure (lAP with the lowest minimums) as compared to the instrument approach capability objective defined for that category of airport.
Wisconsin SASP airports classified as Commercial Service, Transport, and Reliever were evaluated for a full precision, Category 1 lnstrument Landing System (lLS). This navigational landing aid provides a precision instrument approach for use when ceilings are as low as 200 feet and visibility is reduced to 1/2 mile. Also included in this evaluation were Utility airports with forecasted annual instrument approaches of 500 or more by the year 2000. The plan recommends seven new complete Category 1 lLS installations in this group. ln addition, three other SASP airports (Timmerman, Waukesha, and Wisconsin Rapids) are recom mended for an upgrade to a Category 1 lLS with the installation of a glide slope and approach lighting system. Siting constraints precluded the installation of a Category 1 lLS at seven air ports in the Precision, 200'- 1/2 mile dbjective category. However, minimums were reduced at these seven airports through the recommendation of other nonprecision navigation landing aid improvements.
All other SASP airports classified as Utility airports with forecasted annual instrument ap proaches less than 500 were evaluated for a nonprecision, LORAN-C instrument approach procedure. The plan recommends LORAN-C instrument approaches at 51 airports in the Non- precision, 500'- 1 mile and 700'- 1 mile objective categories. This provides all Wisconsin SASP airports with a published instrument approach procedure. A local altimeter installation is recommended at 21 airports in the two nonprecision categories to help achieve the desired minimums.
Overall, the existing instrument approach procedure meets the instrument approach capability objective of the plan at 26 SASP airports. A new or improved instrument approach procedure is recommended at a total of 72 SASP airports. The combined system of existing and recom mended navigational landing aids is shown on the following map.
lll The Department of Transportation will continue its commitment to maintain and replace exist ing NAVAlDS at Wisconsin SASP airports. The Department will also continue to review spon sor requests for NDB facilities until the FAA's LORAN-C program is fully operational.
Existing and Recommended Navigational Aids Serving Wisconsin (2000)
MINNEAPOLIS' ^ ST. PAUL A ■
LEGEND EXISTING REC OMMENDED ♦ LS o ■ LOC (SDF) a RNAV * VOR/DME • VOR o • • NDB LORAN-C 0 LOCAL ALTIMETER X (♦ESTABLISH published instrument APPROACH PROCEDURE OFF EXISTING VOR)
lV Improvement Costs
The total estimated facilities and land interest cost for the recommended NAVAlD improve ments in this plan is $22,485,000 (in 1 990 dollars) or an average of $2,248,500 per year be tween 1991 and 2000.
The estimated costs include installation, facilities, and land interest. Estimates for land inter est costs include acreage, relocation and runway improvements or other site enhancements necessary for the installation of the recommended NAVAlD. ln some instances land is re quired to protect the existing instrument approach. These estimates do not include any site preparation costs.
There are minimal state and local costs (primarily land interest costs) associated with the es tablishment of a nonprecision LORAN-C instrument approach procedure or a VOR instrument approach procedure using an existing VOR facility.
Funding
The Wisconsin Department of Transportation is statutorily charged with providing financial and technical assistance to local airport sponsors in the development of a system of airports in the state. Wisconsin law also vests the Department of Transportation with the responsibility of approving all improvement projects for which federal funds are to be used and channeling those funds to local airport projects.
The Department of Transportation has also been granted the authority to use state funds for the installation of air navigation facilities by Wisconsin Statute 1 14.35 (2). "Air navigation facility" is defined in Wis. Stat. 1 14.002 (6) as any facility, other than one owned and operated by the federal government, used in, available for use in, or designed for use in the aid for air navigation.
The implementation of the navigational landing aid improvements recommended in this plan are dependent on the availability of funds from the federal government, state government, and the airport sponsor.
Federal funds to assist airport sponsors in financing eligible improvements may be available under the FAA Airport lmprovement Program (AlP). The AlP is funded through a national aviation user trust fund for the purpose of improving the nations aviation infrastructure. Federal grants through the AlP can be applied for up to 90 percent of the cost for engineering, acquisition, and establishment of the recommended improvements. State funds are available to cover half of the remaining costs.
State funds are available for joint state and local airport sponsor projects for NAVAlD improve ments. For projects involving the establishment of navigational aids, the state provides up to 80 percent of the total cost.
V Prioritization
Given the fact that airport improvement funds fall short of needs, it is imperative to prioritize the available funds to finance the recommended NAVAlD improvements which will provide the greatest system-wide benefits.
The prioritization of the recommended improvements in this plan is based on sponsor interest and support as well as the airport project priority system used in the Department's Six- Year Airport lmprovement Program. This system is used to rank the recommended navigational aid improvement projects by applying factors which, when used in combination with each other, provide a quantifiable measure of the relative importance of the improvements in terms of overall statewide interest.
The basic priority determination system consists of four categories of evaluation factors: air port usage, sponsor responsibility, work essentiality, and other relevant factors. Each naviga tional aid improvement will be evaluated against each of these categories and given a point value up to the maximum of the category.
Conclusion
The Wisconsin Navigational Aids System Plan: 2000 represents the culmination of many months of careful analysis, review, and discussion. The document will serve as a guideline for the establishment of a statewide system of air navigation aids designed to improve the utility and safety of Wisconsin's airports. The recommendations in this plan are designed to directly benefit the users of Wisconsin's aviation system as well as move Wisconsin's economy forward into the 21st century.
Vl Introduction
Whether it be by commercial or general aviation, air accessibility plays an increasingly vital role in the conduct of day-to-day business throughout the state. An improved statewide sys tem of navigational and visual landing aids enhances safety and provides for continuous all weather access to communities throughout Wisconsin.
Air transportation directly supports the economic development of Wisconsin. Ciities and coun ties benefit directly and indirectly through jobs, tourism dollars and the relocation or growth of small or medium-sized industries which rely on convenient, all weather access to airways for business travel and to serve distant markets. An accessible and efficient air transportation sys tem improves the competitive posture of Wisconsin business.
Limiting the number of times an airport is not usable and reducing the diversion of trips to more distant airports under extreme weather conditions, increases an airport's utility to the business community, as well as other users. Consequently, the local airport becomes a greater economic asset to the community and the entire state.
The primary goal of the Wisconsin Navigational Aids System Plan: 2000 is to establish a statewide system plan for continuous, all-weather access to communities throughout the state. The plan establishes a system of navigational landing aids to meet the needs of the users of the Wisconsin aviation system through the year 2000 and beyond.
This goal is achieved through the recommendation of new or improved: (l) Precision instrument approach procedures at selected SASP airports, and (2) Non-precision in strument approach procedures at all State Airport System Plan (SASP) airports. The final recommendations of this plan are based on forecasted annual instrument approach levels, the functional role of the airport, and the financial ability of the federal government, the state, and airport sponsor to implement the final recommended improvements.
The Wisconsin Navigational Aids System Plan: 2000 contains several important elements. These include:
+ An overview and evaluation of current and future navigational and visual landing aid technology.
An inventory of the location, ownership, and type of existing navigational and visual landing aids installed at Wisconsin system plan airports.
The development of objective instrument approach capability categories and forecasts of annual instrument approaches (AlA) at Wisconsin SASP airports.
1 *- The development of critical ranges for the objective instrument approach capability categories based on forecasted AlA's and the functional role of the airport.
*- An analysis of the present best instrument approach capability at SASP airport facilities in comparison with the instrument approach capability objectives for SASP airports.
Based on the analysis of the present best instrument approach capability versus the objective instrument approach capability, the navigational and landing system plan recommends new or improved NAVAlD installations or standard instrument approach procedures (SlAPs) to achieve the objective instrument approach capability. The final NAVAlD facility requirements portion of the plan includes the following features:
*- A discussion of federal and state funding options for the recommended navigational landing aid improvements.
*- A prioritization of navigational landing aid improvements and estimated facility and land interest costs.
The analysis of statewide navigational and visual aids needs uses a number of acronyms in the discussion of the system plan. lnitial identification of each acronym is provided in the text. ln addition, Appendix A includes a listing of all the acronyms used throughout the plan.
2 Section 1 - Technology Evaluation
Navigational Aids
Various types of electronic navigational aids (NAVAlDS) are provided in Wisconsin and each serves a unique purpose in the air transportation system. Navigational aids in Wisconsin, as in most other states, have primarily been installed by the Federal Aviation Administration (FAA) based on the criteria established by the FAA in the National Airway Planning Standard Number One. Navigational aids installed by the FAA are generally operated and maintained by the federal government. The FAA has the statutory authority to establish, operate, and maintain air navigation facilities in the United States, and to prescribe standards for the opera tion of any air navigation aids that are used by both civil and military aircraft for instrument flight in federally controlled airspace. Other owners and operators of navigational aids include the military services, private organizations, local airport sponsors, and state agencies.
Enroute NAVAIDS Certain NAVAlDS are primarily used for enroute navigation and presently require a ground station to transmit or receive radio signals. These ground stations can be located on or off an airport.
The following discussion describes some of the current enroute NAVAlDS in use in Wisconsin today. These various types of NAVAlDS include:
+ Nondirectional radio beacons (NDB) are low, medium or ultra-high frequency radio beacons that transmit nondirectional radio signals. These signals can be used by a pilot of properly equipped aircraft to determine and display a bearing to any radio sta tion within its frequency and sensitivity range. These facilities normally operate on fre quencies between 1 90 and 1 750KHz or 275 to 287MHz and transmit a continuous carrier keyed to provide identification except during voice transmission.
Very high frequency omnidirectional range beacons (VOR) are a system of stations that transmit signals in all directions. A VOR station transmits signals called radials outward in all directions and each of these signals can be considered a course or route. An airborne VOR receiver in an aircraft can be used to detect these signals in dicating on which radial an aircraft is located, thus enabling a pilot to follow a radial to or from a VOR. The VOR transmitter stations are used to establish the network of federal airways across the United States.
*- Distance measuring equipment (DME) is an aid that allows properly equipped aircraft to send a signal to most DME equipped VOR stations to measure the slant-range dis tance of the aircraft to the station in nautical miles. Paired pulses at specific spacing
3 are sent out from the aircraft and are received at the ground station. The ground sta tion then transmits paired pulses back to the aircraft at the same pulse spacing but on a different frequency. The time required for the round trip of this signal exchange is measured in the airborne DME unit and is translated into distance in nautical miles, ground speed, and time from the aircraft to the ground station.
+ Tactical air navigation (TACAN) is an ultra-high frequency electronic navigational aid which provides suitably equipped aircraft with continuous directional and distance in formation to a TACAN station. This system serves the same purpose as VOR/DME facilities, but was developed for the peculiarities of military operations.
*. A VORTAC facility is a navigational aid consisting of two components, VOR and TACAN. A VORTAC facility provides three individual services: VOR azimuth, TACAN azimuth, and DME. Although consisting of more than one component, incorporating more than one operational facility, and using more than one antenna system, a VOR TAC is considered to be a unified navigational aid. Both components of a VORTAC are operating simultaneously and providing all three services at all times.
Area navigation (RNAV) is an airborne navigational system that electronically relo cates a VOR/DME to facilitate straight line navigation. The RNAV units are located in the aircraft.
Terminal NAVAIDS
Other navigational aids are primarily used for terminal navigation, including the landing of aircraft, especially during lFR (instrument flight rules) conditions. The various types of terminal NAVAlDS include:
+ The localizer (LOC) provides precise course guidance and is one component of an lLS (lnstrument Landing System). The localizer signal is used by the pilot to establish and maintain the aircraft's horizontal direction until visual contact with the runway. The localizer transmitter operates on one of 40 lLS channels.
* The glide slope (GS) provides precise vertical guidance and is the lLS component which differentiates the precision from the nonprecision approach. The glide slope signal is used by the pilot to establish and maintain the aircraft's descent rate until visual contact is made with the runway.
The simplified directional facility (SDF) provides a final course which is similar to that of the lLS localizer. lt does not provide glide slope information. For the pilot, the ap proach techniques and procedures used in the performance of an SDF instrument ap proach are essentially identical to those used in executing a standard localizer
4 approach except that the SDF course may not be aligned with the runway and the course may be wider, resulting in less precision.
lLS is an instrument landing system that is designed to provide an approach path for precise horizontal and vertical alignment of an aircraft on the final approach to a run way. A complete precision lLS consists of a localizer and glide slope for guidance in formation, outer and middle marker beacons for range information, and appropriate approach lights and runway lights for visual information. At many general aviation air ports, an lLS is installed incrementally. Without a glide slope transmitter, an lLS is considered to be a non-precision landing aid. There are three levels of lLS precision, (Category l, ll, lll) based upon the minimum decision height and runway visual range as authorized by the FAA. A Category lll lLS is the most precise instrument landing system.
A microwave landing system (MLS) is a precision instrument landing system operat ing in the microwave spectrum. MLS provides lateral and vertical guidance to ap propriately equipped aircraft, much in the same manner as a conventional lLS. lt integrates azimuth, elevation angle guidance, and range information to provide precise aircraft positioning. The MLS system overcomes many of the limitations of the conventional lLS. The advantages of MLS include the ability of aircraft to use more than a single glide path, two segment approaches and curved approach routes. MLS also provides 200 frequency channels, overcomes transmission interference from objects surrounding the approach path and has greater immunity to siting and terrain irregularities. The most significant advantages of an MLS are the increased capacity to handle arriving aircraft and the potential reduction in aircraft noise. Reduc tion in noise levels are possible since aircraft can be kept at higher altitudes before beginning their final descent to the airport, or can follow curved approach paths that are not directly over densely developed residential areas.
Airport surveillance radar (ASR) is designed to provide coverage in the general vicinity of an airport. ASR facilities serve as an expeditious means of handling ter minal-area traffic through observation of aircraft locations on a radarscope. The ASR can also be used as an instrument approach aid.
Visual Landing Aids
The use of airport lighting aids provides important visual identification to the pilot of an aircraft landing at night or during periods of reduced visibility. These lighting aids can also be con sidered navigational aids. The different operational requirements at each individual airport will dictate the need, sophistication, and configuration of each type of lighting aid installation. The various types of visual landing aids currently in use include the following:
5 *- Runway Lights are lights stationed either adjacent to or on the centerline of the physi cal landing surfaces to aid pilots in identifying the landing surface during periods of darkness. Runway light installations include: high intensity runway edge lights (HlRL), medium intensity runway edge lights (MlRL), low intensity runway edge lights (LlRL), and centerline lights. HlRL or MlRL are required for lLS precision ap proaches.
* The lead-in light facility (LDlN) consists of a series of at least three flashing light units installed at or near ground level to define the desired course to an approach lighting system or to a runway threshold. Each LDlN is unique and designed to overcome specific problems due to hazardous terrain, obstructions, noise sensitive areas, or other conditions. The system may be curved, straight, or in some combination of the two.
* Runway end indentifier lights (RElLS) are unidirectional flashing lights providing rapid and positive identification of the approach end of a runway. The RElL installa tion consists of two synchronized flashing lights, one on each side of the runway threshold, facing the approach area.
An Approach Lighting System (ALS) is a configuration of signal lights symmetrically dispersed about the extended runway centerline. lt begins at the runway threshold and projects outward in the direction of the approaching aircraft. An ALS augments the electronic aids. The FAA recommends a variety ALS lighting configurations to meet different operational requirements. The ALS configurations described below are designed to meet the visual requirements for precision and non-precision approaches.
ALSF-2 is a high intensity ALS with sequenced flashing lights. lt is required for lLS Category ll and Category lll precision approaches. MALS is a medium intensity ap proach lighting system installed at airports to permit non-precision and visual ap proaches during periods of darkness. The MALS is 1 ,400 feet in length. The MALSR is a medium intensity approach lighting system with runway alignment indicator lights (RAlLS). lt is an economy ALS system approved for lLS Category 1 precision ap proaches with descent height as low as 200 feet.
*■ The omnidirectional approach lighting system (ODALS) consists of seven capacitor discharge lights. Five of the seven ODALS lights are sequence flashing omnidirec tional lights located on the runway centerline. The other two lights are located on each side in line with the runway threshold at a distance of 45 or 75 feet from the run way edge. ODALS may be installed on runways with non-precision approach proce dures and on other runways that are difficult to identify due to an excessive number of lights in the area.
6 Visual approach descent indicator (VADl) systems consist of devices located along the runway to provide pilots with visual guidance to establish a safe descent path to the runway. They are primarily intended for use during day or night visual flying rules (VFR) weather conditions. There are currently three types of approved systems: The precision approach path indicator (PAPl), pulsating visual approach slope indicator (PLASl), and visual approach slope indicator (VASl).
PAPl consists of a linear row of lights along the runway which provide pilots with a precision guided approach to the runway. PLASl consists of a pulsating light-emitting box along side of the runway and VASl consists of a series of boxes (2-1 6) located along the side of the runway that provide a visual light path guidance to the runway.
*- Airport rotating beacons project two beams of light spaced 1 80 degrees apart to indi cate the location of an airport. Alternating white and green flashes identify a lighted civil airport. White flashes identify an unlighted civil airport.
The Future of Aeronautical Navigational Aids
An essential component of this Plan is the evaluation of the utilization of existing and future navigational aids by the year 2000. ln general, it is expected that the future scenario will be a trend toward less diversity in navigational aids. NDB and VOR equipment will continue to be popular NAVAlDS for the establishment of nonprecision instrument approaches through the 1990s. However, instrument approaches based on NDB and VOR facilities are expected to be replaced in time by the use of LORAN-C. Precision instrument approach facilities will continue to emphasize the conventional lLS and later the microwave landing system (MLS). The MLS, combined with the global positioning system (GPS) is expected to form the basis for naviga tion and precision instrument approaches into the next century.
NDB Growth in NDB requirements is primarily non-federal and is unpredictable. Presently, the FAA operates over 700 NDB's nationally. ln addition there are approximately 800 non-federally- operated aeronautical beacons across the country. During the next ten years FAA expendi tures for NDB's are planned to be limited to the replacement of deteriorated components, modernization of selected facilities, and the occasional establishment or relocation of an NDB used for lLS transition. Aeronautical non-directional radio beacons serve the aviation com munity with low-cost navigation and are expected to remain part of the navigational aids sys tems mix into the next century.
VOR, VOR/DME
VOR, VOR/DME forms the basis of a safe, adequate, and trusted international air navigation al system, and there is a large investment in ground equipment and avionics by the FAA and the user. Only a small increase in the number of transmitting stations is projected over the
7 next decade in the United States. These new stations will meet the requirements for new air ports and new airways.
Approximately 80 percent of general aviation aircraft are equipped with at least one VOR receiver and over 50 percent of the aircraft have two or more VOR receivers. All air carrier aircraft depend on it for bearing information. A substantial increase in the general aviation user category is anticipated with the continuing growth of the number of aircraft being operated in U.S. airspace and the accompanying decreasing equipment cost.
VOR/DME supports the current airways structure which is the basis for air traffic control proce dures and operations. At present, no system has been identified by the FAA as a replace ment. However, LORAN-C has been certified as a supplement to VOR/DME in specific areas. The VOR/DME system is protected by international agreement until 1995 and is expected to remain in service into the next century. lf an alternate system such as GPS or LORAN-C should prove acceptable to the international aviation community as a replacement to VOR/DME, full implementation would not start until the late 1990s. ln addition, it would require a substantial period beyond that before a phase-out of VOR/DME could be accomplished.
LORAN-C LORAN is an acronym for Long Range Navigation, which is an electronic means of estab lishing your position relative to three or more antennas transmitting a low-frequency radio sig nal from points as far as 1 ,000 miles. LORAN was developed for marine use during World War ll and is now a standard navigation system for ships, yachts and fishing boats. LORAN-C (the current generation of LORAN) is based on stations transmitting synchronized pulse sig nals at a common repetition rate. A LORAN-C receiver measures the time difference between sets of stations to establish a position, asssuring that a pilot is on a desired course.
Because of the original orientation of the LORAN system toward large, navigable bodies of water, the present installation leaves uncovered a large area of the central plains from the Dakotas to Texas, with some adjacent portions of New Mexico, Oklahoma, lowa and Min nesota. Congress has appropriated funds for the installation of four new transmitters to bridge this "mid-continent gap" and a coast-to-coast LORAN navigation system is expected to be in use by the early 1990s. The northern coverage will link up with Canadian LORAN, affording continuous LORAN navigation overland to Alaska as well.
ln February 1990 the FAA completed the LORAN-C Early lmplementation Program. The results of the evaluation indicated that LORAN-C may be authorized to establish nonprecision instrument approaches and eventually be incorporated as a supplemental navigational aid to GPS. LORAN-C has the potential to serve as the primary cost-effective method to provide nonprecision instrument approaches to airports that currently lack instrument approach capability. Under the FAA Airway Facilities Division portion of the LORAN-C program, installa tion of approximately 196 monitor receivers (34 in the Great Lakes region) at selected FAA VORTAC facilities will be accomplished to permit the establishment of standard instrument ap
8 proach procedures at airports within a specific radius of a monitor receiver (approximately 90 miles). These monitor units will assure continuous acceptability of the LORAN-C signals. The FAA is currently evaluating the first 500 requests for LORAN-C SlAPs (10 from each state) and expects to begin publication of these approaches in late 1 991 .
For the purposes of this Plan, the use of LORAN-C to provide a nonprecision instrument ap proach is recommended at Wisconsin SASP airports that currently do not have a published in strument approach. A LORAN-C nonprecision instrument approach may also be appropriate at selected Wisconsin airports as a method of achieving the desired instrument approach capability and minimums where an NDB or VOR is currently being used (Section 3). lt is recommended that the availability of NDB and VOR instrument approaches in Wisconsin con tinue to be maintained until lFR-certified LORAN-C receivers are in common usage in general aviation aircraft. The continued availability of the NDB or VOR instrument approach also provides a back-up instrument approach capability in the event that LORAN-C signal transmis sions are interrupted.
The LORAN-C system is expected to continue in operation for the forseeable future. This es timate is based on the adoption and use of this system by a very large user population, and the absence of any near term prospect for its replacement.
AWOS The concept of an automated weather observing system (AWOS) was developed nearly 27 years ago but only recently made an operational debut. ln 1960, the FAA first outlined the theoretical concept of a system that would provide virtually instantaneous weather observa tions. However, the FAA did not certify the first AWOS equipment until 1 987.
The AWOS is a weather observing system that performs without human intervention, generat ing a complete weather report each minute of every hour for 24 hours a day. The typical AWOS unit is comprised of several sensors for reading various wind, temperature, barometric pressure and cloud conditions. This weather data is then formatted and transmitted by a variety of communication systems. Reports can be voice-synthesized and transmitted by radio. lnformation can also travel over land lines or via satellite uplinks to the National Weather Service for dissemination and utilization in weather forecasting. This data can be in tercepted by pilots in the air from a VOR, Localizer, NDB, or dedicated frequency channel. Other users on the ground may access AWOS information by telephone, personal computer, or by monitoring an appropriate NAVAlD or dedicated frequency channel.
The primary need for AWOS is based on the fact that as distance increases between an air port and the weather station serving it, the reliability of the weather information provided deteriorates. This has a direct effect on the minimum descent altitude (the lowest descent al titude allowed before making visual contact with the runway) allowed by FAA regulations. The minimums penalty, given less reliable weather information, represents a usage constraint for the airport. Planned Wisconsin AWOS facilities are used in this Plan to reduce the minimums
9 penalty by establishing a local altimeter setting at selected SASP airports as a method to achieve the objective minimum decent altitude (see Section 3). The Wisconsin Navigational Aids System Plan: 2000 incorporates the recommendations and prioritization schedule established in the 1 989 Wisconsin AWOS System Plan. A brief discussion of the Wisconsin AWOS System Plan benefits, criteria and prioritization is presented in Appendix B.
ILS lLS is the standard precision instrument landing system in the U.S. and the international stand ard for aircraft operating under lFR conditions. Since its introduction in the 1940's, it has been installed in steadily growing numbers throughout the world. ln 1989 there were 758 lLS in the United States.
Federal regulations require U.S. air carrier aircraft to be equipped with lLS avionics. lt is also extensively used by general aviation aircraft. Part of its attractiveness to aircraft owners lies in the economy of avionics costs. Since the lLS localizers and VOR stations operate in the same frequency band, common receivers are used. Based on a 1 986 User Base Expansion survey, the number of civil aircraft equipped with lLS is estimated to be 149,000. This number is expected to increase until MLS (Microwave Landing System) is fully deployed. lLS is cur rently protected by international agreement through at least 1998. lLS will be replaced in the future by MLS.
MLS lncorporating recent technology, the Microwave Landing System will supplement and even tually replace the conventional lLS as the standard landing system in national and internation al civil aviation. MLS is a joint development of the U.S. Department of Transportation, Department of Defense, and NASA under FAA management. lts purpose is to provide a civil/military, federal/non-federal standardized approach and landing system with improved performance compared with existing landing systems.
MLS has fewer siting problems than lLS, offers higher accuracy and greater flexibility, permit ting precision approach service to be provided at a greater number of airports.
The MLS transition plan ensures duplicate lLS and MLS facilities where needed to protect cur rent users of lLS. Nationwide implementation of MLS will be dependent on the FAA's ability to establish and fully utilize the capability of MLS technology. Once implemented, MLS is ex pected to operate beyond the year 2025.
GPS The global positioning system is a space-based navigation system which has the capability to provide highly accurate three-dimensional position, velocity, and time to an infinite number of equipped users anywhere on or near the earth. The GPS constellation of satellites is scheduled to be fully operational in 1992.
10 The typical GPS integrated system will provide position, velocity, time, altitude, groundspeed and ground track error, heading, and variation. GPS also provides a constant monitoring of system status and accuracy, and the built-in test circuitry provides self-tests which diagnose most system failures.
The Air Force is currently making provisions to equip new aircraft with GPS receivers and retrofit those aircraft already in service. By 1 997, GPS is expected to be standard equipment in almost all Air Force aircraft and will become its primary en route navigation and non- precision approach aid. lnitial civil aircraft use will probably be as a supplementary system for en route domestic and foreign operations. For the purposes of this analysis, GPS is assumed to not be available for civil aviation use until after the planning horizon of this plan.
11
Section 2 - Existing System of Navigational and
Visual Landing Aids in Wisconsin
This section reviews the extent and form of ownership of navigational and visual landing aids installations which serve the 98 existing Wisconsin State Airport System Plan airports. ln total, the Wisconsin aviation system includes 1 1 5 enroute and terminal NAVAlDS and 41 2 visual landing aids. The system of navigational aids includes 24 VOR installations (1 8 with DME), 32 precision instrument landing systems (lLS/LOC/SDF), and 59 NDB facilities. Wisconsin's transport and primary commercial service airports have the widest variety of NAVAlDS and visual landing aids. Table 1 provides an inventory of FAA-owned NAVAlDS in Wisconsin, listing the type of NAVAlD and the corresponding NAVAlD identification.
Local ownership and maintenance of nonprecision NAVAlDS and visual landing aids is more common at the utility classification of airports. Table 2 inventories the Wisconsin NAVAlDS that are non-FAA owned, listing the NAVAlD type, the NAVAlD identification, and the owner of each NAVAlD. The maintenance responsibilities for Wisconsin's NAVAlD and visual land ing aid installations are either generally assumed by the owning governmental agency (FAA, state, county or municipality), assigned to the fixed base operator, or contracted to licensed firms or individuals.
Navigational aids that serve Wisconsin airports but are located outside of Wisconsin are listed in Table 3. Wisconsin is presently served by 26 NAVAlDS located in the adjacent states of lllinois, lowa, Michigan, and Minnesota.
Wisconsin airports with published standard instrument approach procedures are listed in Table 4. There are a total of 72 airports in Wisconsin (including military facilities and non-sys tem plan airports) with published standard instrument approach procedures. As of November 1990 the number of published precision, non-precision and circling instrument approaches in the state totaled 1 77. The location of Wisconsin airports with published standard instrument approaches is presented in Fig. 1 .
The location and type of visual landing aids at airports throughout Wisconsin is summarized in Table 5. Visual landing aids at SASP airports include 84 rotating beacons, 43 LlRL, 72 MlRL, 25 HlRL, 78 RElL, 1 ODALS, 2 MALS, 16 MALSR, 78 VASl and 8 PAPl. The location of visual landing aids in Wisconsin is presented in Figure 2. ln addition, Mitchell lnternational in Milwaukee includes 1 simplified short approach lighting system (SSALR), 1 runway touch down zone and centerline system (TDZ/CL), 1 ALS-1, and 1 LDlN. Door County Cherryland airport in Sturgeon Bay also includes 1 LDlN installation.
12 TABLE 1: FAA OWNED NAVIGATIONAL AIDS
ClTY AlRPORT NAME NAVAlD l/D Appieton Outagamie County lLS l-ATW NDB * AT Baraboo Baraboo-Wisconsin Dells VORTAC** DLL Eau Claire Eau Claire County lLS l-EAU VORTAC EAU NDB * EA Green Bay Austin Straubel Field lLS l-GRB lLS l-SGZ VORTAC** GRB NDB * GR NDB ' SG Hayward Hayward Municipal VOR/DME HYR Janesville Rock County lLS l-JVL VORTAC** JVL Kenosha Kenosha Municipal VOR ENW La Crosse La Crosse Municipal lLS l-LSE VOR/DME LSE NDB* LS Lone Rock Tri-County Regional VORTAC** LNR Madison Dane County Regional lLS l-MSN lLS l-DSZ VOR/DME MSN NDB * MS Manitowoc Manitowoc County lLS l-MTW VOR/DME MTW Milwaukee Mitchell lnternational lLS l-MKE lLS l-GMF lLS l-BLY LOC l-PXY NDB * BL NDB * GM NDB * MK Milwaukee Timmerman VOR/DME UT LOC l-MWC Mosinee Central Wisconsin lLS l-CWA Oshkosh Wittman Regional Airport lLS l-OSH VORTAC OSH NDB * OS Racine John H. Batten Field lLS l-RAC VOR HRK NDB* RA Rhinelander Rhinelander-Oneida County lLS l-RHl VORTAC RHl Sheboygan Falls Sheboygan County Memorial VOR FAH Siren Burnett County VORTAC RZN Stevens Point Stevens Point Municipal VORTAC STE Waukesha NAVAlD only (Badger) VORTAC BAE Waukesha Waukesha County LOC SKC Wausau Wausau Municipal VORTAC"* AUW West Bend West Bend Municipal VOR LLE
(* Denotes NDB Outer Marker, ** Denotes VOR not located on field)
13 TABLE 2: WISCONSIN NON-FAA OWNED NAVIGATIONAL AIDS
ClTY AlRPORT NAME NAVAlD VD OWNER
Amery Amery Municipal NDB AHH Sponsor Antigo Langlade County NDB AlG Sponsor Appleton Outagamie County lLS/DME AQZ Sponsor NDB FXV Sponsor Ashland J.F.K. Memorial VOR/DME ASX Sponsor NDB ENY Sponsor Black River Falls Black River Falls Area NDB BCK Sponsor Burlington Burlington Municipal VOR BUU Sponsor Cable Cable Union NDB SLY Sponsor Camp Douglas Volk Field lLS State of Wl TACAN State of Wl NDB State of Wl Clintonville Clintonville Municipal NDB CLl Sponsor Cumberland Cumberland Municipal NDB UBE Sponsor Delavan Lake Lawn NDB LVV Sponsor Eagle River Eagle River Union NDB EGV Sponsor Fond du Lac Fond du Lac County NDB FLD Sponsor SDF FLD Sponsor Hartford Hartford Municipal NDB HXF Sponsor Hayward Hayward Municipal NDB SLY Sponsor Juneau Dodge County NDB UNV Sponsor Kenosha Kenosha Municipal lLS l-ENW Sponsor NDB * EN Sponsor Ladysmith Rusk County NDB RCX Sponsor Land 0' Lakes Kings Land 0' Lakes NDB LNL Sponsor Marshfield Marshfield Municipal NDB MFl Sponsor NDB * DU Sponsor SDF DUS Sponsor Medford Taylor County NDB MDZ Sponsor Merrill Merrill Municipal NDB RRL Sponsor Mineral Point lowa County NDB MRJ Sponsor Minocqua Noble F. Lee Memorial NDB ARV Sponsor NDB RUF Sponsor Mosinee Central Wisconsin NDB HWS Sponsor Neillsville Neillsville Municipal NDB VlQ Sponsor New Richmond New Richmond Municipal NDB RNH Sponsor Oconto Oconto Municipal NDB OCQ Sponsor Osceola LO. Simenstad Municipal NDB OEO Sponsor Park Falls Park Falls Municipal NDB PKF Sponsor Phillips Price County NDB PBH Sponsor Platteville Grant County NDB PVB Sponsor Rice Lake Rice Lake Municipal VOR lKl Sponsor NDB RlE Sponsor Sheboygan Falls Sheboygan County Memorial lLS l-HEV Sponsor NDB * HE Sponsor Shell Lake Shell Lake Municipal NDB SSQ Sponsor Siren Burnett County NDB BXR Sponsor Solon Springs Solon Springs NDB OLG Sponsor
14 TABLE 2: WISCONSIN NON-FAA OWNED NAVIGATIONAL AIDS (cont'd)
ClTY AlRPORT NAME NAVA1D l/D SPONSOR
Sparta Fort McCoy NDB CMY Department of Defense Sturgeon Bay Door County Cherryland NDB SUE Sponsor NDB * ll Sponsor SDF lll Sponsor Superior Bong Field NDB suw Sponsor Watertown Watertown Municipal NDB RYV Sponsor Waukesha Waukesha County NDB UES Sponsor Waupaca Waupaca Municipal NDB PCZ Sponsor West Bend West Bend Municipal NDB LLE Sponsor LOC ETB Sponsor Wisconsin Rapids Alexander Field NDB lSW Sponsor NDB ' EK Sponsor SDF EKP Sponsor
(* Denotes NDB outer marker)
15 TABLE 3: NAVIGATIONAL AIDS SERVING WISCONSIN
ClTY AlRPORT NAME NAVAlD l/D
Dubuque, lA Dubuque Municipal lLS/DME l-DBQ VORTAC DBQ NDB DB
Waukon, lA NAVAlD only VOR UKN
Rockford, lL Rockford/Greater Rockford lLS/DME l-RFD VORTAC RFD NDB RF
lron Mountain, Ml Ford Airport lLS l-lMT VOR lMT
lronwood, Ml Gogebic County lLS l-lWD VOR lWD
Marinette, Wl/ Twin County lLS l-TNQ Menominee, Ml VOR/DME MNM NDB TN
Duluth, MN Duluth lnternational lLS l-DLH lLS l-JUD VORTAC DLH NDB DL
Minneapolis, MN Minneapolis-St. Paul lLS l-APL lnternational lLS l-PJL lLS l-HKZ lLS l-SlJ lLS l-MSP NDB MS
Nodine, MN NAVAlD only VORTAC ODl
Red Wing, MN Red Wing Municipal NDB RGK
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IdVd 3"niA3IT»3d 4^s»i iN»A3ianis J^t M© 9 *** M 313IAS3N»r ♦m ▲ NOIOM3MIB© ©r* 62 Section 3 - Planning Criteria and Recommendations Planning Criteria Objectives and Criteria The primary goal of this plan, to provide continuous all weather access to communities throughout the state, is achieved through the following objectives and sets of criteria: *- The establishment of precision instrument approaches to all SASP airports classified as Commercial Service, Transport, and Reliever, as well as Utility airports that meet the forecasted annual instrument approach criteria defined in Table 6. *- The establishment of nonprecision instrument approaches to ALL other SASP air ports through the use of LORAN-C or other means to meet the nonprecision instru ment approach objectives and criteria as defined in Table 6. Where warranted, planned AWOS facilities and new local altimeter installations are recommended as methods to further reduce minimums in each nonprecision category. The instrument approach capability objectives and forecasted annual instrument approach thresholds used to evaluate Wisconsin SASP airports for NAVAlD improvements are pre sented below in Table 6. The table defines three instrument approach capability objectives in terms of a desired minimum descent altitude (feet) and visibility (statute miles): 1) Precision, 200' and 1/2 mile visibility; 2) Nonprecision, 500' and 1 mile visibility; and 3) Nonprecision 700' and 1 mile visibility. Forecasted annual instrument approach thresholds which correspond to each instrument ap proach capability objective are also established in Table 6. These three AlA thresholds are based on the distribution of forecasted annual instrument approaches within each airport clas sification. SASP airports may qualify for the next higher instrument approach capability objective if the required annual instrument approaches can be documented by the airport sponsor. 30 Table 6: Instrument Approach Capability Objectives for Wisconsin SASP Airports AlRPORT CLASSIFlCATlON OBJECTlVE lNSTRUMENT APPROACH CAPABlLlTY Commercial Service Transport Precision R©li6v©r 200' - 1/2 Mile Utility (AlA>500) Nonprecision Utility (250 Nonprecision Utility (0 AlA = Annual lnstrument Approaches Forecasts of Annual Instrument Approaches For purposes of the Wisconsin Navigational Aids System Plan: 2000, forecasts of annual instrument approach activity were developed for each SASP airport for the year 2000. Studies conducted for the FAA have shown that the reporting of instrument approaches ap pears to be erratic and understated, particularly at nontowered airports. This leaves questions concerning the validity of historical reported data. One key issue focuses on whether to count an approach when the pilot cancels his instrument flight plan in the air. Also, instrument ap proaches are counted manually and only during marginal weather conditions. Therefore, an accurate count is difficult since this corresponds to the periods when the controller has the most difficult traffic handling situation. The methodology utilized in the development of the annual instrument approach forecasts for this plan was based on a model prepared for the Federal Aviation Administration (Native American Consultants, lnc., An lmproved Forecast Model for Annual lnstrument Approaches, August 28, 1978). The procedure yields forecasts of annual instrument approaches which bet ter reflect actual activity levels and support the contention that there is under- reporting of such 31 activity, particularly at nontowered airports. The model takes into consideration the propensity to travel in marginal weather by different types of user (air carrier, air taxi, general aviation and military) and weather characteristics in different parts of the United States. Flying patterns of each type of user, while distinct from one another, are assumed to be consistent within a specific geographic area. The model develops a set of estimating ratios by geographic area which can be used to develop instrument operations from itinerant operations by type of user. Finally, the model estimates another set of ratios to relate instrument approaches to instru ment operations by type of user. Application of this methodology resulted in forecasts of annual instrument approaches for each SASP airport for the years 2000 and 2010. The year 2000 was selected as the key forecast year for this plan. This year corresponds to the SASP recommended short range clas sification which was used to determine the functional role of each SASP facility. Annual instru ment approach forecasts for the year 2000 are included later in this section in Tables 7, 8, and 9. Recommendations Enroute and Terminal NAVAIDS The combination of forecasted annual instrument approaches for the year 2000 and SASP recommended short range airport classification form the basis for the identification of an instru ment approach capability objective for each system plan airport. Table 7, Table 8, and Table 9 present the recommended NAVAlD improvement for each SASP airport based on a review of the present best instrument approach procedure at the facility (lAP with the lowest minimums) versus the airport's instrument approach capability objective (200' - 1/2 mile, 500' - 1 mile, 700' - 1 mile). Wisconsin SASP airports classified as Commercial Service, Transport, and Reliever were evaluated for a full precision, Category 1 lnstrument Landing System (lLS). This navigational landing aid provides a precision instrument approach for use when ceilings are 200 feet and visibility is reduced to 1/2 mile. Also included in this evaluation were Utility airports with forecasted annual instrument approaches of 500 or more by the year 2000. The plan recom mends seven new complete Category 1 lLS with the installation of a glide slope and approach lighting system. Siting constraints precluded the installation of a Category 1 lLS at seven air ports in the Precision 200' - 1/2 mile Objective Category. However, minimums were reduced at these seven airports through the recommendation of other nonprecision navigation landing aid improvements. All other SASP airports classified as Utility airports with forecasted annual instrument ap proaches less than 500 were evaluated for a nonprecision, LORAN-C instrument approaches at 51 airports in the Nonprecision, 500' - 1 mile and 700' - 1 mile objective categories. This provides all Wisconsin SASP airports with a published instrument approach procedure. A 32 local altimeter installation is also recommended at 21 airports in the two nonprecision categories to help achieve the desired minimums. Overall, the existing instrument approach procedure meets the plan objectives at 26 SASP air ports. A new or improved instrument approach procedure is recommended at a total of 72 SASP airports. A summary of the enroute and terminal NAVAlDS recommended by the plan is presented in Table 1 0. The combined system of existing and recommended navigational landing aids is shown in Figure 4. The Department of Transportation will continue its commitment to maintain and replace exist ing NAVAlDS (such as VOR and NDB) at Wisconsin SASP airports. The Department will also continue to review sponsor requests for NDB facilities until the FAA's LORAN-C program is fully operational. The final implementation of the recommended NAVAlD or instrument approach procedure is subject to future federal, state and local funding. Each new NAVAlD or instrument approach procedure is also subject to a detailed airspace and flight standards analysis by FAA. Visual Landing Aids ln addition to enroute and terminal navigational aids, visual landing aids extend an airport's usefulness into periods of darkness and poor visibility. The type of visual landing aids recom mended by this plan is dependent on the overall level of service at each airport as well as the level of sophistication of the aircraft using the airport. 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I a> a n ' b ' b ' b 1 QO 15" O Q K O 1° P is IS z o o to o m UJ < CM CM m i i i i cr |>- CM < » 35 a. i z o 2 .2> Z >• I © £> CO o z tr 5 3 5 3 5 5 5 5 5 o < I z © UJ © T3 T3 s o CO c c Q. © « O c o. © « c © ©_ o o .2 U o 03 o © 3 >; © © ui cr c c T3 2 — .2 H s i o o 2 © * s © © © © « i2 _ 6> CO (0 CO CO a b> <0 (0 c c, c c E E O O Ul—I co ce 3 3 !c !c o o cr cr m E E g" SJ co CO I « § © s < o o co © © © °» E £ > £ < < > > $ 5 $ 1 < < e> cr 5 44 TABLE 10: SUMMARY OF lNSTRUMENT APPROACH CAPABlLlTY RECOMMENDATlONS Number of lAP Capability Evaluation Airports Total Wisconsin SASP airports 98 Total proposed public-use airports 5 Airports with present lAP that meets 26 the lAP capability objective Airports recommended for new or 72 improved lAP capability Distribution of lAP capability improvements: Complete Category l lLS 7 LOC, MALS or LOC & MALS 7 Glide Slope 3 VOR * 2 DME 5 LORAN-C 51 Local Altimeter 21 * lAP off of Existing VOR Facility TABLE 11: RECOMMENDED VlSUAL LANDlNG AlDS lMPROVEMENT STANDARDS NAVAlDS Plan Runway Functional Edge Wind Rotating Role Lighting Cone Beacon RElLS VADl Commercial Service High X X X X Transport High X X X X Reliever High X X X X Utility Medium X X X X 45 ainOu :c uoueoon 10 pepueuiuiooay QIVAVN 8)uaiuav0jdui| (OOOZ) 9fr Figure 4: Existing and Recommended Navigational Aids Serving Wisconsin (2000) MINNEAPOLIS/ | ST. PAUL #i LEGEND EXISTING RECOMMENDED ♦ ILS ° ■ LOC (SDF) 0 RNAV MILWAUKEE - TIMMERMAN ★ VOR/DME * MILWAUKEE-MITCHELL • VOR ° * • NOB RACINE LORAN-C 0 LOCAL ALTIMETER * (♦establish published instrument DUBUOUE APPROACH PROCEDURE OFF EXISTING VOR) ROCKFORD 47 Section 4 - Financing and Prioritizing Recommended Improvements Recommended NAVAID Improvement Costs and Funding Sources Improvement Costs The total estimated facilities and land interest cost for the recommended NAVAlD improve ments in this plan is $22,485,000 (in 1 990 dollars) or an average of $2,248,500 per year be tween 1991 and 2000. The costs of implementing the NAVAlD improvements recommended by this plan are presented in Table 12. The estimated costs include installation, facilities, and land interest. Estimates for land inter est costs include acreage, relocation and runway improvements or other site enhancements necessary for the installation of the recommended NAVAlD. ln some instances land is re quired to protect the existing instrument approach. These estimates do not include any site preparation costs. There are minimal state and local costs (primarily land interest costs) associated with the es tablishment of a nonprecision LORAN-C instrument approach procedure or a VOR instrument approach procedure using an existing VOR facility. Funding Sources The Wisconsin Department of Transportation is statutorily charged with providing financial and technical assistance to local airport sponsors in the development of a system of airports in the state. Wisconsin law also vests the Department with the responsibility of approving all improvement projects for which federal funds are to be used and channeling such funds to local airport projects. The Department of Transportation has also been granted the authority to use state funds for the installation of air navigation facilities by Wisconsin Statute 1 1 4.35 (2). "Air navigation facility" is defined in Wis. Stat. 1 14.002 (6) as any facillity, other than one owned or operated by the federal government, used in, available for use in, or designed for use in the aid for air navigation. The Department's Bureau of Aeronautics administers both federal and state airport improve ment funds. lt acts as agent for the local airport owner in securing federal airport grants. The Bureau ranks improvement requests based on established criteria and submits its recommen dations for federal funding to FAA. The implementation of the navigational and visual landing aid improvements recommended in this plan are dependent on the availability of funds from the federal government, state govern ment, and the airport sponsor. 48 Federal funds to assist airport sponsors in financing eligible improvements may be available under the FAA Airport lmprovement Program (AlP). The AlP is funded through a national avia tion user trust fund for the purpose of improving the nation's aviation infrastructure. Federal grants through the AlP can be applied for up to 90 percent of the cost for engineering, acquisi tion, and establishment of recommended improvements. State funds are then be available to cover half or a portion of the remaining costs. State funds are available for joint state and local airport sponsor projects for NAVAlD improve ment. For projects involving the establishment of navigational aids, the state provides up to 80 percent of the total cost. Prioritization Given the fact that airport improvement funds fall short of needs, it is imperative to prioritize the available funds to finance the recommended navigational and visual landing aid improve ments which will provide the greatest system-wide benefits. The following discussion outlines the evaluation process to be used by the Department of Transportation to program navigation al landing aid improvements. The prioritization of the recommended improvements in this plan is based on sponsor interest and support as well as the airport project priority system used in the Department's Six- Year Airport lmprovement Program. This system is to be used to rank the recommended naviga tional and visual landing aid improvement projects by applying factors which, when used in combination with each other, provide a quantifiable measure of the relative importance of the improvements in terms of overall statewide interest. Once sponsor interest has been expressed, the basic priority determination system consists of four categories of evaluation factors: airport usage, sponsor responsibility, work essen tiality, and other relevant factors. Each navigational landing aid improvement is evaluated against each of these categories and given a point value up to the maximum of the category. A summary of the four categories and the number of points awarded for each are as follows: Airport Usage (25 points maximum). The airport usage category contains factors in tended to give some weight to the intensity of use of an airport. The maximum point value which can be received for this category is of such size that it will not over shadow the other factors, nor will it rank all the recommended improvements at the high-density airports ahead of all low-density airports. The factors evaluated in this category include annual commercial passengers, annual general aviation itinerant usage, annual general aviation local operations, and population within the service area. Sponsor Responsibility (20 points maximum). The sponsor responsibility category is intended to give consideration to the quality of management of the airport facilities 49 once they are constructed. Also, this category recognizes the efforts of the com munity in adopting ordinances and obtaining land interests which protect the facilities from incompatible land uses that could restrict airport operations and future expan sion. The factors evaluated in this category include the adequacy of height limitation zoning, adequacy of land use zoning, adequacy of land interest, and adequacy of maintenance. Work Essentiality (43 points maximum). The work essentiality category ranks the relative importance of the various types of work which can be undertaken at an air port. Work elements are grouped together. These two groups apply specifically to NAVAlD and visual landing aid improvements. Within these groups, points may be deducted based on the number and utility of existing navigational landing aids. 1 . Basic Airport Configuration lmprovements (35 points) - Primary Runway 2. Basic Airport Configuration lmprovements (30 points) - Other landing Area Facilities ln addition, work essentiality point adjustments are made for additional fac tors such as land acquisition, repairs to prevent the loss of facilities, and taxiways. *■ Other Relevant Factors (20 points maximum). The other relevant factors category is subjective in nature. Factors evaluated in this category include: 1 . Statewide significance of NAVAlD improvements to provide for a safe and accessible system of airports. 2. Safety 3. lmprovements needed to maintain or attract industry, commercial, recrea tional, or resource development activities. 4. lmprovements needed to maintain or attract present scheduled commer cial service. 5. NAVAlD improvements that will significantly increase the utility of the air port at a relatively low cost. 6. lndicated federal priority for funding. 50 7. Demonstrated financial commitment by the sponsor. 8. Other identifiable factors. Prioritization of Other Recommended Improvements Since there are minimal state and local costs associated with the establishment of an instru ment approach procedure based on an existing enroute NAVAlD such as a VOR, those facilities which can achieve their instrument approach capability in this manner should initiate the appropriate application procedures at the earliest date possible. ln addition, 51 airports in this plan have been recommended to receive a LORAN-C non- precision instrument approach. The Wisconsin Department of Transportation will work with those airports to pursue the establishment of these approaches following the FAA authoriza tion of the first 1 0 candidates for LORAN-C approaches in Wisconsin. Other SASP airports may also wish to consider establishing a LORAN-C nonprecision approach in the future. 51 TABLE 12: NAVlGATlONAL AlD lMPROVEMENT COSTS (1990 DOLLARS) Facilities Land lnterest Airport Location NAVAlD lmprovement Cost Cost Total Cost Precision 200'- 1/2 mile Objective Brookfield Publish VOR-A $0 $350,000 $350,000 Burlington LOC/MALS and DME $400,000 $0 $400,000 Fond du Lac CAT 1 lLS $500,000 $7,500,000 $8,000,000 Hartford CAT 1 lLS $500,000 $367,000 $867,000 Janesville Publish VOR/DME $0 $200,000 $200,000 RWY 22/** Kenosha DME $75,000 $0 $75,000 Madison (Morey) CAT 1 lLS RWY 9 $500,000 $1,105,000 $1 ,605,000 Marshfield CAT 1 lLS RWY 34 $500,000 $0 $500,000 Minoqua CAT 1 lLS RWY 36 $500,000 $1 ,845,000 $2,345,000 Racine DME $75,000 $0 $75,000 Sheboygan Falls DME $75,000 $0 $75,000 Sparta (Ft. McCoy) Publish LORAN-C $0 $0 $0 Stevens Point CAT 1 lLS $500,000 $60,000 $560,000 Sturgeon Bay LOC $150,000 $0 $150,000 Milwaukee (Timmerman) GSand MALSRWY15L $325,000 Undetermined $325,000 Watertown LOC/MALS and DME $400,000 $0 $400,000 Waukesha GSand MALSRWY10 $325,000 $890,000 $1,215,000 Wausau LOC/MALS $225,000 $0 $225,000 West Bend CAT 1 lLS RWY 24 $500,000 Under Study $500,000 Wisconsin Rapids GS and MALS RWY 2 $325,000 $345,000 $670,000 TOTAL (Precision 200'- 1/2 mile) $5,875,000 $12,662,000 $18,537,000 Non-Precision 500'- 1 mile Objective Antigo Publish LORAN-C $0 $0 $0 Cable Publish LORAN-C $0 $67,000 $67,000 Clintonville Publish LORAN-C $0 $20,000 $20,000 Eagle River Publish LORAN-C $0 $0 $0 Juneau * * $0 $75,000 $75,000 Merrill Publish LORAN-C $0 $0 $0 Oconto Publish LORAN-C $0 $8,000 $8,000 Palmyra LORAN-C/Local Altimeter $10,000 Undetermined $10,000 Phillips Publish LORAN-C $0 $0 $0 Platteville LORAN-C/Local Altimeter $10,000 $0 $10,000 Prairie du Sac LORAN-C/Local Altimeter $10,000 $385,000 $395,000 Reedsburg Publish LORAN-C $0 $80,000 $80,000 Sturtevant LORAN-C/Local Altimeter $10,000 Undetermined $10,000 Superior • * $0 $13,000 $13,000 Waupaca Publish LORAN-C SQ $0 $0 TOTAL (Non-Precision 500'- 1 mile) $40,000 $648,000 $688,000 52 TABLE 12: NAVlGATlONAL AlD lMPROVEMENT COSTS (1990 DOLLARS) Facilities Land lnterest Airport Location NAVAlD lmprovement Cost Cost Total Cost Non-Precision 700'- 1 mile Objective Amery LORAN-C/Local Altimeter $10,000 $0 $10,000 Baraboo Publish LORAN-C $0 $0 $0 Black River Falls Publish LORAN-C so $74,000 $74,000 Boscobel Publish LORAN-C $0 $21 1 ,000 $211,000 Boyceville Publish LORAN-C/** $0 $90,000 $90,000 Cassville Publish LORAN-C so Undetermined $0 Chetek * * $0 $215,000 $215,000 Cornell LORAN-C/Local Altimeter $10,000 $30,000 $40,000 Crandon LORAN-C/Local Altimeter $10,000 $0 $10,000 Crivitz LORAN-C/Local Altimeter $10,000 $72,000 $82,000 Cumberland N ffi $0 $75,000 $75,000 Elroy LORAN-C/Local Altimeter $10,000 $110,000 $120,000 East Troy LORAN-C/Local Altimeter $10,000 $0 $10,000 Ephraim LORAN-C/Local Altimeter $10,000 $32,000 $42,000 Ft. Atkinson Publish LORAN-C $0 $0 $0 Friendship Publish LORAN-C $0 $112,000 $112,000 Grantsburg Publish LORAN-C/** $0 $136,000 $136,000 La Pointe Publish LORAN-C $0 $30,000 $30,000 Ladysmith ffi ffi $0 $22,000 $22,000 Land 0' Lakes ffi ffi $0 $138,000 $138,000 Lone Rock Publish LORAN-C $0 $60,000 $60,000 Manitowish Waters LORAN-C/Local Altimeter $10,000 $0 $10,000 Menomonie Publish LORAN-C $0 $0 $0 Necedah Publish LORAN-C $0 $30,000 $30,000 Neillsville *N $0 $12,000 $12,000 New Holstein LORAN-C/Local Altimeter $10,000 $16,000 $26,000 New Lisbon Publish LORAN-C $0 $123,000 $123,000 New Richmond Local Altimeter/* * $10,000 $39,000 $49,000 Osceola LORAN-C/Local Altimeter $10,000 $0 $10,000 Park Falls Publish LORAN-C $0 $10,000 $10,000 Prairie du Chien Publish LORAN-C $0 $0 $0 Prentice Publish LORAN-C $0 $58,000 $58,000 Richland Center Publish LORAN-C $0 $385,000 $385,000 Shawano LORAN-C/Local Altimeter $10,000 $0 $10,000 Shell Lake Publish LORAN-C/** $0 $214,000 $214,000 Siren ffi ffi $0 $12,000 $12,000 Solon Springs LORAN-C/Local Altimeter $10,000 $90,000 $100,000 Three Lakes Publish LORAN-C $0 $278,000 $278,000 Tomah Publish LORAN-C $0 $109,000 $109,000 Tomahawk LORAN-C/Local Altimeter $10,000 $56,000 $66,000 Viroqua LORAN-C/Local Altimeter $10,000 $0 $10,000 Washington lsland LORAN-C/Local Altimeter $10,000 $59,000 $69,000 Wautoma Publish LORAN-C $0 $0 $0 Wild Rose LORAN-C/Local Altimeter $10,000 $192,000 $202,000 TOTAL (Non-Precision 700 - 1 mile) $170,000 $3,090,000 $3,260,000 53 TABLE 12: NAVlGATlONAL AlD lMPROVEMENT COSTS (1990 DOLLARS) Facilities Land lnterest Airport Location NAVAlD lmprovement Cost Cost Total Cost Procosed Airrjorts Algoma/Kewaunee Area Publish LORAN-C $0 undetermined $0 Alma Area Publish LORAN-C $0 undetermined $0 Green Lake Area Publish LORAN-C $0 undetermined $0 River Falls Area Publish LORAN-C $0 undetermined $0 Whitehall Area Publish LORAN-C £Q undetermined $0 TOTAL (Proposed) $0 $0 TOTAL IMPROVEMENT COSTS $6,085,000 $16,400,000 $22,485,000 * * Land is required to protect existing approach. 54 Appendix A: List of Acronyms AlA Annual lnstrument Approaches ALS Approach Lighting System ALSF Approach Lighting System with Sequenced Flashing Lights ASOS Automated Surface Observing System ASR Airport Surveillance Radar AWOS Automated Weather Observing System CAT l lLS Category l lnstrument Landing System CAT ll lLS Category ll lnstrument Landing System CAT lll lLS Category lll lnstrument Landing System DME Distance Measuring Equipment FAA Federal Aviation Adminsitration FAF Final Approach Fix GPS Global Positioning System GS Glide Slope HAA Height Above Airport HAT Height Above Touchdown HlRL High lntensity Runway Lights lAP lnstrument Approach Procedure lFR lnstrument Flight Rules LDlN Lead- ln Light facility URL Low lntensity Runway Lights LOC Localizer LORAN Long Range Navigation MALS Medium lntensity Approach Lighting System MALSR Medium lntensity Approach Lighting System with Runway Alignment lndicator Lights MlRL Medium lntensity Runway Lights MLS Microwave Landing System NAVAlD Navigational Aid NDB Nondirectional Radio Beacon NDB-A Circling approach using NDB facility ODALS Omnidirectional Approach Lighting System PAPl Precision Approach Path lndicator PLASl Pulsating Visual Approach Slope lndicator RNAV Radio Navigation RElLS Runway End ldentifier Lights SASP Wisconsin State Airport System Plan SDF Simplified Directional Facility SlAP Standard lnstrument Approach Procedure SSALR Simplified Short Approach Lighting System with Runway Alignment lndicator Lights TACAN Tactical Air Navigation TDZ/CL Runway Touchdown Zone and Centerline System VASl Visual Approach Slope lndicator VADl Visual Approach Descent lndicator VFR Visual Flight Rules VlSAlD Visual Landing Aid VOR Very High Frequency Omindirectional Radio Range VOR-A Circling approach using VOR facility VORTAC VOR and TACAN combined 55 Appendix B: The Wisconsin AWOS System Plan: Benefits, Criteria and Prioritization Benefits Aviation has always depended on the accurate assessment of meteorological conditions. In creasing technological sophistication has recently been applied to the problem of monitoring changing weather conditions. The unmanned AWOS (Automated Weather Observing Station) is capable of collecting weather information 24 hours per day and transmitting that information by means of a variety of communications systems including radio and satellite uplinks. Pilots can contact the AWOS channel enroute or prior to departure. One of the major benefits of a statewide AWOS system is the increased utility of an airport with accurate local weather information 24 hours per day. A statewide AWOS system in creases the utility of Wisconsin's airports in two distinct ways: >)- Airport utility is increased since FAA approach minimum penalties are reduced when localized weather is available, thus making the airport usable under more adverse weather conditions. >)■ Airport utility is further enhanced by AWOS coverage since FAA requires current weather information before commercial operators (Federal Aviation Regulation Part 121 and 135 operations) can use an airport. Aviation safety is also enhanced with the availability of more accurate, real time, localized weather information. ln addition, a reduction in flight delays can be expected with the availability of more accurate weather information for use in flight planning. Planning Criteria Currently, the National Weather Service provides 24 hour weather information at four loca tions in Wisconsin: Milwaukee, Madison, La Crosse, and Green Bay. ln addition, five loca tions in surrounding states serve Wisconsin: Duluth, Minneapolis, Dubuque, Rockford, and Chicago. Twenty-four hour weather information is also provided at FAA's Flight Service Sta tion in Green Bay. A state financed AWOS-l (automtated weather observing system) installa tion exists at Phillips, Wisconsin, but has yet to be certified by the FAA. Figure B-1 shows the existing locations with 24 hour weather observations serving Wisconsin. 56 Figure B-1 : Existing 24 Hour Weather Locations DUBUQUE A ROCKFORD ACHlCAQO EXISTING 24 HOUR WEATHER LOCATIONS As part of the Flight Service Station consolidation program, and as a means to improve avia tion weather information, the FAA is planning to install AWOS at Sturgeon Bay, Manitowoc, Eau Claire, lronwood, Ml, Dubuque, lA, and Marinette, Wl/Menominee, Ml by 1991. Eleven other airports serving Wisconsin, shown in Table B-1 , are also scheduled by FAA to receive and AWOS station in the 1992-1994 period. The development of new technology in computerized weather data will result in some of the FAA AWOS installations recommended for Wisconsin to be updated to Automated Surface Observing Systems (ASOS). The primary difference between AWOS and ASOS is that ASOS has the capability to provide information on the type of precipitation that is occuring (i.e. rain, hail, snow). 57 Table B-1 : Planned FAA AWOS Installations FY 1989 to 1991 FY 1992 to 1994 Dubuque, lA Ashland Eau Claire Boscobel lronwood, Ml Fond du Lac Manitowoc Hayward Marinette, Wl/Menominee, Ml lron Mountain, Ml Sturgeon Bay Kenosha Marshfield Racine Rhinelander Sheboygan Wisconsin Rapids The Wisconsin AWOS System Plan is intended to complement and expand weather coverage needed beyond that shown in Figure 1 and any planned future FAA installations. Only public ly owned airports (or privately owned relievers) with existing published instrument approach procedures have been considered for AWOS installations. AWOS Prioritization Four sets of objectives and priorities have been established to identify and prioritize the loca tion of needed AWOS installations in Wisconsin. + Objective and Priority 1 : lnstall AWOS stations at locations necessary to provide con tinuous 24 hour weather information at all airports with Federal Aviation Regulation (FAR) Part 121 operators (Air Carrier). >>■ Objective and Priority 2: lnstall AWOS stations at locations necessary to provide con tinuous 24 our weather information at airports with both FAR Part 135 operators (Air Taxi) and 1 000 or more estimated annual air taxi operations. Objective and Priority 3: lnstall AWOS stations at locations necessary to provide con tinuous 24 hour weather information within 50 miles of all public use airports in Wis- consin. Objective and Priority 4: lnstall AWOS stations at locations necessary to provide con tinuous 24 hour weather information at airports with 500 or more documented annual air taxi operations. 58 As the objectives and priorities show, the highest priorities are to have 24 hour weather obser vation at each airport with commercial service and at each airport with active, regular air taxi service. A total of 1 9 AWOS locations are recommended in Priorities 1 , 2 and 3. While technically meeting the criteria, AWOS stations are not recommended at this time for Milwaukee's Tim- merman Airport and Middleton's Morey Field due to their close proximity to Mitchell lnterna tional Airport and Dane County Regional Airport, respectively. Based on current available estimates of air taxi operations, another 22 airports appear to qualify under Priority 4, subject to documentation of 500 annual air taxi operations. Other airports may also qualify if they can document 500 annual air taxi operations and have a published instrument approach proce dure. Table B-2 and Figure B-2 reflect the existing 24 hour weather locations, the recommended AWOS locations and their priority category. (Note: Airports are listed alphabetically within each priority group.) Table B-2: AWOS Installation Priority Existing 24 Hour Weather Locations Priority 1 Priority 2 Priority 3 Priority 4 Chicago, lL Appleton Antigo Ashland Black River Falls Dubuque, lA Janesville Eagle River Siren Boscobel Eau Claire Kenosha Fond du Lac Cable Duluth, MN Manitowoc Marshfield Clintonville Green Bay Mosinee Racine Hartford La Crosse Oshkosh Sheboygan Hayward Madison Rhinelander Watertown Juneau Milwaukee Sturgeon Bay Waukesha Ladysmith Minneapolis, MN West Bend Medford Phillips Merrill Rockford, lL Mineral Point Wausau Minocqua Monroe Neillsville Oconto Prairie du Chien Reedsburg Rice Lake Stevens Point Superior Waupaca Wisconsin Rapids 59 Figure B-2: AWOS Locations by Priority 60 fllDlbSbfllb? 678 Appendix C: Selected References The works cited here include those used in producing the Wisconsin Navigational Aids Sys tem Plan: 2000. Avionics, "Long Range Navigation," August 1 989. lllinois Department of Transportation, Division of Aeronautics, NAVAlD and Weather Dissemination Plan, May 1989. Native American Consultants, lnc., An Improved Forecast Model for Annual lnstrument Approaches, August 28, 1978. U.S. Department of Defense and U.S. Department of Transportation, 1988 Federal Radio Navigation Plan, December 1 988. U.S. Department of Transportation, Federal Aviation Administration, FAA LORAN Early lmplementation Project, February 1 990. U.S. Department of Transportation, Federal Aviation Administration, Ad visory Circular 150/5300-13: Airport Design, September 29, 1989. Southwestern Regional Planning Commission, A Regional Airport System Plan for Southeastern Wisconsin: 2010, May 1987. Wisconsin Department of Transportation, Bureau of Aeronautics, Six Year Airport lmprovement Program 1990-1995, November 1989. Wisconsin Department of Transportation, Division of Planning and Budget, Wisconsin Airport System Plan: 1986-2010, 1986. Wisconsin Department of Transportation, Bureau of Aeronautics and Bureau of System Plan ning, Wisconsin AWOS System Plan, January, 1989. 61 flTO^bSbfllb? B89096568167A o ' b c I b ' b 1 o ' b ■o o c-l Is o I s o il IS Is Z Z O co o UI s § < 9 N CO CO CM tr 00 CO CO O o N CO to 0. >- CM ^, CM CM CM CO m CM CM I Z o £ CO o z cc 5 5 3 5 3 5 g < o z UI as — Cl S © O 9- o Q. o o ui 3 DC C 3 a o> © © CO © « ^'2 J£ JC UJ © © _l C JC -I _l m E E © © « « i5 ^ o o k. © g g < a. a. o. (j q. a. Cl CO ix be