Alternatives

CHAPTER FOUR

ALTERNATIVES

Prior to updating the development individual requirements so they program for New Century AirCenter complement one another. (IXD), it is important to review development potential and constraints at Any development proposed by a master the airport. The purpose of this chapter plan evolves from an analysis of is to consider the actual physical facilities projected needs. Though the needs were which are needed to accommodate determined by the best methodology projected demand and meet the program available, it cannot be assumed that requirements as defined in Chapter future events will not change these Three - Airport Facility Requirements. needs. The master planning process attempts to develop a viable concept for The facility considerations for IXD can be meeting the needs caused by projected categorized into two functional areas: demands through the planning period. the airside (airfield) and landside (terminal, hangars, apron, and auto As indicated in earlier chapters, this parking). Within each of these areas, master plan is not the first to be specific facilities are required to meet developed for this airport. The last Federal Aviation Administration (FAA) master plan was approved in 1988. design criteria as well as safety and Since that time, the airport has moved security issues. Other facility needs are forward on many of the previous related to demand that can be expected recommendations. Therefore, it is to be generated in coming years. helpful to reexamine the basis of that Although each functional area is treated plan, the development that has separately, planning must integrate the occurred, as well as any revisions that

4-1 have been made to the Airport Layout cargo facilities has changed Plan (ALP) since that time. Still-valid significantly and is not likely to become concepts may then be retained, while a reality at New Century AirCenter. new concepts are developed for those issues that are either no longer valid or The previous master plan indicated an considered to be unacceptable or increasing trend in annual operations to unworkable. Thus, the discussions of the point where airfield capacity would this chapter lead off with a review of become constrained. To alleviate this the 1988 master plan. potential situation and provide for greater overall airfield capacity, a 7,500-foot parallel runway situated REVIEW OF 4,300 feet to the east of existing PREVIOUS PLANNING Runway 18-36 was planned. The proposed parallel runway would allow the airport to have two fully The previous master plan for New instrument-equipped runways which Century AirCenter was completed in could be used simultaneously to better 1988, when the airport was referred to serve the mix of commercial service, as the Johnson County Industrial military, and general aviation Airport. At that time, the airport was operations. Updated operational projected to exceed its annual service forecasts presented in this study, volume (ASV) of 179,000 annual however, indicate that additional operations. As a result, significant airfield capacity, as provided by a full- airfield improvements were length parallel runway, will not be recommended, including the addition of needed over the course of the 20-year a parallel runway and associated scope of this master plan. This is taxiways. The previous master plan especially true now that commercial also identified an opportunity for both service operations are not likely to commercial air passenger service, as materialize at New Century. well as significant air cargo operations. Exhibit 4A presents the recommended Other development recommendations concept from the 1988 master plan. from the previous master plan called for the development of a passenger Anticipating frequent use by the Boeing terminal building, air cargo terminal 727 and MD-80 (ARC D-III) and the facilities, and general aviation facilities. Boeing 757 (ARC D-IV), the previous The plan proposed the development of master plan recommended an extension these facilities situated southeast of the of the primary runway to 8,500 feet. airfield in an undeveloped area of the This extension was designed to airport. Most of this area was planned accommodate those aircraft that were for a new airline passenger terminal forecast to use the airport for air complex, complete with a new passenger and large scale air cargo passenger terminal building and air operations. As discussed in the cargo sorting facility both supported previous chapter, the environment for with aircraft apron, automobile air passenger service and large scale air

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a y Exhibit 4A parking, and new access roads. The airport to satisfy the projected aviation plan also allowed for the construction of demands of the airport service area. a new airport traffic control tower (ATCT), aircraft rescue and firefighting The Johnson County region has (ARFF) facility, and additional aircraft experienced strong growth in all hangars. As indicated above, socioeconomic categories over the past commercial service operations are not several decades. Forecasts indicate this likely at New Century for the trend will likely continue throughout foreseeable future. For this reason, the and beyond the long range planning southeastern portion of the airport can horizon. These reasons, combined with now be developed for other uses. favorable regional and national aviation forecasts, indicate a future need for The following sections will address the improved facilities at New Century revised airside and landside needs to AirCenter. Improvements meet projected long term aviation recommended in the previous chapter demand presented in Chapter Two - include improvements to the taxiway Aviation Forecasts. system, improvement of navigational aids, and the construction of additional hangar facilities. Without these NON-DEVELOPMENT facilities, regular users and potential ALTERNATIVES future users of the airport will be constrained from taking maximum advantage of the airport's air Non-development alternatives include transportation capabilities. the “no-build” or “do nothing” alternative, transferring service to an The “do nothing” alternative would lead existing airport, or developing an to the airport’s inability to attract airport at a new location. These potential airport users. Corporate alternatives need to be examined first aviation plays a major role in the to determine whether future transportation of business leaders and development of New Century AirCenter key employees. Thus, an airport’s is in the best interest of Johnson facilities are often the first impression County, nearby cities, and the region as many corporate officials will have of the a whole. community. If the airport does not have the capability to meet the hangar, apron, or airfield needs of potential “DO NOTHING” ALTERNATIVE users, the County’s capability to attract the major sector businesses that rely on The "do nothing" alternative essentially air transportation could be diminished. considers keeping the airport in its present condition and not providing for The long term consequences of the “do any type of improvement to the existing nothing” alternative extend beyond facilities. The primary result of this Johnson County. New Century alternative would be the inability of the AirCenter is part of a system of public

4-3 airports that serve the aviation needs of Johnson County Executive Airport is the region. New Century AirCenter is a approximately seven miles to the east reliever to Kansas City International and is served by a single runway which Airport. As such, the airport’s role is to is 4,098 feet long. This airport is provide adequate facilities to support constrained from further growth both the full range of general aviation on the landside and the airside. The activity so as to reduce congestion and current airport master plan for relieve capacity constraints at the Executive is considering limited commercial service airport. Thus, the improvements with no additional effects of the “do nothing” alternative runway extensions. Therefore, the would not only impact Johnson County, large aircraft at New Century would be but also the entire region. Therefore, incapable of relocating to this airport. the “do nothing” alternative is not considered to be prudent or feasible. Lawrence Municipal Airport is 19 miles to the northwest of the airport. The longest runway is 5,700 feet and is TRANSFER AVIATION SERVICES supported by an ILS approach. This airport could absorb some activity from The alternative of shifting aviation New Century AirCenter but would be services to another existing airport was very inconvenient. The airport is nearly found to be an undesirable alternative 30 miles from the economic center of due to the lack of available airports Johnson County in Overland Park. The having the facilities or the potential runway cannot support the operations that New Century AirCenter provides. by D-III and larger aircraft, as New In 2004, New Century AirCenter based Century AirCenter can, without 185 aircraft and experienced an tremendous expense. estimated 54,000 total operations. Kansas City International Airport Gardner Municipal Airport, three miles (MCI) could support a transfer of some to the southwest, has a single, paved of New Century AirCenter’s aviation runway that is 2,960 feet long. The activity but in a limited capacity. MCI airport’s other two runways are is nearly 40 miles from IXD and the constructed of turf which limits their Johnson County economic center. This use to small aircraft. This airport is is also the commercial service airport only capable of absorbing a limited for the metropolitan area. IXD number of small general aviation specifically serves the role to diminish aircraft, most likely single engine excess general aviation activity at MCI. aircraft. More importantly, the airport is experiencing developmental Charles B. Wheeler Kansas City pressures. Gardner is growing at a Downtown Airport (MKC) also supports rapid pace and the areas north of the a longer runway similar to that airport are becoming densely populated provided by New Century AirCenter. It with residential development. is located 22 miles to the northeast.

4-4 MKC has limited development capacity similarly found to be unacceptable, and cannot easily absorb existing and primarily due to economic and future aviation demand activity from environmental considerations. Land IXD. acquisition, site preparation, and the construction of a new airport near an If a shift of aviation services to either urbanized area can be a very difficult Kansas City International Airport or and costly action. Closing New Century Kansas City Downtown Airport were AirCenter would mean the loss of a pursued, current users of New Century substantial investment in a sizable AirCenter would be forced to travel to a transportation facility. In a situation more distant and less convenient where public funds are limited, the airport. Furthermore, the continuing replacement of a functional and growth expected in the Johnson County expandable airport facility would area demonstrates the need for a represent an unjustifiable loss of a highly-functional and convenient significant public investment. airport. From social, political, and General aviation airports play a major environmental standpoints, the role in the way companies conduct their commitment of a large land area must business. These airports are becoming also be considered. The public increasingly important in the post-9/11 sentiment toward new airports is aviation environment. Corporate generally negative, as a new airport aircraft use is becoming more affordable typically requires the acquisition of not only for businesses, but also for several large parcels of privately-owned individuals. New Century AirCenter is property. Furthermore, the expected to accommodate business development of a new airport similar to aircraft traffic for companies located or New Century AirCenter would likely conducting business in Johnson County. take a minimum of seven years to This role is not easily replaced by become a reality. The potential exists another existing airport in the system for significant environmental impacts without tremendous expense and associated with disturbing a large land inconvenience. Thus, shifting aviation area when developing a new airport demand to another regional airport is site. not considered prudent or feasible at this time. The only condition at which evaluating a new airport site would be considered feasible is if the current site becomes CONSTRUCTION OF constrained or incapable of A NEW AIRPORT SITE accommodating aviation demand. It appears that there is space for potential The alternative of developing an airfield expansion if needed. It is entirely new airport facility in the area anticipated that the airport will not to meet projected aviation demands was become so constrained as to prevent also considered. This alternative was

4-5 future growth through the long term Chapter Three - Facility Requirements planning period. outlined specific types and quantities of facilities necessary to meet projected Overall, the non-development aviation demands throughout the alternatives are considered planning period. Expansion will be unreasonable and should not be required to meet the long range pursued at this time. New Century planning horizon level of demand. The AirCenter is fully capable of remainder of this chapter will describe accommodating the long term aviation various alternatives for the airside and demands of the area and should be landside facilities. Before actual airside developed in response to those and landside alternatives are presented, demands. The airport has the potential however, it is necessary to discuss items to continue to develop as a quality which are factored into the development general aviation airport that could of the various alternatives. Exhibit 4B greatly enhance the economic outlines alternative issues to be development of the community. considered in this analysis.

The previous chapter identified facilities necessary to meet the forecast RUNWAY LENGTH demand throughout the planning period. The purpose of the remainder of Analysis in the previous chapter this chapter is to evaluate alternatives indicated that Runway 18-36, at 7,339 that meet the needs of the airport. feet, provides adequate length for Necessary facility and airport design nearly all general aviation airplanes. issues are examined in the discussion to This length will also provide the follow. necessary length for many larger commercial/cargo airplanes. Thus, it is not anticipated that additional runway AIRFIELD ISSUES length will be necessary during the scope of this plan. Should a specific A commitment to remain at the existing need arise, such as the basing of a cargo site and develop facilities sufficient to operation utilizing large cargo meet the long term aviation demands airplanes, then the airport should entails the following requirements: consider additional runway length as needed. ! Provide sufficient airside and landside capacity to meet the The previous master plan indicated a long range planning horizon possibility of a need for a northerly demand levels of the area. runway extension that would bring Runway 18-36 to 8,500 feet in length. ! Develop the airport in accordance Although aviation forecasts do not with the currently established anticipate a need for this extension Federal Aviation Administration based on itinerant operations, there is (FAA) criteria. the possibility of unanticipated frequent

4-6 IXD-04MP19-4B-8/18/05 LANDSIDE CONSIDERATIONSL LANDSIDE CONSIDERATIONS AIRFIELD CONSIDERATIONSA A I R N F D Locate replacement ATCT Apply designstandardsforseparationdistances Develop conventional,executiveand T-hangars Maximize availablepropertyforfacilitydevelopment Provide forseparationofactivitylevels Consider FAA designcriteriauptoairplanegroupIV Consider potentialparallelrunwayandlocation Analysis ofimprovedinstrumentapproachprocedures Land acquisition Consider currentandfuturerunwaylengthneeds I E S L I D D E

C O O N N S S I D I D E E R R A A T T I O I O N N S S DEVELOPMENT CONSIDERATIONS Exhibit 4B use of the airport by larger commercial- in order for the airport to remain type jets. Many larger jets such as the operational for most aircraft when the Boeing 757 and 767, as well as even primary runway is closed. older jets such as the Boeing 727 and 737, are beginning to enter the private Runway 18-36 is currently 150 feet market. It is possible that a smaller wide. Airport design standards for the cargo operator using these types of future critical aircraft in ARC D-II call aircraft could choose to operate from for the primary runway to be, at a New Century AirCenter. Should this minimum, 100 feet wide. The runway happen, the longer runway would then was recently narrowed to 150 feet from be necessary. For these reasons, it is 200 feet. Consideration should be given prudent to consider extending Runway to maintaining the runway width at 150 18-36 to an ultimate length of 8,500 feet, as some Group III aircraft (e.g., feet. Based on forecasts, the extension BBJ and 727) in Airplane Design Group would be necessary beyond the 20-year (ADG) IV require a 150-foot wide long term of this plan. runway.

To remove the consideration of a northerly runway extension from the TAXIWAYS plan altogether would be short-sighted. Without the extension in the plan, The taxiway system at an airport additional airport property may become consists of all aircraft transport available for development. Once surfaces, excluding the runway. It is property is developed, it is very difficult typically designated with a yellow and may be impossible to reacquire the centerline for the movement of aircraft property or change its use to make room to and from the runways. Taxiways are for an extension. Moreover, if the the primary transport surfaces linked extension is required, it must be with the runway and its operation. included first on the Airport Layout Such surfaces would include a parallel Drawing (ALD). Having the extension taxiway, entrance/exit taxiways, and on the ALD will not be an approval connecting taxiways. and/or commitment for its funding or development by either the FAA or Taxilanes are those surfaces that would Johnson County Airport Commission. typically realize a lower level of aircraft It would simply provide an opportunity activity because the taxilanes provide to expedite the process if the need ever direct ingress/egress to a specific arises. location or airport facility. An example of a taxilane would be the surface which The crosswind Runway 4-22 is 5,130 links to a T-hangar complex. Not all feet long by 100 feet wide. The length aircraft will use that surface; only those and width should be maintained going to and from the T-hangars. through the planning period primarily to provide for critical crosswind The current layout of the taxiway coverage. It should also be maintained system at New Century AirCenter is

4-7 functional, but improvements could be PARALLEL RUNWAY made to facilitate greater circulation. There are only two entrance/exit The recommended concept of the taxiways from the primary runway to previous master plan included a the westside development. The parallel runway situated 4,300 feet to bisecting crosswind runway provides a the east of Runway 18-36. This parallel third access point for the west side, runway was to have an ultimate length although using the crosswind runway of 7,500 feet and was designed to meet as a taxiway is less than ideal. There is a number of forecast and anticipated only one entrance/exit taxiway leading needs. to the eastside development. Alternatives to follow will consider It was forecast that annual operations improving the functional layout of the would exceed the airport’s annual taxiway system. service volume, thus creating significant capacity issues. The single Taxiways for aircraft in ADG II should most-effective method of adding be at least 35 feet wide, while they capacity is to utilize a parallel runway should be 50 feet wide for aircraft in system. The previously recommended ADG III. All existing taxiways configuration could support supporting aircraft in ADG III are at simultaneous operations, even in poor least 75 feet wide, while the northern weather conditions, and provided portion of the parallel taxiway is 100 capacity for 320,000 annual operations. feet wide. All taxiways will be In addition, the airport was anticipated considered to be maintained at their to support scheduled commercial service current width, while any new taxiways as well as significant air cargo will be designed to meet the operations. requirements of the critical aircraft they will serve. Since the previous master plan was completed, the commercial service Runway and parallel taxiway potential for New Century AirCenter separation standards consider both the has changed significantly. As presented critical aircraft and the instrument in the previous chapter, commercial air approach minimums. The current and service is extremely unlikely and air future critical aircraft falls in ARC C/D- cargo operations may occur, but would II. The current lowest approved be on a limited basis, if at all. As a visibility minimum is one-half mile. result, a parallel runway to the size and This combination necessitates a service potential of the one presented in separation, centerline to centerline, of the previous master plan is no longer 400 feet. The current runway/taxiway needed. For this reason, this study will configuration meets this standard. no longer consider the development of a parallel runway similar to the one presented in the previous plan.

4-8 A parallel runway designed to primarily approach lighting system, a glide-slope serve training operations and small antenna, and a localizer (known aircraft in ARC A and B should be collectively as an instrument landing considered. A parallel runway designed system or ILS). Runway 36 is equipped for general aviation aircraft could only with a CAT-I ILS approach. All other serve to relieve the primary runway of runway ends are approved for smaller and slower aircraft, allowing approaches with one mile visibility larger and faster aircraft greater access minimums. to Runway 18-36. This parallel runway could also allow New Century As discussed in Chapter Three - Facility AirCenter greater flexibility to serve Requirements, Runway 18 will be Johnson County and the southwest considered for a CAT I-type approach. Kansas City metropolitan area. An obstruction-free threshold siting Airports such as Johnson County surface (TSS) and the upgrade of the Executive and Gardner Municipal face existing approach lighting system to a significant development constraints. medium-intensity approach lighting For this reason, a greater share of system with runway alignment future aviation demand may need to be indicator lights (MALSR) is required to met at New Century AirCenter. If this meet FAA requirements for a CAT I condition is not planned for at this time, approach. the opportunity for developing such a runway in the future could be lost. Currently, Runway 4-22 is served by a circling VOR-A approach with one mile This parallel runway should ultimately visibility minimums. Each end should be planned for at least 5,000 feet in be considered for a straight-in, global order to accommodate all small aircraft positioning system (GPS) approach with and a portion of those aircraft over not lower than one mile visibility 12,500 pounds, such as smaller business minimums. jets. Moreover, the availability of a 5,000-foot parallel runway would also allow the airport to handle most aircraft LANDSIDE ISSUES when the primary runway is closed due to maintenance or emergency. The orderly development of the airport terminal area, those areas along the flight line parallel to the runways, can INSTRUMENT APPROACHES be the most critical, and probably the most difficult to control on the airport. Many reliever airports have approved A development approach of taking the instrument approaches with visibility path of least resistance can have a minimums as low as one-half mile and significant effect on the long-term 200-foot cloud ceiling height. This is viability of an airport. Allowing referred to as a Category (CAT) I development without regard to a approach. At this time, CAT I functional plan could result in a approaches require a sophisticated haphazard array of buildings and small

4-9 ramp areas, which will eventually aircraft owners who prefer individual preclude the most efficient use of space in shade or T-hangars. Low- valuable space along the flight line. activity areas should be located in less- conspicuous areas. This use category Activity in the terminal area should be will require electricity, but generally divided into high, medium, and low- does not require water or sewer intensity levels at the airport. The utilities. high-activity area should be planned and developed to provide aviation In addition to the functional services on the airport. An example of compatibility of the terminal area, the the high-activity area is the airport proposed development concept should terminal building and adjoining aircraft provide a first-class appearance for New parking apron, which provide outside Century AirCenter. Consideration to storage and circulation of aircraft. In aesthetics should be given high priority addition, large conventional hangars in all public areas, as the airport can housing fixed base operators (FBOs), serve as the first impression a visitor corporate aviation departments, or may have of the community. storing a large number of aircraft would be considered a high-activity use. A The development of landside facilities conventional hangar structure in the considers general aviation facility high-activity area should be a minimum development providing for separation of of 6,400 square feet (80 feet by 80 feet). activity levels. The goal of the The best location for high-activity areas alternative analysis is to indicate is along the flight line near midfield, for development potentials which would ease of access to all areas of the airfield. provide the airport with a specific goal for future development. The resultant The medium-activity use category plan will aid the airport in strategic defines the next level of airport use and marketing of available properties. The primarily includes smaller corporate landside development alternatives aircraft that may desire their own analysis utilizes accepted airport executive hangar storage on the airport. planning methodologies in conjunction A hangar in the medium-activity use with FAA AC 5300/13, Change 8, area should be at least 50 feet by 50 Airport Design. feet, or a minimum of 2,500 square feet. The best location for medium-activity The landside alternatives described are use is off the immediate flight line, but not the only options for development. still readily accessible. Parking and In some cases, a portion of one utilities such as water and sewer should alternative could be intermixed with also be provided in this area. another. Also, some development concepts could be replaced with others. The low-activity use category defines The final recommended plan, to be the area for storage of smaller single presented in Chapter Five - Airport and twin-engine aircraft. Low-activity Plans, serves as a guide for airport users are personal or small business management. Many times, airport

4-10 operators change their plans to meet Three different alternatives are the needs of specific users. The goal in presented for the ultimate build-out analyzing landside development potential of New Century AirCenter. alternatives is to focus future Each alternative will address both development so that airport property airside and landside development can be maximized. because adjustment to one will have an effect on the other. There are any There are a number of local planning number of potential development requirements that have been taken into alternatives for the airport. These consideration when developing the three alternatives attempt to identify landside alternatives. The current fire an airport development pattern that is code requires that hangars be separated fiscally feasible, functionally by at least 50 feet. In addition, the reasonable, and considerate of FAA doors, whether folding or sliding, to the airport design requirements as well as hangars are required to face a direction accepted industry standards. other than public streets.

Each of the landside alternatives AIRPORT ALTERNATIVE 1 presented reflects the ultimate build- out potential for the airport. What is The goal of this alternative is to develop presented exceeds the aviation needs a secondary parallel runway that will forecast over the next 20 years. This accommodate smaller general aviation analysis is designed to provide a aircraft. The proposed parallel runway planned ultimate direction for airport is located approximately 2,600 feet to development. Staging of the the east of the primary runway. This development to meet demand-based development will separate activity by indicators as well as comprehensive larger business jets and cargo aircraft financial plans will be presented in from smaller single and multi-engine Chapter Six, once the final master plan training operations. concept is determined.

Airside Development ALTERNATIVES Airport Alternative 1 features a parallel The alternatives considered are runway on the east side of the airfield. compared using environmental, As previously discussed in Chapter economic, and aviation factors to Three - Facility Requirements, a determine which of the alternatives will capacity-relieving parallel runway is best fulfill the local aviation needs. not forecast to be necessary within the With this information, as well as the 20-year scope of this master plan. The input and direction from local previous master plan included such a government agencies and airport users, parallel runway, 7,500 feet in length, a final airport concept can evolve into a and designed to accommodate busy realistic development plan. periods of large aircraft operations.

4-11 The FAA provides guidance for business jet aircraft should the primary planning of capacity-relieving parallel runway be closed for any period time in runways in Advisory Circular (AC) the future, typically due to maintenance 150/5060-5, Airport Capacity and Delay. activity. According to the AC, a new runway designed to serve the same aircraft as The design of the parallel runway would the primary runway can be considered be to airport reference code (ARC) B-II. when annual operations exceed 60 to 75 This design standard calls for a percent of capacity. The AC also runway/taxiway separation of 240 feet. indicates that the current runway The runway is considered for system can provide for approximately instrument approaches with visibility 230,000 annual operations before delays minimums not lower than one mile. As become exponential. depicted on Exhibit 4C, the southern 300 feet of runway would extend beyond The FAA provides additional guidance airport property. In addition, both for planning of runways in FAA Order runway protection zones (RPZ) will also 5090.3C, Field Formulation of the extend beyond current airport property. National Plan of Integrated Airport As a result, this alternative would Systems (NPIAS). A short parallel recommend the fee simple acquisition of runway may be considered when the nine acres to the north and airport reaches 75,000 total operations approximately 38 acres to the south. or 20,000 itinerant operations. Forecasts presented in Chapter Two - Primary Runway 18-36 is considered for Aviation Demand Forecasts, indicate a potential runway extension of 1,161 that the airport currently supports feet, which would bring the total approximately 27,000 itinerant available runway length to 8,500 feet. operations and is forecast to reach This extension is currently on the 75,000 annual operations by the recommended plan from the previous intermediate term of this master plan. master plan. Although forecast demand The runway will also have the added at the airport does not anticipate a need benefit of increasing airfield capacity to for this extension within the term of approximately 285,000 annual this master plan, it is prudent to plan operations. for this need at some point in the future. This planning effort should The parallel runway presented in include reserving the land necessary for Airport Alternative 1 is designed to the extension and safety areas until accommodate small aircraft (those such a time that the project becomes under 12,500 pounds). To accommodate warranted. all small aircraft, the FAA recommends a runway length of 4,500 feet. This Runway 18 is considered for improved parallel runway is designed to an instrument approaches. Currently, the ultimate length of 5,000 feet, which will RNAV (GPS) and VOR-A circling accommodate all small aircraft as well approaches provide for one-mile as a significant portion of larger visibility minimums. Improved

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w a y ALTERNATIVE 1 Exhibit 4C approaches consider a CAT I-type approaching aircraft are operating approach similar to that which exists rather than holding on the taxiway for Runway 36. A CAT I approach approximately 1,500 feet from the currently requires an ILS and a Runway 36 end. This design will sophisticated approach lighting system. provide for improved efficiency and With a CAT I approach, visibility capacity at the airport. minimums can be as low as one-half mile and cloud ceiling heights can be The westside parallel taxiway, Taxiway down to 200 feet. It should be noted A, is proposed at 75 feet wide. There is that the FAA is currently developing currently no westside taxiway that the Wide Area Augmentation System connects to the Runway 18 threshold. (WAAS) which should allow precision The plan considers making this instrument GPS approaches with CAT connection and including a hold apron. I visibility minimums. This system has Future consideration of a runway been slow to develop and the FAA extension also provides for taxiways indicates that the system is not and hold aprons. anticipated to be fully implemented until 2013. Taxiways associated with both Runway 4-22 and the future parallel runway are The proposed development of the designed to be 35 feet in width. This taxiway system at New Century width will meet FAA requirements for AirCenter follows guidelines provided aircraft in ADG II, as the east side of by the FAA. Where possible, a taxiing the airfield is anticipated to serve aircraft should be allowed access to both primarily smaller general aviation runway ends without crossing the aircraft. runway. Since FBOs on both the east and west sides of the primary runway provide services for aircraft operators, a Landside Development parallel taxiway should be provided on both sides of the runway. The proposed Landside development presented on eastside parallel taxiway is designed to Exhibit 4C, Airport Alternatives 1, accommodate aircraft in airplane design follows the principal of separation of group (ADG) III, which requires a 50- activity levels as previously discussed. foot wide taxiway. All new taxiways All potential westside development is designed to serve Runway 18-36 are considered for airport businesses and designed to meet this standard. industry. This pattern has been established with the location of Garmin, The southern portion of the proposed Honeywell, and Midwest Aerosports. eastside parallel taxiway is designed to provide clearance for the existing Potential development of the west side glideslope antenna critical area. By is somewhat constrained at this point. designing this ‘jog’ in the parallel The only significant property available taxiway, aircraft will be able to proceed for development is on the southwest end to the south-end hold apron, while of the runway, south of Midwest

4-13 Aerosports. This development area AIRPORT ALTERNATIVE 2 shows potential for eight hangars, each measuring 120 feet by 120 feet. The This alternative brings the parallel airport recently constructed Highland general aviation runway to 700 feet Drive in order to provide access to this from the primary runway. The runway area. Utilities and other infrastructure is again intended for smaller general are easily accessible. This area should aviation training and itinerant be considered for private development of operations. This design limits property aviation-related businesses and acquisition necessary and maintains a industry. compact airport development pattern.

The eastside development considers the addition of three T-hangars to the north Airside Development and two large conventional hangars. Additional apron area is also included Airport Alternative 2 presents a with the new conventional hangars. parallel runway at the FAA minimum Development of the potential parallel separation from the primary runway. runway follows the separation of As depicted on Exhibit 4D, the parallel activity levels philosophy. Low-activity runway is 700 feet, centerline to T-hangars are located on the ends. centerline, from Runway 18-36. The Medium-activity executive hangars are parallel runway has an ultimate length next to the T-hangars and high-activity of 5,400 feet. The southernmost 2,200 FBOs and corporate hangars are located feet of the parallel taxiway serving the midfield. runway would extend beyond the existing airport property line. This As discussed previously, the airport alternative would require the should consider a replacement airport acquisition of approximately 24 acres, traffic control tower (ATCT). The which includes the RPZ, through fee location of such a tower is dependant simple acquisition. A parallel runway upon a number of factors. The primary at 700 feet of separation will have the consideration for this master plan is to added benefit of increasing overall provide a clear line-of-sight to all airfield capacity to 275,000 annual runway ends. For Airport Alternative operations. 1, the location adjacent to the eastside Executive Beechcraft hangar is As discussed in the previous airport considered. This location provides line- alternative, this runway would be of-sight to all runway ends. In addition, designed to ARC B-II standards. The this location will not lead to restrictions runway/taxiway separation minimum is for potential industrial developers of the 240 feet and the separation presented is infield between the two runways. 300 feet, in order to position the runway ATCT siting criteria will be discussed in to conform to ARC C-II standards depth later in this chapter. should that be necessary at some point

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a y ALTERNATIVE 2 Exhibit 4D in the future. The taxiways associated significant ability to expand, proper with Runway 4-22 are also considered planning will continue to identify at a 300-foot separation. potential needs beyond the 20-year scope of this Master Plan. Due to the current configuration of the runway system, this runway is This alternative also considers a full ultimately planned for a length of 5,400 CAT I instrument approach for Runway feet. Typically, the FAA would support 18. Due to the abundance of land to the an initial construction of 4,500 feet in north of the runway, space is available order to accommodate all small aircraft, for the addition of the MALSR type of with the ultimate length being achieved approach lighting system that a CAT I as demand dictates. Both runway ends approach currently requires. are considered for instrument approaches with one mile visibility minimums. Landside Development

This alternative also considers 50-foot- The landside development alternatives wide taxiways associated with Runway presented on Exhibit 4D consider the 18-36 and 35-foot taxiways associated full development of the airport as a with the potential parallel runway. The general aviation facility. Three southern portion of an eastside parallel locations on the west side of the taxiway to Runway 18-36 would require primary runway have been identified relocation of the glideslope antenna. for development potential. This portion of the taxiway is not considered for construction until such The first area lies directly between the time that the glideslope is no longer current Airport Commission building necessary. Once the FAA and the runway. Space exists for up to implementation of WAAS allows for three large conventional hangars. CAT I approaches, the glideslope may Those depicted on the exhibit are 200 be removed and the remaining parallel feet by 200 feet. An apron can also be taxiway can be constructed. constructed to accommodate aircraft activity in this area. Primary Runway 18-36 is also planned for a northerly extension, which would Ideal planning would avoid placing bring the total runway length to 8,500 these conventional hangars inside the feet. This is not anticipated to be existing set-back line for the other necessary during the term of this buildings, but with limited westside master plan, but the airport should development space available, this could continue to plan for it as many be appropriate. These hangars would circumstances could create an not violate any FAA design standards in immediate need for the extension. terms of location, as they are outside Because New Century AirCenter is the the building restriction line and do not only airport in Johnson County with a penetrate any airport airspace surfaces.

4-15 Additional development space for necessarily face a north/south runway, executive-type hangars has been the FAA prefers the tower to face the identified immediately east of Executive east rather than the west. For a plan Beechcraft. Finally, hangar with the parallel runway nearer the development space is available to the primary runway, this is the optimal south of the Midwest Aerosports ATCT location. hangar. This development area is divided into three corporate parcels and can be marketed as improved airside AIRPORT ALTERNATIVE 3 property because the newly constructed Highland Drive and utilities are in close This alternative most closely resembles proximity. the recommended plan from the 1988 Master Plan. Development takes place Eastside development considers the between the two runways and the expansion of the existing T-hangar parallel runway is separated from the complex. The access road would need to primary runway by 3,900 feet. be relocated in order to provide development space for more of these hangars. Two executive hangars are Airside Development proposed to be located to the east of the easternmost hanger. The third airport alternative is presented on Exhibit 4E. This The area to the south of Runway 4-22 alternative presents the parallel and east of the parallel runway is runway separated from the primary proposed for expanded general aviation runway at an even greater distance development. Large conventional than Alternative 1, allowing for hangars occupy the high-activity central additional hangar development east of apron area, while executive and T- the easternmost existing hangar. This hangars are set to the sides. The alternative also emphasized location of the T-hangar complex development of the area between the associated with this infield development two runways for general aviation would allow for staged development activity. based upon demand, since taxiway access could be readily supplied to The parallel runway is again considered Runway 4-22 at the north end. for 5,000 feet in operational length. It is located in such a position that The airport traffic control tower existing taxiways can be connected to associated with this development insure efficiency of aircraft movement. alternative is located on the parcel A parallel taxiway is provided at a immediately to the north of the separation of 300 feet, allowing for Executive Beechcraft offices. Under expansion of the runway to this configuration, the tower would be accommodate aircraft in ARC C-II able to have appropriate line-of-sight to should that become necessary in the all runway ends. For towers that future.

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w a y ALTERNATIVE 3 Exhibit 4E Crosswind Runway 4-22 is also Under this development scenario, proposed to be supported with parallel future westside development should be taxiways on each side. These are reserved for non-FBO businesses with a separated at a distance of 300 feet. The need for runway access. Some primary runway is supplied with an development is available on the eastside parallel taxiway that is 50 feet northeast side of the airport, as wide, designed to accommodate the presented on the exhibit. larger aircraft that are using that runway. The southern portion of this taxiway is diverted around the AIRPORT TRAFFIC glideslope antenna critical area, as was CONTROL TOWER the case in Alternative 1. SITING CRITERIA Runway 18-36 is again presented with an ultimate length of 8,500 feet. The existing ATCT is in need of replacement, as discussed in Chapter Three - Facility Requirements. The Landside Development current tower sits atop the Army Reserve hangar, which is not ideal The landside development, presented in considering current military security Exhibit 4E, focuses primarily on a requirements. The current tower has development pattern between the an obstructed line-of-sight to the parallel runways. The layout of Runway 4 end, which is a critical facilities continues to provide for consideration. In addition, the tower is separation of activity levels, with T- nearly 45 years old and in need of hangars on the ends and large FBO- significant repairs and investments to type hangars in the center. This bring it up to current standards. development schema allows for the inclusion of non-aviation-related Each of the three airport alternative industrial parcels. Revenue from land exhibits shows a different location for a leases generated by non-aviation replacement ATCT. The best possible industrial development can have location for a replacement tower is significant and positive impacts on significantly dependant on the landside airport operating revenue. alternative or combination of landside elements selected for the recommended The airport traffic control tower is concept. relocated to this centerfield development area. Due to concern for The ATCT is the focal point for maintaining a line-of-sight for tower controlling flight operations within the personnel to the south parallel runway airport's designated airspace and all end, the T-hangars depicted have been aircraft and vehicle movement on the set back. airport's runways and taxiways. Site selection involves certain mandatory requirements concerning the ultimate planned development of the airport.

4-17 The following operational and spatial • The tower cab should be oriented requirements are identified in FAA to face north or alternatively to Order 6480.4, Airport Traffic Control the east, south, or west. Every Tower Siting Criteria. effort should be made to prevent an aircraft approach from being aligned with the rising or setting Mandatory Siting Requirements sun. • The controller's visibility should • There must be maximum not be impaired by direct or visibility of airport traffic indirect external lighting patterns. sources.

• There must be a clear, • All aircraft movement areas unobstructed, and direct view of including parking aprons, tie- the approaches to all runways or down spaces, run-up pads, etc., landing areas and to all runway should be visible from the ATCT. and taxiway surfaces. • Consideration must be given to • The proposed site must be large local weather phenomena to enough to accommodate current preclude restriction to visibility and future building needs due to fog or ground haze. including employee parking spaces. • Exterior noise should be at a minimum and sites should be • The proposed tower must not evaluated for expected noise violate F.A.R. Part 77 surfaces levels. unless it is absolutely necessary. • Access to the site should not • The proposed tower must not require controllers to cross a derogate the signal generated by runway or taxiway. any existing or planned electronic navigational aid. • Consideration should be given to planned airport expansion, especially for the construction of Nonmandatory Siting buildings, hangars, runway/ Requirements taxiway extensions, etc. to preclude the relocation of the • To assure adequate depth ATCT at a later date. perception, the line-of-sight to aircraft movement areas should The land area required for a tower site be perpendicular to the direction will be one or more acres depending on of aircraft travel. the types of facilities to be combined at

4-18 the site. For New Century AirCenter, MINIMUM CAB EYE an area of up to one acre should be ELEVATION ANALYSIS provided for the future site of the ATCT. Adequate access to the facility and FAA Order 6480.4 provides a method appropriate parking should also be for determining the minimum cab eye provided. elevations for proposed ATCT sites. This calculation was established to meet the minimum requirements for LINE-OF-SIGHT visual depth perception. According to the Order, the line-of-sight from the In order to determine actual tower tower cab eye level must intersect the elevations for each site, analysis of cab grade of the airport traffic surface in eye elevation must be conducted. Cab question (parking apron, taxiway, eye elevation is the projected height at runway, etc.) at an angle of 35 minutes which a controller will view aircraft or greater. The formula provided in the activity from the ATCT. Order and utilized in this analysis is as follows: The analysis of cab eye elevation must factor two considerations: determine the Ee = Eas + [ D x Tangent (35 minutes + Gs) ] minimum eye level elevation utilizing the criteria provided in FAA Order whereas: 6480.4 and evaluate any structures located between the ATCT site and Ee = Eye level elevation (MSL) surface movement areas to determine if they may obstruct the line-of-sight. An Eas = Average elevation for obstructed view is commonly referred to section of airport traffic as a shadow. A tall structure which surface in question casts a shadow, or loss of view of a particular surface area, would require D = Distance from proposed tower the cab eye elevation to be increased in site to section of airport traffic order to view the surface area in surface in question question.

Gs = Angular slope of airport Consideration should also be given to traffic surface measured alterations or additions to surface from horizontal and in movement areas. This chapter is direction of proposed considering the addition of a parallel tower site runway and an extension of the primary runway to 8,500 feet.

4-19 It should be noted that the cab eye SITE A elevation formula provides the height at which a controller will be viewing from. Site A is located on the east side of the Actual tower heights will be higher to airfield to the immediate south of the accommodate the cab roof and Executive Beechcraft hangar. This site necessary antenna equipment. It can would be ideal should a parallel runway be expected that the actual tower height be planned that opens up the centerfield will be at least ten feet higher than the area for industrial development. By cab eye elevation calculation indicates. locating the tower here, line-of-sight would be maintained and the distance to each runway end is minimized. This SITING ANALYSIS location would also have ready access to utilities, roads, and parking. As Three sites have been analyzed and are depicted on Exhibit 4C, Site A is at an presented on airport alternatives 1, 2, existing ground elevation of and 3. When considering ATCT approximately 1,088 feet mean sea level locations, it is important to consider all (MSL) and is 1,000 feet to the nearest factors including the cost of construction runway. to both the airport sponsor and the FAA. Locations closer to existing utilities and infrastructure would be Cab Eye Elevation less expensive than locations where no utilities and infrastructure currently The calculated minimum cab eye exist. elevation for the most demanding pavement surface for this site is 1,160 The alternative sites have been feet MSL, or approximately 72 feet analyzed and calculations have been above ground level (AGL). made for line-of-sight and cab eye elevation minimums. Each site was evaluated for line-of-sight to each Mandatory Siting Requirements runway end, including to the proposed runway extension threshold. During Visibility is clear and unobstructed to engineering of the ATCT, further all runway ends under Alternative 1. analysis will include compensating for The site is near the north end of the shadows (those surfaces potentially airfield, thus creating a 7,100-foot line- blocked by hangars). The following of-sight distance to the Runway 36 paragraphs provide specific analysis for threshold. The site allows clear each site according to siting criteria visibility to all existing and proposed established by the FAA. runway ends and taxiway surfaces.

4-20 This site will not derogate the signal SITE B generated by any of the existing or planned navigational aids. As illustrated on Exhibit 4D, Site B is located to the immediate north of the As is the case with many ATCTs, a 72- Executive Beechcraft main westside foot-tall facility located only 1,000 feet hangar. According to spot elevation from the runway would obstruct the 7:1 information for the airport, the ground transitional surface for precision elevation for Site B is at approximately approaches. Consultation with the FAA 1,066 feet MSL and is situated 900 feet would be necessary to get approval for from the runway centerline. this site.

Cab Eye Elevation Nonmandatory Siting Requirements The calculated minimum cab eye elevation for this site is 1,121 MSL, or Depth perception of all surface areas to 55 feet AGL. be controlled should be adequate. The controller’s line-of-sight will be perpendicular or oblique, not parallel, to Mandatory Siting Requirements the line established by aircraft and/or ground vehicle movement. The cab eye This site on the west side of the airfield elevation will intersect all airport is ideal in conjunction with a general surfaces. aviation parallel runway that is close enough to the primary runway as to The tower cab will be oriented to face prevent the location of future buildings south, which is not ideal. Clear between the two runways. visibility of all airport surfaces can be a compensating factor for a south-facing The tower at this location and tower. calculated height would obstruct the F.A.R. Part 77 transitional surface. There are no known local weather This does not preclude construction at phenomena that would restrict visibility this site; it means additional review and for any tower location. Noise levels at analysis will need to be conducted. The this site may be an issue as the location site is large enough to accommodate is near high-activity FBO hangars. An future building needs and employee appropriate buffer would need to be parking. The site is also near existing considered. Access to the site will not utilities and infrastructure. cross areas of aircraft operations. No future construction is planned that would derogate visibility from this site.

4-21 Nonmandatory Siting primary airport surfaces. This location Requirements is considered in conjunction with a general aviation parallel runway Depth perception of all surface areas to located to the east. The centerfield area be controlled should be adequate. The around the tower is considered for controller’s line-of-sight will be development. Care would need to be perpendicular or oblique, not parallel, to given to limit high noise activity around the line established by aircraft and/or the tower. Any new buildings ground vehicle movement. The cab eye constructed in the centerfield area elevation will intersect all airport would need to be set back an surfaces. appropriate distance so that line-of- sight is not obstructed. The tower cab would be oriented to face east, which is preferred for east/west This site plot provides sufficient area to facing towers. accommodate the initial building and the addition of a base building in the Noise levels may be a factor as the future if required. Also, this area would tower would be situated between two readily supply parking areas. highly-active FBO hangars. During a siting study, noise attenuation Minimum cab eye elevations for this measures should be considered further. site indicate that the tower will likely penetrate the F.A.R. Part 77 transitional surface, however, should SITE C not be an obstruction to flight. The tower should not derogate the Exhibit 4E shows Site C, which is performance of any existing or planned located to the southeast of the existing electronic facilities. runway intersection. Spot elevation information for the airport indicates that the ground elevation for Site C is Nonmandatory Siting at approximately 1,078 feet MSL. Requirements

Depth perception of all surface areas to Cab Eye Elevation be controlled will be adequate. The controller’s line-of-sight will be The calculated minimum cab eye perpendicular or oblique, not parallel, to elevation for this location is 1,124 feet the line established by aircraft and/or MSL, or 46 feet AGL. ground vehicle movement.

The tower cab will be oriented to face Mandatory Siting Requirements north. This orientation is considered ideal for viewing aircraft operations to Visibility of airborne traffic patterns is all runway ends. Visibility to all areas good. Visibility is adequate for all requiring control is excellent and would

4-22 not be impaired or shadowed. Access to After review and input from the the site, once constructed, would not Planning Advisory Committee, County require crossing aircraft operation officials, and the public, a recommended areas. concept will be developed by the consultant. The resultant plan will This site is in an area that is currently represent an airside facility that fulfills undeveloped. Due to this fact, initial safety design standards and a landside construction will likely be more costly complex that can be developed as than construction in a site where demand dictates. The development plan utilities and other infrastructure are for New Century AirCenter must already located. represent a means by which the airport can evolve in a balanced manner, both on the airside and landside, to accom- SUMMARY modate the forecast demand. In addition, the plan must provide The process utilized in assessing the flexibility to meet activity growth airside and landside development beyond the long range planning horizon. alternatives involved a detailed analysis of short and long term The following chapters will be dedicated requirements, as well as future growth to refining the basic concept into a final potential. Current airport design plan, with recommendations to ensure standards were considered at every proper implementation and timing for a stage in the analysis. Safety, both air demand-based program. and ground, were given a high priority in the analysis of alternatives.

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