Technical Note
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Technical note Project: MYF AMPU Subject: Runway 28R Threshold From: Anna Marron, Atkins Date: April 23, 2018 The following technical note details the variables involved in the threshold relocation for Runway 28R. These variables include the following. Fleet mix (existing and proposed) RPZ Locations Supporting equipment relocations required City of San Diego Resolution R‐280194 Palomar Airport fleet mix and facilities comparison 1.1. Existing Runway 10L/28R Configuration Montgomery‐Gibbs Executive Airport (MYF) consists of three runways, two of which are parallel. Runway 10L/28R is MYF’s longest runway, at 4,577 feet. Figure 1 displays the lengths available for aircraft operations on Runway 10L/28R. Figure 1. Existing Runway 10L/28R Available Operational Lengths 4,577’ 3,401’ 1,176’ Source: Atkins analysis, 2018 Declared Distances Currently, the full runway length for 10L/28R is 4,577 feet, represented by the blue line in Figure 1. The Runway 28R threshold is displaced by 1,176 feet, represented by the white line in Figure 1. Runway 28R has a Landing Distance Available (LDA) of 3,401 feet, represented by the red line in Figure 1 (4,577 feet – 1,176 feet = 3,401 feet). The displaced threshold only applies to aircraft landing on Runway 28R. Aircraft taking off from Runway 28R, or aircraft landing and taking off from Runway 10L may utilize the full runway length of 4,577 feet. MYF Runway 28R Thresold - Technical Note_4-23-18-F.docx 1 Technical note Fleet Mix Figure 2 represents operational landing distance required, based on manufacturer’s specifications, for different jet aircraft currently operating at MYF. The number in parenthesis next to the aircraft model is the Maximum Takeoff Weight (MTOW) for aircraft which operated at MYF in the previous calendar year (CY). The red line indicates the LDA for the approach to Runway 28R with the displaced threshold. The blue line indicates the LDA if the threshold is removed. Figure 2. Existing Fleet Mix – Landing Distance — Existing MYF Runway 28R — Proposed MYF Runway 28R 3,401’ 4,577’ BE40 - Raytheon/Beech Beechjet 400/T-1 (16,100 lb) C68A - Cessna Citation Latitude (30,800 lb) HDJT - HONDA HA-420 HondaJet (10,600 lb) PRM1 - Raytheon Premier 1/390 Premier 1 (12,500 lb) CL30 - Bombardier (Canadair) Challenger 300 (38,850 lb) LJ35 - Bombardier Learjet 35/36 (16,314 lb) LJ31 - Bombardier Learjet 31/A/B (17,770 lb) C25C - Cessna Citation CJ4 (17,110 lb) C25M - Cessna Citation M2 (10,700 lb) 0 1000 2000 3000 4000 5000 Landing Distance (Wet) Landing Distance (Dry) Source: TFMSC Data CY 2017, Jetadvisors.com, FAA AC 150/5325‐4B, Atkins Analysis 2018 Notes: Takeoff Distance at Sea Level Standard Day / MTOW / Zero Grade / Zero Wind Landing Distance at Sea Level Standard Day ‐ Max Landing Weight / Zero Grade / Zero Wind Max Takeoff Weight in pounds represented by (MTOW lb) MYF TFMSC Data CY 2017 available in Appendix A At maximum landing weight and during wet conditions, four of the aircraft shown in Figure 2 are not able to land on Runway 28R based on manufacturer’s specifications. However, in dry conditions only two aircraft currently operating at MYF can not not land on Runway 28R. It is assumed that aircraft such as the Beechjet 400, are operating at reduced operational weights in order to take off and land at MYF, but this has not been verified. It has been reported by the Air Traffic Control Tower that jet aircraft requiring a landing distance greater than or approaching the 3,401 feet available on Runway 28R, will request a circling approach to Runway 10L in order to utilize the full runway length available. 1.2. Runway Protection Zones The Runway Protection Zone (RPZ) is a two‐dimensional trapezoidal area centered along the extended runway centerline. The function of the RPZ is to enhance the protection of people and property on the ground. The RPZ trapezoid is divided into two areas, the central portion of the RPZ and the controlled activity area. The central portion of the RPZ extends the entire length of the RPZ centered on the runway centerline. The controlled activity area is the remaining area of the RPZ trapezoid on either side of the MYF Runway 28R Thresold - Technical Note_4-23-18-F.docx 2 Technical note central portion. The RPZ Trapezoid varies in size and location for each runway end based on the following variables. Aircraft Approach Category (AAC) Airplane Design Group (ADG) Approach visibility minimums Declared distances Incompatible land use At MYF, the existing RPZ for Runway 28R is based on AAC ‐B and ADG Category II standards (referred to as B‐II), with approach visibility minimums as low as ½ statute mile. The Runway 28R RPZ trapezoid starts 200 feet from the Runway 28R threshold, is centered on the extended runway centerline, and encompasses 78.9 acres. The RPZ measures 2,500 feet in length, with an inner width of 1,000 feet, and an outer width of 1,750 feet. For a depiction of the existing approach RPZ for Runway 28R see Figure 3. Figure 3. Runway 28 Existing Threshold Approach RPZ N Source: Atkins Analysis, 2018 Advisory Circular (AC) 150/5300‐13A, Section 3.10d, the Federal Aviation Administration (FAA) has listed land uses that are permissible within the RPZ without further evaluation. The list of permissible land uses is reproduced here for reference. MYF Runway 28R Thresold - Technical Note_4-23-18-F.docx 3 Technical note 1) Farming that meets airport design standards. 2) Irrigation channels that meet the requirements of AC 150/5200‐33 and FAA/USDA manual, Wildlife Hazard Management at Airports. 3) Airport service roads, as long as they are not public roads and are directly controlled by the airport operator. 4) Underground facilities, as long as they meet other design criteria, such as RSA requirements, as applicable. 5) Unstaffed NAVAIDS and facilities, such as equipment for airport facilities that are considered fixed‐ by‐function in regard to the RPZ. 1.3. FAA RPZ Interim Guidance Memo On September 27, 2012, the FAA issued a memorandum entitled Interim Guidance (IG) on Land Uses Within a Runway Protection Zone which clarified FAA’s policy on land uses within the RPZ. That guidance stated that the FAA Office of Airports must evaluate and approve any proposed land use items located within the limits of land controlled by the airport owner of an existing or future RPZ that is not specifically allowed. In the memorandum, public roads and/or highways are noted as discouraged types of development within an RPZ and require special coordination. According to the memo, the airport sponsor must work with the FAA Airport District Office (ADO) and Regional Office to develop an alternatives analysis that will mitigate risk to people and property on the ground prior to coordinating with the FAA National Airport Planning Division (APP‐400). The current areas within the 28R RPZ which are listed as incompatible land uses are grandfathered in compliance with the FAA issued memorandum. This existing RPZ configuration has land use impacts that make up approximately 8 percent of the total RPZ area. The proposed Runway 28R threshold relocation would be considered a modification of the existing RPZ configuration because it would extend the RPZ trapezoid 1,776 feet further to the southeast and therefore must be evaluated with the FAA ADO staff and coordinated with FAA Regional Office staff. Relocating the threshold will significantly increase the percentage of incompatible land use within the RPZ. If the threshold is relocated to the end of Runway 28R, incompatible land uses will grow from 8% of the RPZ to 20% of the total RPZ area, a significant increase. See Figure 4 for a depiction of the incompatible land use impacts generated by the proposed relocation of the RPZ. Areas identified on the southern portion of the proposed relocated RPZ are owned by the City of San Diego. The Airport staff has indicated that any structures or facilities within temporary in nature. 1.4. Airfield Support Equipment If the RPZ is moved due to the removal of the displaced threshold, then the impact on various airfield support equipment components which will need to be considered including the expense of moving the equipment and feasibility of relocating that equipment. For example, the Medium Intensity Approach Lighting System with Runway Alignment Lights (MALSR), the glideslope equipment, and the Precision Approach Path Indicator (PAPI) are owned, operated, and maintained by the FAA’s Air Traffic Organization (ATO). The relocation of these navigational aids will require close coordination with the FAA ATO and the potential for executing reimbursable agreement associated with the relocation efforts. The entire process will be subject to the FAA’s schedule, available funding, and priority system. MYF Runway 28R Thresold - Technical Note_4-23-18-F.docx 4 Technical note Figure 4. Proposed Relocated Threshold Runway 28 RPZ N Source: Atkins Analysis, 2018 MALSR The MALSR approach lighting system for Runway 28R provides a visual transition from instrument flight during landing operations. This system consists of a combination of steady and flashing lights in a bar style format which communicates visual information to pilots on runway alignment, and aircraft orientation. The existing MALSR system will need to be relocated at the time the threshold is relocated. Currently, the Runway 28R MALSR equipment is a partial in‐pavement system which extends 2,400 feet from the existing Runway 28R threshold (the displaced threshold). The proposed, relocated MALSR would extend 2,400 feet from the new Runway 28R threshold along the extended runway centerline. This will result in the , with the relocated MALSR equipment being sited in areas that have high potential for environmental impacts.