Facility Requirements Chapter Three

Chapter Three AIRPORT FACILITY REQUIREMENTS CHAPTER THREE

FACILITY AIRPORT REQUIREMENTS

To properly plan for the future of Kingman Airport, it is necessary to translate forecast aviation demand into the specific types and quantities of facilities that can adequately serve this identified demand. This chapter uses the results of the forecasts conducted in Chapter Two, as well as established planning criteria to determine the airfield (i.e., runways, taxiways, navigational aids, marking and lighting) and landside (i.e., hangars, terminal building, aircraft parking apron) facility requirements.

The objective of this effort is to identify, in general terms, the adequacy of the existing airport facilities, outline what new facilities may be needed, and when these may be needed to accommodate forecast demands. Having established these facility requirements, alternatives for providing these facilities will be evaluated in Chapter Four to determine the most cost- effective and efficient means for implementation.

The cost-effective, efficient, and orderly development of an airport should rely more upon actual demand at an airport than on a time-based forecast figure. In order to develop a Master Plan that is demand-based rather than time-based, a series of planning horizon milestones have been established for Kingman Airport that take into consideration the reasonable range of aviation demand projections prepared in Chapter Two. It is important to consider that the actual activity at the airport may be higher or lower than projected activity levels.

3-1 By planning according to activity provides flexibility in development, as milestones, the resultant plan can ac- development schedules can be slowed commodate unexpected shifts or or expedited according to actual de- changes in the area’s aviation demand at any given time over the plan- mand. ning period. The resultant plan provides airport officials with a finan- The most important reason for utiliz- cially responsible and needs-based ing milestones is that they allow the program. Table 3A presents the airport to develop facilities according planning horizon milestones for each to need generated by actual demand activity demand category. levels. The demand-based schedule

TABLE 3A Planning Horizon Activity Levels

Short Term Intermediate Long Term Planning Term Planning Historical Horizon Planning Horizon Horizon

Air Carrier Activity Enplaned Passengers 2,313 5,400 6,800 15,000 Annual Operations 1,582 2,800 2,900 3,800

General Aviation Activity Based Aircraft 112 130 150 200 Annual Operations 45,320 52,700 61,500 85,000

Air Taxi Operations 5,300 6,000 6,300 7,100 Stored Aircraft 152 175 175 175

Total Annual Operations 47,980 56,700 65,800 90,700

AIRFIELD REQUIREMENTS The adequacy of existing airfield facilities at Kingman Airport is analyzed Airfield requirements include the need from a number of perspectives within for those facilities related to the arri- each of these components, including val and departure of aircraft. These (but not limited to): airfield capacity, facilities are comprised of the follow- runway length, runway pavement ing items: strength, Federal Aviation Admini- stration (FAA) design standards, airspace configuration, and air traffic ! Runways control. ! Taxiways ! Navigational Aids ! Airfield Lighting and Marking

3-2 AIRFIELD CAPACITY of wind components perpendicular to the direction of travel of an aircraft A demand/capacity analysis measures that is landing or taking off (defined the capacity of the airfield facilities as a crosswind). (i.e., runways and taxiways) in order to identify a plan for additional devel- FAA design standards specify that ad- opment needs. The capacity of the air- ditional runway configurations are field is affected by several factors, in- needed when the primary runway con- cluding airfield layout, meteorological figuration provides less than 95 per- conditions, aircraft mix, runway use, cent wind coverage at specific cross- aircraft arrivals, aircraft touch-and-go wind components. The 95 percent activity, and exit taxiway locations. wind coverage is computed on the ba- An airport's airfield capacity is ex- sis of crosswinds not exceeding 10.5 pressed in terms of its annual service knots for small aircraft weighing less volume (ASV). Annual service volume than 12,500 pounds and from 13 to 16 is a reasonable estimate of the maxi- knots for aircraft weighing over 12,500 mum level of aircraft operations that pounds. can be accommodated in a year. The airport is presently served by Pursuant to FAA guidelines detailed primary Runway 3-21 (oriented in a in the FAA Advisory Circular (AC) northeast-southwest direction) and 150/5060-5, Airport Capacity and De- Runway 17-35 (oriented in a north- lay, the annual service volume of a south direction). Table 3B summa- two- runway configuration normally rizes the wind coverage for the closest exceeds 230,000 operations. Since the reporting station to Kingman Airport. forecasts for the airport indicate that As shown in the table, neither Run- activity throughout the planning pe- way 3-21 nor Runway 17-35 meet or riod will remain below 230,000 annual exceed the minimum 95 percent wind operations, the capacity of the existing coverage established by the FAA for airfield system will not be reached, crosswinds of 10.5 knots. Runway 3- and the airfield is expected to meet 21 meets the wind coverage require- operational demands. Therefore, no ments for crosswind components additional runways are needed for ca- greater than 13 knots. Therefore, two pacity reasons. runway orientations are needed at Kingman Airport. The combined wind coverage exceeds 95 percent for all RUNWAY ORIENTATION crosswind components. Based on this analysis, the runway system at the For the operational safety and effi- airport is properly oriented to prevail- ciency of an airport, it is desirable for ing wind flows and aircraft opera- the primary runway of an airport's tional safety is maximized. No addi- runway system to be oriented as close tional runway orientations are needed as possible to the direction of the pre- at Kingman Airport. vailing wind. This reduces the impact

3-3 TABLE 3B Wind Coverage Summary All-Weather Conditions 10.5 knots 13 knots 16 knots 20 knots Runway 3-21 93.26% 96.09% 98.59% 99.58% Runway 17-35 88.22% 94.33% 98.35% 99.69% Combined Coverage 97.64% 99.06% 99.71% 99.92% Source: NOAA National Climatic Center – Asheville, North Carolina.

PHYSICAL PLANNING while aircraft wingspan primarily re- CRITERIA lates to separation criteria involving taxiways, taxilanes, and landside fa- The selection of appropriate Federal cilities. Aviation Administration (FAA) design standards for the development and lo- According to FAA Advisory Circular cation of airport facilities is based 150/5300-13, Airport Design, an air- primarily upon the characteristics of craft’s approach category is based the aircraft which are currently using upon 1.3 times its stall speed in land- or are expected to use the airport. ing configuration at that aircraft’s Planning for future aircraft use is of maximum certificated weight. The particular importance since design five approach categories used in air- standards are used to plan separation port planning are as follows: distances between facilities. These standards must be determined now Category A: Speed less than 91 knots. since the relocation of these facilities Category B: Speed 91 knots or more, will likely be extremely expensive at a but less than 121 knots. later date. Category C: Speed 121 knots or more, but less than 141 knots. The FAA has established a coding sys- Category D: Speed 141 knots or more, tem to relate airport design criteria to but less than 166 knots. the operational and physical charac- Category E: Speed greater than 166 teristics of aircraft expected to use the knots. airport. This code, the airport reference code (ARC), has two components. The airplane design group (ADG) is The first component, depicted by a let- based upon the aircraft’s wingspan. ter, is the aircraft approach speed (op- The six ADGs used in airport planning erational characteristic); the second are as follows: component, depicted by a Roman nu- meral, is the airplane design group Group I: Up to but not including 49 and relates to aircraft wingspan feet. (physical characteristic). Generally, Group II: 49 feet up to but not includ- aircraft approach speed applies to run- ing 79 feet. ways and runway-related facilities,

3-4 Group III: 79 feet up to but not in- Bombardier Q series of aircraft (ARC cluding 118 feet. B-III) and Embraer and Canadair re- Group IV: 118 feet up to but not in- gional jets (ARC C-II). cluding 171 feet. Group V: 171 feet up to but not in- For planning purposes, an increase in cluding 214 feet. the size of air cargo aircraft is antici- Group VI: 214 feet or greater. pated. While a forecast of enplaned air cargo has not been prepared, en- Exhibit 3A provides a listing of typi- planed air cargo can be expected to cal aircraft and their associated ARC. grow through the planning period as The FAA advises designing airfield the local economy grows and new in- facilities to meet the requirements of dustries are developed in the region. the airport’s most demanding aircraft, It is expected that air cargo service or critical aircraft. In order to deter- would continue to be regional in na- mine facility requirements, an ARC ture, with feeder cargo aircraft con- should first be determined, and then tinuing to serve nearby hub airports. appropriate airport design criteria can This would limit the size of aircraft to be applied. This begins with a review multi-engine piston and turboprop air- of aircraft currently using the airport craft. A wide variety of piston engine and those expected to use the airport and turboprop aircraft could be used through the planning period. in air cargo service; however, it is not expected that this would include air- Kingman Airport is currently used by craft larger than ARC B-II. a wide variety of aircraft, ranging from aircraft used for scheduled air- Taking into consideration the poten- line service to general aviation recrea- tial changes in scheduled airline and tional aircraft, general aviation busi- air cargo aircraft, the critical commer- ness aircraft, and a limited number of cial aircraft are expected to fall within helicopters. Helicopters are not in- ARC C-II. This accounts for the po- cluded in this determination as they tential introduction of regional jet air- are not assigned an ARC. craft in the market.

Commercial Aircraft General Aviation

The primary aircraft used for sched- General aviation aircraft using the uled airline service is the 19-seat airport include small single and multi- Beechcraft 1900 turboprop aircraft. engine aircraft, which fall within ap- This aircraft falls within ARC B-II. proach categories A and B and ADG I, The aviation demand forecasts noted and business turboprop and jet air- the potential to shift to larger turbo- craft, which fall within approach cate- prop and regional jet aircraft as the gories B, C, and D and ADGs I and II. air service market expands. Larger The majority of based aircraft fall seating capacity turboprops include within ARC A-I and ARC B-I. Repre- the DeHavilland Dash-8 (ARC B-III),

3-5 sentative based aircraft include the IV. It is expected in the future that Cessna 210 and Beechcraft Bonanza. large transport aircraft would continue to be part of the storage and A wide range of transient business jets maintenance mix. For stored aircraft, operate at the airport. These include the critical design aircraft is ARC C- aircraft within the Cessna Citation III. This covers the DC-9, MD-80, and family of business jets, Gulfstream 737 series aircraft. business jets, Learjet, and Raytheon jet aircraft. Based upon data available from the FAA, there were an es- Critical Design timated 300 operations by business jet Aircraft Conclusion aircraft in 2003. For planning purposes, stored aircraft When compared with the single and up to ARC C-III define the airport=s multi-engine piston aircraft, and busi- critical aircraft. These are the largest ness turboprop aircraft, business jets and most demanding aircraft to oper- are the most demanding general avia- ate at the airport. While these air- tion aircraft to operate at the airport. craft conduct only limited operations This is due to their longer wing span, at the airport, their wingspan and higher approach speed, and higher landing gear configurations are vastly landing and takeoff weights. There- different than the remaining segments fore, business jet aircraft comprise the of activity at the airport. The wing- critical design aircraft for the general span and landing gear configurations aviation segment of activity at the air- of the transport aircraft become criti- port. Presently, the critical business cal for the proper separation distances jets fall within ARC C-II. The avia- between the runway and taxiways, tion demand forecasts projected busi- and taxiways and landside facilities. ness jet activity to increase through The landing gear configurations and the planning period. Therefore, it is width between landing gear struts expected that activity within Ap- contributes to the design width of the proach Category D would increase in runways and taxiways. Business jets the future. share the same approach speeds with the larger transport jets that will use the airport for storage and mainte- Stored Aircraft nance activities. Some larger business jets such as the Global Express and A business located on the airport pro- Gulfstream V fall within ADG III. vides aircraft maintenance and storage services to the airline and air ARC C-III design requirements have cargo industry. In 2003, there were been applied to Kingman Airport since approximately 152 aircraft stored at the 1991 Master Plan. This review of Kingman Airport. This included a the critical design aircraft confirms wide range of aircraft, from turboprop the need to continue to plan airfield aircraft within ARC B-II to large facilities to ARC C-III. transport jet aircraft in ARC C-III, C-

3-6 A-I C-I, D-I 03MP10-3A-6/9/04 • Beech Baron 55 • Beech Bonanza • Cessna 150 • Cessna 172 • Lear 25, 35, 55 • Piper Archer • Israeli Westwind • Piper Seneca • HS 125

less than 12,500 lbs. B-I • Beech Baron 58 C-II, D-II • Beech King Air 100 • Cessna 402 • Cessna 421 • Gulfstream II, III, IV • Piper Navajo • Canadair 600 • Piper Cheyenne • Canadair Regional Jet • Swearingen Metroliner • Lockheed JetStar • Cessna Citation I • Super King Air 350

less than 12,500 lbs. B-II C-III, D-III • Boeing Business Jet • B 727-200 • B 737-300 Series • MD-80, DC-9 • Fokker 70, 100 • Super King Air 200 • A319, A320 • Cessna 441 • Gulfstream V • DHC Twin Otter • Global Express

over 12,500 lbs. B-I, II • Super King Air 300 C-IV, D-IV • Beech 1900 • Jetstream 31 • B-757 • Falcon 10, 20, 50 • B-767 • Falcon 200, 900 • DC-8-70 • Citation II, III, IV, V • DC-10 • Saab 340 • MD-11 • Embraer 120 • L1011 A-III, B-III D-V • DHC Dash 7 • DHC Dash 8 • DC-3 • Convair 580 • Fairchild F-27 • B-747 Series • ATR 72 • B-777 • ATP

Note: Aircraft pictured is identified in bold type. AIRPORT Exhibit 3A AIRPORT REFERENCE CODES Runway 3-21 provides the greatest tion zone (RPZ), and runway safety length at the airport and presently area (RSA). serves as the primary runway for large aircraft. This runway should ul- The OFA is defined as Aa two- timately consider ARC C-III design dimensional ground area surrounding requirements. The wind analysis indi- runways, taxiways, and taxilanes, cated that a crosswind runway was which is clear of objects except for ob- needed for crosswind components to jects whose location is fixed by func- 10.5 knots. This includes aircraft tion.@ The RSA is "a defined surface through ARC B-II. Therefore, ARC B- surrounding the runway prepared or II planning standards should be used suitable for reducing the risk of dam- in the ultimate design and construc- age to airplanes in the event of an un- tion of crosswind Runway 17-35. dershoot, overshoot, or excursion from the runway." The OFZ is a Adefined The design of taxiway and apron areas volume of airspace centered above the should consider the wingspan re- runway centerline whose elevation is quirements of the most demanding the same as the nearest point on the aircraft to operate within that specific runway centerline and extends 200 functional area on the airport. The feet beyond each runway end.@ The airfield taxiways and main transient RPZ is a two-dimensional trapezoidal- apron area should consider ADG III shaped surface located along the ex- design requirements to accommodate tended runway centerline to protect the wingspan requirements of busi- people and property on the ground. ness jet aircraft. Other transient gen- The FAA expects these areas to be un- eral aviation apron and aircraft main- der the control of the airport and free tenance and repair hangar areas from obstructions. should consider ADG II requirements to accommodate larger piston and tur- The dimensional requirements for boprop aircraft, as well as typical ARC-III are summarized on Table 3C business jet aircraft. T-hangar and and Exhibit 3B. A cursory review of small conventional hangar areas these design requirements at King- should consider ADG I requirements man Airport indicates that these de- as these commonly serve smaller sin- sign requirements are fully met. A gle and multi-engine piston aircraft. project in 2003 improved the Runway 3-21 RSA to meet ARC C-III standards. Design standards will be more AIRFIELD SAFETY fully reviewed within the Alternatives STANDARDS Analysis (Chapter Four).

The FAA has established several The current RPZ requirements are imaginary surfaces to protect aircraft met on existing airport property. The operational areas and keep them free alternatives analysis will examine fu- from obstructions that could affect the ture RPZ land acquisition needs con- safe operation of aircraft. These in- sidering the design standard and up- clude the object free area (OFA), ob- graded instrument approach recom- stacle free zone (OFZ), runway protec- mendations of this Master Plan.

3-7

TABLE 3C Airfield Safety Area Dimensional Standards (ft.)

C-III

Runway Safety Area Width 400 Length Beyond Runway End 1,000 Object Free Area Width 800 Length Beyond Runway End 1,000 Precision Object Free Area Width 800 Length Beyond Runway End 200 Obstacle Free Zone Width 400 Length Beyond Runway End 200 Source: FAA Airport Design Software Version 4.2D, Change 7 to AC 150/5300-13

Runway Length currently serving the airport, as well as aircraft expected to serve the air- Runway length requirements are port in the future. Business jets will based upon five primary elements: be the most demanding aircraft for airport elevation, the mean maximum runway length determinations at the daily temperature of the hottest airport. These aircraft are most likely month, runway gradient, critical air- desiring to operate at maximum pay- craft type expected to use the runway, load to carry both passengers and fuel and the stage length of the longest to their destination. While the stored non-stop trip destination. aircraft are critical for design standard considerations, these aircraft will Aircraft performance declines as ele- rarely be operating at maximum take- vation, temperature, and runway gra- off weights, as they will not be carry- dient factors increase. For calculating ing passengers or cargo. runway length requirements at King- man Airport, elevation is 3,446 feet Business jets are most affected by the above mean sea level (MSL); the mean existing runway length, especially maximum daily temperature of the during the warm summer months hottest month is 97.1 degrees Fahren- when payload must be reduced to heit. Runway end elevations vary by meet takeoff requirements. Business 17 feet (Runway 3-21) and 89 feet jets may reduce payload at the airport (Runway 17-35). during the warm summer months to be able to depart on the available In examining runway length require- runway lengths at the airport. Long ments at the airport, the primary term facility planning should consider runway should be designed to accom- providing additional runway length modate the most demanding aircraft for longer stage length flights should

3-8 03MP10-3B-6/4/04

EXISTING SHORT TERM LONG TERM NEED NEED RUNWAYS

Runway 3-21 Runway 3-21 Runway 3-21 ARC C-II • 6,831' x 150' ARC C-III • 6,831' x 150' ARC C-III • 7,000' x 150' 45,000 SWL • 85,000 DWL 45,000 SWL • 85,000 DWL 45,000 SWL • 85,000 DWL 125,000 DTWL • 265,000 DDTWL 125,000 DTWL • 265,000 DDTWL 125,000 DTWL • 265,000 DDTWL Runway Safety Area Runway Safety Area Runway Safety Area 200' each side of runway centerline 200' each side of runway centerline 250' each side of runway centerline 1,000' beyond each runway end 1,000' beyond each runway end 1,000' beyond each runway end Object Free Area Object Free Area Object Free Area 400' each side of runway centerline 400' each side of runway centerline 400' each side of runway centerline 1,000' beyond each runway end 1,000' beyond each runway end 1,000' beyond each runway end Runway Protection Zone Each End Runway Protection Zone Each End Precision Object Free Area Inner Width - 500' • Outer Width - 1,010' Inner Width - 500' • Outer Width - 1,010' 400' each side of runway centerline Length - 1,700' Length - 1,700' 200' beyond each runway end Runway Protection Zone Primary End Inner Width - 1,000' • Outer Width - 1,750' Length - 2,500' Runway Protection Zone Other End Inner Width - 500' • Outer Width - 1,010' Length - 1,700'

Runway 17-35 Runway 17-35 Runway 17-35 ARC B-II • 6,725' x 75' ARC B-II • 6,725' x 75' ARC B-II • 6,725' x 75' 22,000 SWL • 60,000 DWL 22,000 SWL • 60,000 DWL 22,000 SWL • 60,000 DWL Runway Safety Area Runway Safety Area Runway Safety Area 75' each side of runway centerline 75' each side of runway centerline 75' each side of runway centerline 300' beyond each runway end 300' beyond each runway end 300' beyond each runway end Object Free Area Object Free Area Object Free Area 250' each side of runway centerline 250' each side of runway centerline 250' each side of runway centerline 300' beyond each runway end 300' beyond each runway end 300' beyond each runway end Runway Protection Zone Each End Runway Protection Zone Each End Runway Protection Zone Each End Inner Width - 500' • Outer Width - 700' Inner Width - 500' • Outer Width - 700' Inner Width - 500' • Outer Width - 700' Length - 1,000' Length - 1,000' Length - 1,000' TAXIWAYS Runway 3-21 Runway 3-21 Runway 3-21 Full-length Parallel Taxiway A - 75' wide Full-length Parallel Taxiway A - 75' wide Full-length Parallel Taxiway A - 75' wide 522.5' from runway centerline 522.5' from runway centerline Relocate to 400' from runway centerline Taxiway D1 - 150' wide Taxiway D1 - 150' wide Taxiway D1 - 150' wide Taxiway D2 - 75' wide Taxiway D2 - 75' wide Taxiway D2 - 75' wide Taxiway D3 - 75' wide Taxiway D3 - 75' wide Taxiway D3 - 75' wide Taxiway D4 - 150' wide Taxiway D4 - 150' wide Taxiway D4 - 150' wide Add Exit Taxiways Reserve for east full-length parallel taxiway

Runway 17-35 Runway 17-35 Runway 17-35 Partial Parallel Taxiway C - 75' wide Partial Parallel Taxiway C - 75' wide Taxiway C - 75' wide / Extend to Runway 35 End 522.5' from runway centerline 522.5' from runway centerline Relocate to 400' from runway centerline Taxiway C1 - 150' wide Taxiway C1 - 150' wide Taxiway C1 - 150' wide Taxiway A - 75' wide Taxiway A - 75' wide Add Exit Taxiways Taxiway B - 75' wide Taxiway B - 75' wide Reserve for east full-length parallel taxiway Taxiway Access to Industrial Park Taxiway A - 75' wide Taxiway B - 75' wide / Extend to the west Taxiway Access to Industrial Park HELICOPTER OPERATIONS (2) Helicopter Parking Positions Along (2) Helicopter Parking Positions Along (2) Helicopter Parking Positions Along Taxiway C Taxiway C Taxiway C KEY Transient Helipad on Main Apron Transient Helipad on Main Apron SWL - Single wheel loading DWL - Dual wheel loading Hardstands on Main Apron Hardstands on Main Apron DTWL - Dual-tandem wheel DDTWL - Double dual- loading tandem wheel loading Exhibit 3B AIRCRAFT OPERATIONAL AREA REQUIREMENTS that be needed by specific operators at ally, since the ultimate length of the the airport. The appropriate planning runway impacts airspace planning as category for ARC C-III is 75 percent of defined in 14 CFR Part 77, and used large aircraft at 90 percent useful in local height and hazard zoning, re- load. As shown in Table 3D, a run- serving the potential for a 10,000-foot way length of 7,000 feet is recom- runway can ensure that the surround- mended for this category. Therefore, ing communities do not construct long term facility planning should buildings or towers that would ob- consider an ultimate runway length of struct a 10,000-foot runway approach 7,000 feet for Runway 3-21. surfaces should the need for this runway length materialize in the future. The 1991 Master Plan and current The alternatives analysis will consider Airport Layout Plan (ALP) depict an the design requirements for both a ultimate length of 10,000 feet on 7,000-foot primary runway length, as Runway 3-21. While the entire 10,000 well as a 10,000-foot ultimate runway feet cannot be justified at this time length on Runway 3-21. based on the existing and projected fleet mix, consideration could be given The appropriate planning category for to reserving airport property to ac- Runway 17-35 is “Small airplanes commodate this length of runway in with 10 or more passenger seats”. Ad- the future so that this property is not ditional runway length is not needed developed for other uses. Reserving on Runway 17-35 since this runway property for a 10,000-foot runway pro- currently exceeds the minimum 5,300 vides flexibility in the types of busi- feet of length recommended by the nesses and operators that the airport FAA. can market to in the future. Addition-

TABLE 3D Runway Length Requirements AIRPORT AND RUNWAY DATA

Airport elevation...... 3,446 feet Mean daily maximum temperature of the hottest month ...... 97.1° F Maximum difference in runway centerline elevation...... 89 feet Length of haul for airplanes of more than 60,000 pounds...... 500 miles RUNWAY LENGTHS RECOMMENDED FOR AIRPORT DESIGN

Small airplanes with 10 or more passenger seats ...... 5,300 feet Large airplanes of 60,000 pounds or less 75 percent of large airplanes at 60 percent useful load...... 7,000 feet 100 percent of large airplanes at 60 percent useful load...... 9,200 feet Reference: FAA’s airport design computer software utilizing Chapter Two of AC 150/5325-4A, Runway Length Requirements for Airport Design, no changes included.

3-9 Runway Width necessary as activity increases at an airport to provide safe and efficient Runway width is primarily deter- use of the airfield. mined by the planning ARC for the particular runway. FAA design stan- Design standards for separation be- dards specify a minimum width of 150 tween the runways and parallel taxi- feet for Runway 3-21 (ADG III), while ways are based upon the wingspan of a minimum of 75 feet should be pro- the critical aircraft using the runway. vided for Runway 17-35 (ADG II). Since this varies between the two Each runway currently meets the runways, different standards apply. standard established by the FAA and Runway 3-21 is served by full-length should satisfy future needs with nor- parallel Taxiway D. Taxiway D is 75 mal maintenance. feet in width, which exceeds the 50 feet required for ARC C-III. The runway/taxiway centerline separation of Pavement Strength 522.5 feet exceeds the requirements for ARC C-III. Consideration may be The most important feature of airfield given to relocating Taxiway D to the pavement is its ability to withstand minimum 400-foot separation distance repeated use by aircraft of significant defined in FAA design standards when weight. The current strength rating a major rehabilitation of this taxiway on Runway 3-21 is 45,000 pounds sin- is needed. This could allow for the de- gle wheel loading (SWL), 85,000 velopment of additional aircraft park- pounds dual wheel loading (DWL), ing. This will be examined in the al- 125,000 pounds dual tandem wheel ternatives analysis. loading (DTWL), and 265,000 pounds double dual tandem wheel loading While ARC B-II design standards ap- (DDTWL). Runway 17-35 has a cur- ply to Runway 17-35, aircraft through rent strength rating of 22,000 pounds ADG III may utilize Taxiway C. SWL and 60,000 pounds DWL. The Therefore, ADG III design standards current strength ratings on both run- should be retained for Taxiway C simi- ways are sufficient for the fleet of air- lar to Taxiway D. Taxiway C is cur- craft currently serving, and expected rently 75 feet wide and located 538 to serve the airport in the future. feet from the Runway 17-35 centerline. Similar to Taxiway D, the existing width and separation distances ex- TAXIWAYS ceed FAA design standards. Consid- eration may be given to relocating Taxiways are constructed primarily to Taxiway C to the minimum 400-foot facilitate aircraft movements to and separation distance defined in FAA from the runway system. Some taxi- design standards, when a major reha- ways are necessary simply to provide bilitation of this taxiway is needed. access between the aprons and run- This will be examined in the alterna- ways, whereas other taxiways become

3-10 tives analysis, as will the extension of wing aircraft. Helicopter and fixed- Taxiway C to the Runway 35 end. wing aircraft should be segregated to the extent possible. Facility planning The type and frequency of runway en- should include establishing a desig- trance/exit taxiways can affect the ef- nated transient helipad at the airport. ficiency and capacity of the runway Helipads are available along the Bu- system. Right-angled exits require an reau of Land Management (BLM) aircraft to be nearly stopped before ex- area. These helipads should be main- iting the runway. Acute-angled (high- tained through the planning period. speed) exits allow aircraft to slow to a safe speed, without stopping, before exiting the runway. Additional con- NAVIGATIONAL AND necting taxiways (at a minimum of 50 APPROACH AIDS feet in width) should be considered. This will be examined more closely in Navigational aids are electronic de- the alternatives analysis. vices that transmit radio frequencies which properly equipped aircraft and Taxiway B currently extends along the pilots translate into point-to-point southern edge of the apron. Facility guidance and position information. planning should include extending The types of electronic navigational this taxiway to the west to allow air- aids available for aircraft flying to or field access to the western portions of from Kingman Airport include the airport property. While not needed for Kingman very high frequency omni- airfield capacity, full-length parallel directional range (VOR) facility, global taxiways should be considered on the positioning system (GPS), and Loran- southeast and south sides of Runway C. These systems are sufficient for 3-21 and Runway 17-35, respectively. navigation to and from the airport; Future landside development on the therefore, no other navigational aids east side of the airport may require are needed at the airport. airfield access. Planning for a parallel taxiway for these runways will ensure that future landside facilities devel- Instrument Approach Procedures oped in these areas consider the separation distances needed for this taxi- Instrument approach procedures have way. Consideration for taxiway access been established for the airport using to the adjacent industrial park should the VOR and GPS navigational aids. also be considered. Instrument approach procedures con- sist of a series of predetermined ma- neuvers established by the FAA for HELIPADS navigation during inclement weather conditions. The current instrument The airport does not have a designated approach procedures only provide helipad on the main apron area. Heli- course guidance information to the pi- copters utilize the same areas as fixed- lot.

3-11 Appendix 16 of FAA AC 150/5300-13, an APV with visibility minimums of Airport Design, Change 7, details the one mile and cloud ceilings as low as minimum airport landing surface re- 300 feet. Lower visibility and cloud quirements that must be met prior to ceiling minimums would require an the establishment of a new instrument approach lighting system and preci- approach procedure. This appendix sion runway markings. These lighting details the requirements for three and marking improvements will be de- types of instrument approach proce- tailed later within this chapter. dures: precision instrument approaches, approach procedures with vertical guidance (APV), and nonpre- AIRFIELD MARKING, cision approaches. While both the LIGHTING, AND SIGNAGE precision instrument and APV will provide descent and course guidance There are a number of lighting and information, the precision approach pavement marking aids serving pilots provides the best approach minimums using the Kingman Airport. These (visibility less than 3/4 mile and 200- lighting and marking aids assist pilots foot cloud ceilings). The APV can pro- in locating the airport during night or vide similar visibility minimums, but poor weather conditions, as well as as- cloud ceiling minimums only to 250 sist in the ground movement of air- feet. The APV is applicable to any ap- craft. Exhibit 3C summarizes the ex- proach using GPS. Nonprecision ap- isting lighting aids and presents fu- proaches can provide for approaches ture requirements. with visibility minimums less than 3/4 mile and 300-foot cloud ceilings. Identification Lighting

Since both course guidance and descent information is desirable for an The location of an airport at night is instrument approach to Kingman Air- universally indicated by a rotating port and GPS does not require the in- beacon. The rotating beacon at the stallation of costly navigation equip- airport is located south of Taxiway A ment at the airport, both a precision near the center of the runway system. GPS approach and an APV approach The rotating beacon is sufficient and should be planned for Kingman Air- should be maintained in the future. port. The Arizona Department of Transportation - Aeronautics Divi- sion=s (ADOT), Navigational Aids and Runway and Taxiway Lighting Aviation Services Special Study, sup- ported the development of a precision Both runways are equipped with me- approach to Runway 21 at Kingman dium intensity runway lighting Airport. APV approaches should be (MIRL), which will be adequate planned for the remaining runway through the planning period. Parallel ends. Taxiways A, C, and D are equipped with medium intensity taxiway light- A review of Appendix 16 indicates that ing (MITL). Taxiway B has no light- the existing airport site can support 3-12 03MP10-3C-6/7/04

EXISTING SHORT TERM LONG TERM NEED NEED INSTRUMENT APPROACH PROCEDURES VOR/DME Runway 21 No Changes Precision Approach 1 mile visibility, 400' cloud ceiling minima Runway 21 Approach Categories A, B, and C Approach Categories A, B, C, and D 1.25 mile visibility, 400' cloud ceiling minima One-Half Mile Visibility Minimum Approach Category D 200' Cloud Ceilings GPS Runway 3 Straight-in GPS Approach 1 mile visibility, 500' cloud ceiling minima Runway 17-35 Approach Categories A and B Approach Categories A, B, C, and D 1.25 mile visibility, 500' cloud ceiling minima 1 mile visibility minimum Approach Category C 400' cloud ceilings 1.5 mile visibility, 500' cloud ceiling minima Approach Category D GPS Runway 21 1 mile visibility, 400' cloud ceiling minima Approach Categories A, B, and C 1.25 mile visibility, 400' cloud ceiling minima Approach Category D AIRFIELD LIGHTING AND MARKINGS Rotating Beacon Rotating Beacon Rotating Beacon Pilot Controlled Lighting Pilot Controlled Lighting Pilot Controlled Lighting

Runway 3-21 Runway 3-21 Runway 3-21 Medium Intensity Runway Edge Lighting Medium Intensity Runway Edge Lighting Medium Intensity Runway Edge Lighting Medium Intensity Taxiway Edge Lighting Medium Intensity Taxiway Edge Lighting Medium Intensity Taxiway Edge Lighting Lighted Runway/Taxiway Directional Signage Lighted Runway/Taxiway Directional Signage Lighted Runway/Taxiway Directional Signage Precision Approach Path Indicator - 4 Precision Approach Path Indicator - 4 Precision Approach Path Indicator - 4 Runway 3 and Runway 21 Runway 3 and Runway 21 Runway 3 and Runway 21 Runway End Identifier Lights Runway End Identifier Lights MALSR - Runway 21 Runway 3 and Runway 21 Runway 3 and Runway 21 Runway End Identifier Lights Nonprecision Runway Markings Nonprecision Runway Markings Runway 3 Distance Remaining Signs Distance Remaining Signs Precision Runway Markings Distance Remaining Signs

Runway 17-35 Runway 17-35 Runway 17-35 Medium Intensity Runway Edge Lighting Medium Intensity Runway Edge Lighting Medium Intensity Runway Edge Lighting Medium Intensity Taxiway Edge Lighting Medium Intensity Taxiway Edge Lighting Medium Intensity Taxiway Edge Lighting Lighted Runway/Taxiway Directional Signage Lighted Runway/Taxiway Directional Signage Lighted Runway/Taxiway Directional Signage Precision Approach Path Indicator - 2 Precision Approach Path Indicator - 2 Precision Approach Path Indicator - 2 Runway 17 and Runway 35 Runway 17 and Runway 35 Runway 17 and Runway 35 Basic Runway Markings Runway End Identifier Lights Runway End Identifier Lights Runway 17 and Runway 35 Runway 17 and Runway 35 Basic Runway Markings Nonprecision Runway Markings OTHER FACILITIES Lighted Wind Indicator Lighted Wind Indicator Lighted Wind Indicator Segmented Circle Segmented Circle Segmented Circle Wind Tee Wind Tee Wind Tee Automated Surface Observation System (ASOS) Automated Surface Observation System (ASOS) Automated Surface Observation System (ASOS) Remote Communications Outlet (RCO) Remote Communications Outlet (RCO) Remote Communications Outlet (RCO)

KEY DME - Distance Measuring Equipment VOR - Very High Frequency Omni-directional Rang Facility MALSR - Medium Intensity Approach Lighting GPS - Global Positioning System System with Runway Alignment Indicator Lighting AIRPORT Exhibit 3C AIRFIELD SUPPORT REQUIREMENTS ing. Future planning should include cision approach slope indicator (PAPI- the addition of MITL on Taxiways B. 2L) is installed on the approach ends of Runway 17-35. The PAPIs are appropriate for the mix of aircraft oper- Distance Remaining Signs ating at the airport and should be maintained through the planning pe- Runway 3-21 is equipped with lighted riod. distance remaining signs that notify pilots of the available runway length. These are sufficient through the plan- Runway End ning period, although they would need Identification Lighting to be relocated if the runway is ex- tended. Runway end identifier lights (REILs) are flashing lights that facilitate identification of the runway end. REILs Airfield Signs are installed on each end of Runway 3- 21. As REILs provide pilots with the Airfield signage provides another ability to identify the runway ends means of notifying pilots as to their and distinguish the runway end light- location on the airport. A system of ing from other lighting on the airport signs placed at several airfield inter- and in the approach areas, REILs sections on the airport is the best should be planned for each end of method available to provide this guid- Runway 17-35. ance. Signs located at intersections of taxiways provide crucial information to avoid conflicts between moving air- Approach Lighting craft. Directional signage instructs pilots as to the location of taxiways Approach lighting systems provide the and terminal aprons. At Kingman basic means to transition from in- Airport, all signs installed at the taxi- strument flight to visual flight for way and runway intersections are lit. landing. No approach lighting system is presently installed at the airport. A future precision approach to Runway Visual Approach Lighting 21 would require the installation of a medium intensity approach lighting In most instances, the landing phase system with runway alignment light- of any flight must be conducted in vis- ing (MALSR). This would replace the ual conditions. To provide pilots with REILs currently installed at the Run- visual guidance information during way 21 end. landings to the runway, electronic visual approach aids are commonly provided at airports. A four-light preci- Pilot-Controlled Lighting sion approach path indicator (PAPI- 4L) is installed on the approach ends Kingman Airport is equipped with pi- of Runway 3-21, while a two-light pre- lot-controlled lighting (PCL). PCL al-

3-13 lows pilots to control the intensity of guidance to pilots. The apron areas runway lighting using the radio also have centerline markings to indi- transmitter in the aircraft. PCL also cate the alignment of taxilanes within provides for more efficient use of air- these areas. Besides routine mainte- field lighting energy. A PCL system nance of the taxiway striping, these turns the airfield lights off or to a markings will be sufficient through lower intensity when not in use. Simi- the planning period. lar to changing the intensity of the lights, pilots can turn up the lights us- Aircraft hold positions must all con- ing the radio transmitter in the air- tinue to be marked. By June 9, 2007, craft. This system should be main- Kingman Airport will be required to tained through the planning period. have installed internally-illuminated holding position signs.

Pavement Markings WEATHER REPORTING In order to facilitate the safe movement of aircraft about the field, air- The airport has a lighted wind cone ports use pavement markings, light- and wind tee that provide pilots with ing, and signage to direct pilots to information about wind conditions. A their destinations. Runway markings segmented circle provides traffic pat- are designed according to the type of tern information to pilots. These fa- instrument approach available on the cilities are required when the airport runway. FAA Advisory Circular is not served by a 24-hour ATCT. 150/5340-1H, Marking of Paved Areas These facilities are sufficient and on Airports, provides the guidance should be maintained in the future. necessary to design airport markings. The airport is equipped with an Runway 3-21 is marked as a nonpreci- Automated Surface Observing System sion runway, while Runway 17-35 has (ASOS), which provides automated basic/visual markings. If the airport aviation weather observations 24 secures a precision instrument landing hours per day. The system updates system (ILS), then precision markings weather observations every minute, would be required on Runway 3-21. continuously reporting significant Nonprecision markings will be re- weather changes as they occur. The quired on 17-35 should GPS ap- ASOS system reports cloud ceiling, proaches ultimately be established to visibility, temperature, dew point, this runway. wind direction, wind speed, altimeter setting (barometric pressure), and Taxiway and apron areas also require density altitude (airfield elevation cor- marking. Yellow centerline stripes rected for temperature). The ASOS are currently painted on all taxiway should be maintained through the surfaces at the airport to provide this planning period.

3-14 COMMUNICATIONS (ATCT); therefore, no formal terminal FACILITIES air traffic control services are available at the airport. Kingman Airport is equipped with a remote communications outlet (RCO) The establishment of a fully-funded that provides pilots with a direct ATCT, staffed and maintained by FAA communication link to the Prescott personnel, follows guidance provided Flight Service Station. This commu- in FAA Handbook 7031.2C, Airway nication link facilitates the opening Planning Standard Number One - and closing of flight plans and should Terminal Air Navigation Facilities be maintained in the future. and Air Traffic Control Services. To be identified as a possible candidate for an ATCT, the sum of the following AIR TRAFFIC CONTROL formula must be greater than or equal to one. The formula is as follows: Kingman Airport does not have an operational airport traffic control tower

AC + AT + GAI + GAL + MI + ML = X

38,000 90,000 160,000 280,000 48,000 90,000

Where: AC = Air Carrier Operations AT = Air Taxi Operations GAI = General Aviation Itinerant Operations GAL = General Aviation Local Operations MI = Military Itinerant Operations ML = Military Local Operations

Using current activity levels and those a tower be required in the future or forecast activity levels prepared in the community wish to participate in Chapter Two, it is expected that the FAA Contract Tower program. Kingman Airport would not qualify as a possible candidate for a fully-funded FAA ATCT due to the levels of air LANDSIDE traffic at the airport. At 2003 activity REQUIREMENTS levels, the sum of the formula above is

0.24. At long term planning horizon Landside facilities are those necessary levels, the sum is 0.44. for handling aircraft, passengers, and

freight while on the ground. These Facility planning should include iden- facilities provide the essential inter- tifying and reserving a location for the face between the air and ground future development of a tower, should

3-15 transportation modes. The capacities • Ticketing - includes estimates of of the various components of each area the space necessary for the queu- were examined in relation to projected ing of passengers at ticket count- demand to identify future landside fa- ers, the linear footage of ticket cility needs. counters, and the space necessary to accommodate baggage make-up and airline ticket offices. TERMINAL AREA REQUIREMENTS • Departure Facilities - includes estimates of the space necessary Components of the terminal area com- for departure holdroom and the plex include the terminal apron, vehi- number of aircraft gate positions. cle parking area, and the various func- Holdroom space and gate positions tional elements within the terminal in excess of the requirements pre- building. This section identifies the sented in the exhibit are frequently terminal area facilities required to necessary to accommodate individ- meet the airport’s needs throughout ual airline demands. the planning period. • Baggage Claim - includes esti- The requirements for the various ter- mates of the linear footage of bag- minal complex functional areas were gage claim needed and space for determined with the guidance of FAA passengers to claim baggage. Advisory Circular 150/5360-13, Plan- ning and Design Guidelines for Airport • Rental Cars - includes estimates Terminal Facilities. The consultant’s of space necessary for the queuing database for space requirements was of passengers at rental car count- also considered. ers, the space necessary for rental car offices, and the linear footage Facility requirements were developed for rental car counters. for the planning period based upon the forecast enplanement levels. It should • Concessions - includes estimates be noted that actual need for construc- of the space necessary to provide tion of facilities will be based upon en- adequate concession services such planement levels rather than a fore- as restaurant and retail facilities. cast year. It is also important to note the impact that increased security is • Security Screening - includes es- placing on facility requirements. Fu- timates of the amount of space re- ture requirements will include in- quired to accommodate passenger creased areas for the queuing of pas- screening devices, the queuing of sengers and additional security passengers, and security officers’ screening equipment. The various office area. functional areas of the terminal building are summarized as follows: • Public Waiting Lobby - includes estimates of the amount of space

3-16 to accommodate arriving and de- ered. The alternatives analysis will parting passengers. examine the optimal location for the terminal building and its configura- • Terminal Area Automobile tion. Parking - space required for long- term and short-term public parking, employee parking, and rental GENERAL AVIATION car parking. REQUIREMENTS

• Terminal Curb Frontage - in- The purpose of this section is to de- cludes estimates of the linear foot- termine the landside space require- age of curb required to accommo- ments for general aviation hangar and date the queuing of enplaning and apron parking facilities during the deplaning passenger vehicles. At planning period. In addition, the total Kingman Airport, the length of the surface area needed to accommodate terminal curb frontage is a function general aviation activities throughout of the length of the terminal build- the planning period is estimated. ing.

The methodology utilized in the analy- HANGARS sis of the passenger terminal building involved the design hour passenger The demand for aircraft storage han- demands and a comparison of these gars typically depends upon the num- requirements with existing terminal ber and type of aircraft expected to be facilities. The evaluation process in- based at the airport. For planning cludes the major terminal building ar- purposes, it is necessary to estimate eas that are normally affected by hangar requirements based upon fore- peaking characteristics. Exhibit 3D cast operational activity. However, depicts the existing square footage hangar development should be based space available in the existing termi- on actual demand trends and financial nal building and compares it to the investment conditions. anticipated needs for each of the planning horizon levels. Utilization of hangar space varies as a

function of local climate, security, and As evidenced on the exhibit, a larger owner preferences. The trend in gen- terminal building will be needed at eral aviation aircraft, whether single the airport should enplanement levels or multi-engine, is in more sophisti- grow. Currently, the existing terminal cated (and, consequently, more expen- building is without a dedicated bag- sive) aircraft. Therefore, many hangar gage claim and is not sufficiently sized owners prefer hangar space to outside to accommodate the secure hold room. tiedowns. The climate of the regional Given the age of the building and the area causes most aircraft owners to need to considerably increase the prefer inside storage. Presently, the square-footage of the building, a re- majority of aircraft owners currently placement building must be consid-

3-17 keep their aircraft in enclosed hangar hangars, as well as transient aircraft. space. There are approximately 166 tiedowns available for both based and transient Future hangar requirements for the aircraft at the airport. Although the airport are summarized on Exhibit majority of future based aircraft were 3E. Future hangar requirements were assumed to be stored in an enclosed developed with the assumption that a hangar, a number of based aircraft majority of aircraft owners would pre- will still tie down outside. fer enclosed storage and that the per- centage of aircraft within enclosed Along with based aircraft parking hangar facilities would increase needs, transient aircraft parking through the planning period. T- needs must also be considered in de- hangar requirements were determined termining apron requirements. King- by providing 1,200 square feet of space man Airport accommodates a signifi- for aircraft within each T-hangar cant level of transient activity annu- space. Conventional hangar space ally. was determined by providing 1,200 square feet for single engine aircraft Total apron area requirements were and 3,000 square feet for multi-engine determined by applying a planning aircraft. A larger portion of the air- criterion of 800 square yards per tran- craft projected for enclosed aircraft sient aircraft parking position and 500 storage were anticipated to be located square yards for each locally-based within conventional (clearspan) han- aircraft parking position. Transient gars, as is the current trend at the business jet positions were determined airport. For this analysis, the hangars by applying a planning criterion of used for large aircraft maintenance 1,600 square yards for each transient were removed from the analysis since business jet position. The results of the use of these facilities is not related this analysis are presented on Ex- to general aviation activity. hibit 3E. Based upon the planning criteria above and assumed transient As indicated on the exhibit, additional and based aircraft users, the existing hangar space is expected to be re- apron areas should be sufficient quired through the planning period. through the planning period. Addi- The alternatives analysis will examine tional apron area in excess of these options available for hangar develop- needs may be needed as new hangar ment at the airport and determine the areas are developed on the airport best location for each type of hangar which are not contiguous with the ex- facility. isting apron areas.

The tiedown spaces and apron area AIRCRAFT PARKING APRON not used for general aviation activity are currently used for aircraft storage. A parking apron should be provided This is expected to continue through for at least the number of locally- the planning period. Additional heavy based aircraft that are not stored in aircraft parking areas should be pro-

3-18 03MP10-3D-6/7/04

ENPLANEMENTS EXISTING 5,400 6,800 15,000 TICKETING Counter Length (l.f.) 6 8 8 10 Counter Area (s.f.) 225 250 250 300 Ticket Lobby (s.f.) 82 200 200 300 Airline Operations/Bag Make-Up (s.f.) 144 200 250 300 DEPARTURE FACILITIES Aircraft Gates 1 1 1 1 Security Stations 1 1 1 1 Holdroom Area (s.f.) --- 200 300 450 BAGGAGE CLAIM Claim Display (l.f.) 0 5 5 10 Baggage Claim Lobby (s.f.) 0 200 250 350 TERMINAL SERVICES Rental Car Counter Length (l.f.) 5 5 7 10 Office Area (s.f.) 100 200 300 400 Counter Queue Area (s.f.) 100 100 150 300 Food/Beverage (s.f.) 910 900 1,200 1,500 Retail (s.f.) 0 100 100 200 Restrooms (s.f.) 135 100 150 300 PUBLIC LOBBY Seating/Greeting/Farewell Area (s.f.)1 443 500 550 600 AIRPORT/ADMINISTRATION/OFFICE SPACE 0 1,200 1,500 2,000 SUBTOTAL PROGRAMMED AREA 2,139 4,150 5,200 7,000 General Circulation 0 800 900 1,300 Mech./Elec., Maint., & Storage (s.f.) 501 600 700 1,000 TOTAL TERMINAL BUILDING 2,640 5,550 6,800 9,300 AUTO PARKING Public Parking 54 54 54 74 Rental Car 18 18 18 18 Total Auto Parking 72 72 72 92

1 Included in public lobby space

AIRPORT Exhibit 3D PASSENGER TERMINAL BUILDING REQUIREMENTS AIRCRAFT STORAGE HANGARS (General Aviation Aircraft) 03MP10-3E-6/7/04

AVAILABLESHORT TERM NEED INTERMEDIATE NEED LONG TERM NEED Aircraft to be Hangared 73 91 113 160 T-Hangars 48 59 73 104 Conventional Hangars 25 32 39 56 Hangar Area Requirements T-Hangar Area (s.f.) 50,000 71,000 87,800 124,800 Conventional Hangar Storage Area (s.f.) 100,912 118,400 120,300 144,000 Total Hangar Area (s.f.) 150,912 189,400 208,100 268,800 AIRCRAFT PARKING APRON (General Aviation Aircraft)

AVAILABLESHORT TERM NEED INTERMEDIATE NEED LONG TERM NEED Single, Multi-engine Transient Aircraft Positions --- 22 24 35 Apron Area (s.y.) --- 17,400 19,000 27,800 Transient Business Jet Positions --- 2 4 4 Apron Area (s.y.) --- 3,900 6,700 6,200 Locally-Based Aircraft Positions --- 39 37 40 Apron Area (s.y.) --- 25,400 24,100 26,000 Total Positions 166 63 65 79 Total Apron Area (s.y.) 260,000 46,700 48,700 60,000

AVAILABLESHORT TERM NEED INTERMEDIATE NEED LONG TERM NEED

General Aviation Terminal Facilities (s.f.) --- 5,400 6,300 7,900 General Aviation Automobile Parking 112 112 112 150 Other Facilities Aircraft Wash Rack Covered Aircraft Airport Maintenance Owner's Maintenance Building Facility/Wash Rack ARFF Station

ARFF - Airport Rescue & Firefighting

AIRPORT Exhibit 3E LANDSIDE FACILITY REQUIREMENTS vided along the sides of the closed SUPPORT REQUIREMENTS runway. This involves a technique of soil stabilization that does not require Various facilities that do not logically the expense of asphalt or concrete fall within classifications of airfield, pavement. terminal building, or general aviation facilities have been identified for in- clusion in this Master Plan. Facility GENERAL AVIATION requirements have been identified for TERMINAL FACILITIES these remaining facilities:

General aviation terminal facilities • Aircraft Wash Facility have several functions separate from • Perimeter Fencing and those of the airline terminal building. Access Gates Space is required for passengers wait- • Airport Maintenance ing, pilots’ lounge and flight planning, • Utilities concessions, management, storage, • 14 CFR Part 139 and various other needs. This space is not necessarily limited to a single, separate terminal building, but also Aircraft Wash Facility includes the space offered by fixed base operators for these functions and Presently, there is not a designated services. aircraft wash facility on the airport. Consideration should be given to es- The methodology used in estimating tablishing an aircraft wash facility at general aviation terminal facility the airport to collect aircraft cleaning needs was based on the number of air- fluids used during the cleaning proc- port users expected to utilize general ess. aviation facilities during the design hour. General aviation space re- Other airports have combined an air- quirements were then based upon craft owner maintenance facility with providing 120 square feet per design the wash facility. This typically has hour itinerant passenger. Exhibit 3E involved covering the wash rack area. outlines the general aviation space re- These areas typically provide for the quirements for general aviation ter- collection of used aircraft oil and other minal services at Kingman Airport. hazardous materials and provide a There is no dedicated general aviation covered area for aircraft washing and terminal at Kingman Airport, al- light maintenance. The development though this function may be included of a similar facility at Kingman Air- in the future passenger terminal port could reduce environmental expo- building configuration. sure and provide an additional reve- nue source, which could be used to off- set development costs.

3-19 Perimeter Fencing 14 CFR Part 139 Certification and Access Gates Requirements

The entire runway and taxiway sys- 14 CFR Part 139, Certification and tem, along with the main apron areas, Operations: Land Airports Serving are enclosed with six-foot chain link Certain Air Carriers, as amended, pre- fencing with three-strand barbed wire scribes the rules governing the certifi- on top. This fencing was installed in cation and operation of land airports 2003, along with automated vehicle which serve any scheduled or un- access gates, which are operated by a scheduled passenger operation of an keypad. These fencing systems are air carrier that is conducted with an sufficient through the planning period. aircraft having a seating capacity of more than 30 passengers. Presently, Kingman Airport is certificated under Airport Maintenance Building 14 CFR Part 139. New FAA rulemaking will require changes to the 14 CFR Presently, there is not a dedicated air- Part 139 program at Kingman Airport. port maintenance facility. Airport maintenance personnel utilize an ex- The new 14 CFR Part 139 regulations isting T-hangar for equipment storage. are effective June 9, 2004, and extend Consideration should be given to de- certification requirements to airports veloping a maintenance facility for the serving scheduled air carrier opera- storage of maintenance equipment tions in aircraft with 10-30 seats. and to provide work areas for airport Kingman Airport is served by 19-seat maintenance employees. Grant fund- air carrier aircraft, which requires ing can be obtained for a 1,500 square- compliance with these new rules. foot maintenance building. Under the changes to the Part 139 requirements, there would be four Utilities classes of airports: Classes I, II, III, and IV. Airports serving all types of Electrical, water, natural gas, and scheduled operations of large air car- sanitary sewer services are available rier aircraft, and any other type of air at the airport. No information col- carrier operations, would be known as lected during the inventory effort re- Class I airports. Class II airports vealed any deficiencies in providing would be those airports that serve electrical, water, or sanitary sewer scheduled operations of small air car- services at the airport. Therefore, it is rier aircraft (10-30 seats) and un- assumed that all future infrastructure scheduled operations of larger air car- needs for these services will be suffi- rier aircraft (more than 30 seats). ciently met. Airside fire hydrants are Class III airports would be those air- needed for fire protection.

3-20 ports that serve only scheduled opera- at the airport would require that tions of air carrier aircraft with 10-30 Kingman Airport comply with Class seats. Class IV airports would be III of the regulation. Should the air those airports serving only unsched- carrier aircraft change to include air- uled air carrier operations in aircraft craft with more than 30 passenger with more than 30 seats. These des- seats, the airport would be required to ignations are shown in Table 3E. The comply with Class I of the regulation. current air carrier aircraft operating

TABLE 3E Proposed Part 139 Airport Classifications

Proposed Airport Class

Type of air carrier operation Class I Class II Class III Class IV

Scheduled Large Air Carrier Aircraft X

Unscheduled Large Air Carrier Aircraft X X X

Scheduled Small Air Carrier Aircraft X X X

The rulemaking establishes the follow- Because Kingman Airport currently ing dates for compliance: maintains a limited operating certifi- cate under 14 CFR Part 139, it must • June 9, 2005: Class II, III and IV be capable of providing standby equip- airports must submit Airport Certi- ment and personnel for aircraft rescue fication Manuals to FAA for ap- and firefighting to air carrier aircraft proval. for any air carrier operations. King- man Airport’s existing rescue and fire- • June 9, 2005: At least one training fighting capabilities satisfy the re- supervisor with each fueling agent quirements of Index A (although the must be trained in fire safety prior ARFF vehicle has been grandfathered to this date. under existing rulemaking until it can be replaced). Future airport plans • June 9, 2006: Class II, III and IV should maintain Index A require- airports must submit an Airport ments and include replacing the exist- Emergency Plan to FAA. ing ARFF vehicle. A new ARFF building should also be planned to allow for • June 9, 2007: Class II, III and IV expanded equipment storage and per- airports must comply with the re- sonnel quarters as needed. quirements of 14 CFR 139.319- ARFF Operations.

3-21 AIRPORT ACCESS function of future development at the airport. Primary access to the airport is provided from Historic Route 66 (Andy Devine Avenue) via Mohave Airport SUMMARY Drive. The intersection of Mohave Airport Drive and Andy Devine Boule- The intent of this chapter has been to vard is signalized. Directional signage outline the facilities required to meet is available from Interstate 40. Be- potential aviation demands projected sides routine maintenance and pave- for the airport through the planning ment improvements, the existing horizon. The next step is to develop a roadway access to the airport should direction for implementation that will be capable of supporting aviation- best meet these projected needs. The related growth at the airport. Expan- remainder of the master plan will be sion of roadways and new roadway de- devoted to outlining this direction, its velopment at the airport will be a schedule, and costs.

3-22