Ace Airfield Operations Module 1

Open to the public

Not open to the public. Examples include airparks, ultralights parks, and balloon ports.

Yes. Example is Branson Airport in Missouri.

National Plan of Integrated Airport Systems - A report that the FAA provides Congress every two years showing financial estimate of AIP eligible capital development projects at airports.

Airport Improvement Program (FAA funded)

Includes all commercial service, reliever, and selected GA airports.

Public airports receiving scheduled passenger service and having 2,500 or more enplaned passengers per year.

1. Scheduled pax service

2. 2500 or more pax/yr

503. Of these, 382 are primary airports.

Airports with more than 10,000 annual pax enplanements

Large hubs

Medium hubs

Small hubs

Nonhub (airports)

Standard Metropolitan Statistical Area. Shows size of cities and how that impacts operational activity of commercial service airports.

Account for at least 1% of total U.S. pax enplanements (29 airports).

.25% to 1% of total U.S. pax enplanements (37 airports)

.05% to .25% of total U.S. pax enplanements (72 airports)

Less than .05% of commercial pax enplanements but have more than 10,000 annual enplanements

2500 to 10000 annual pax enplanements (121 airports, .1% of total enplanements)

Alternates for congested hub airports. Must be open to the public, have 100 or more based aircraft or have 25,000 annual itinerant ops.

At least 10 locally based aircraft and located at least 20 miles from nearest NPIAS airport (2560 airports, 34% of GA fleet)

Airport specific plan presenting the capital development needs of an airport (Typically over a 20-year period)

To provide guidelines for future airport development which will satisfy aviation demand in a financially feasible manner while at the same time resolving the aviation, environmental, and socioeconomic issues existing in the community

Pre-planning

Public involvement

Environmental considerations

Existing conditions

Aviation forecasts

Facility requirements

Alternatives developing and evaluation

Airport layout plans (drawings)

Facilities implementation plan

Financial feasibility analysis

1. Technical Report

2. Summary Report

3. Airport Layout Plan Drawing Set

4. Web Page

5. Public Information Kit

Cover sheet

Airport Layout Plan (existing and future facilities)

Data Sheet

Facilities Layout Plan

Terminal Area Plan

Airport Airspace Drawing (Part 77)

Inner Portion of Approach Surface Drawing (Part 77, TERPS, etc.)

On and Off airport land use drawing

Airport Property Map

RWY Departure Surface Drawing

Utility Drawing

Airport Access Plans (Routes to airport)

Other Plans

AC 150/5300-13

Airport Reference Code - Specifies dimensional and strength criteria to which airport facilities must be built - markings, lighting, NAVAIDS

1. Aircraft approach category

2. Airplane design group

Approach speed of <91 knots (Archer, C172, etc)

Category - (appr. speed)

B: 91 - <121 knots

C: 121 - <141 knots

D: 141 - <166 knots

166 knots or more (approach speed)

Airplane wingspan or tail height, whichever is most restrictive

Tail height <20 ft and

wingspan <49 ft

Tail height 20 ft - <30 ft and

wingspan 49 ft - <79 ft

Tail height 30 ft - <45 ft and

wingspan 79 ft - <118 ft

Tail height 45 ft - <60 ft and

wingspan 118 ft - <171 ft

Tail height 60 ft - <66 ft and

wingspan 171 ft - <214 ft

Tail height 66 ft - <80 ft and

wingspan 214 ft - <262 ft

Aircraft Approach Speed

Airplane Design Group

(for airport design)

Wind

Airspace Availability

Environmental Factors

Obstructions to Air Navagation

Topography

ATCT Visibility

Wildlife Hazards

The ARC.

1% to 1.5% grade for water runoff.

Runway: 60 ft - 200 ft

RSA: 120 ft - 150 ft

Runway Visibility Zones - Increases safety. An area formed by imaginary lines connecting visibility points of two runways. Allows adequate time for aircraft to see another aircraft on a different rwy and avoid.

Object obstructs the airspace needed for landing aircraft.

Environmental factors like noise abatement

When RSA dimensions or OFA lengths are needed

For landing aircraft - shows pilot the first point for landing on the runway. Can be used for taxi and takeoff.

Taxiway: 25 ft - 100 ft

Taxiway safety areas: 49 ft - 262 ft

FAA Form 5010 (5010-1, -2, -3, -4) Updated annually for Part 139 inspection.

Airport name, location, ownership.

Hours of ops

Type/Size of airport

Part 139 index and inspection data

traffic pattern requirements

Aircraft services provided and facility info

WX briefing info

Number and type of based aircraft and ops

Runway and lighting info

Approach and obstruction lighting

ILS and NAVAIDS

Obstacle clearances

Pavement weight capacity and condition

Remarks

No, heliports are not under this part.

AC 150/5390-2

1. Approach and departure paths

2. Clear area for ground maneuvers

3. A windsock

1. Touchdown and Lift-off Area (TLOF)

2. Final Approach and Takeoff Area (FATO)

3. Safety Area

4. Protection Zone (area under appr/dep path starting at FATO per - for emergency landings)

5. Windsock for taxiways/routes

Area under the approach/departure path starting at the FATO perimeter and extending out for a distance of 280 ft for GA facilities and 400 ft for transport facilities. (Provides landing site in emergency).

Small = 6000 lbs or less

Medium = 6,001 lbs - 12,000 lbs

Heavy = Over 12,000 lbs

white-green-yellow (and rate of 30-45 flashes/min)

Safety

Economic operation

Public service

User convenience

Ability of an airport to handle a given volume or magnitude of traffic within specified time period.

Capacity = Volume Traffic/Time

Individual aircraft delay is increased.

Airfield improvements which increase capacity.

When aircraft takes off, lands, or makes an approach to land but is unable to land.

Length of TIME operation is postponed from its expected schedule. Also known as difference btn constrained and unconstrained operating time.

RATE at which aircraft can operate without regard to any delay. Determined/calculated objectively.

Number of aircraft ops an airfield can accommodate with no more than some agreed upon or acceptable amount of average delay.

Always less than throughput capacity and is a subjective value judgement about how much delay is tolerable.

Equal to or less than 4 minutes.