Master Plan Update (pdf) - Lansing/Capital City Airport

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Capital Region Airport Authority Capital City Airport Master Plan Update A runway’s operational characteristics are related to the physical characteristics of length and width. Runway 10L/28R is 3,601 feet in length and 75 feet wide. The length of this runway limits its use to aircraft in Approach Categories A and B (aircraft less than 12,500 pounds with approach speeds less than 121 knots). Runway 10R/28L is 7,251 feet in length and 150 feet wide and can accommodate virtually any aircraft type operating on short stage lengths (less than 1,000 miles). Weight limitations may apply for stage lengths over 1,000 miles depending upon the aircraft type and weather conditions. Runway 6/24 is 5,001 feet in length and 120 feet wide and can generally accommodate turboprop and small jet aircraft operations. 3.4.1.2 Aircraft Fleet Mix Aircraft fleet mix is another significant factor that affects the capacity of an airfield. Sequencing of arrival aircraft can be performed relatively efficiently for a uniform fleet mix and with aircraft of similar approach speeds. The reverse situation, where there is diversity in the range of aircraft speeds, will generally decrease the hourly capacity of an airfield. Similarly, the hourly capacity of an airfield generally decreases as the average aircraft size of the fleet mix increases. During flight, wake turbulence resulting from the disruption of normal airflow is created behind an aircraft and can represent a significant safety hazard for trailing aircraft or other aircraft operating in the vicinity. Heavier aircraft generate more severe wake turbulence thereby requiring greater separation between aircraft during departure and arrival operations. As a result, aircraft arrivals and departures must be properly sequenced to allow for spacing between consecutive aircraft. This spacing is dictated by their respective speeds and weights. As smaller aircraft are more susceptible to wake turbulence, spacing between aircraft is greatest when smaller aircraft are sequenced behind large aircraft. This increased separation between successive arrivals or departures can significantly decrease the capacity of the airfield. In order to account for the uniformity or diversity of an airport’s fleet mix and the impact that the fleet mix has on the airfield capacity, an aircraft mix index is calculated based on the distribution of aircraft weights and sizes operating at the airport. The mix index is a mathematical expression representing the portion of large aircraft in the fleet. The mix index for a particular fleet is calculated by adding the percentage of Class C aircraft to three times the percentage of Class D aircraft using the aircraft classes defined in Table 3-4. Table 3-4 AIRCRAFT CLASSIFICATIONS FOR DETERMINING THE FLEET MIX INDEX Aircraft Class Maximum Takeoff Weight No. of Engines Wake Turbulence Classification A 12,500 lbs or less Single-engine Small B 41,000 lbs or less Multi-engine Small C 41,000 lbs to 300,000 lbs Multi-engine Large D over 300,000 lbs Multi-engine Heavy Source: FAA Advisory Circular 150/5060-5 Airport Capacity and Delay Facility Requirements 3-6 Final
The aircraft operational mix at Capital City Airport for 2003 is estimated in Table 3-5. Table 3-5 ESTIMATED 2003 OPERATIONAL FLEET MIX Capital Region Airport Authority Capital City Airport Master Plan Update Aircraft Category Air Carrier Commuter Military General Aviation Total 2003 Operations 12,142 17,218 3,579 59,482 92,421 Airport Percent 13% 19% 4% 64% 100% A (91121141166 kts) 0% 0% 0% 0% 0% Category Total 100% 100% 100% 100% 3.4.1.3 Touch-and-Go Operations The percentage of touch-and-go operations applied to this study is based on air traffic controller assessment of runway usage. All touch-and-go operations are conducted by general aviation aircraft, and effectively all occur on Runway 10L/28R. Of the total number of general aviation operations, approximately 15 percent are touch-and-go operations. 3.4.1.4 Demand Capacity Calculation The capacity of the airfield at Capital City Airport was determined by following the method outlined in FAA Advisory Circular 150/5060-5. This capacity was based on the existing airfield with the existing navigational and approach aids. The primary measure of airfield capacity utilized in this analysis is the annual service volume (ASV). The ASV is an estimate of total annual airfield capacity based on the runway layout, aircraft fleet mix, historical weather, and operational characteristics of the Airport. Two procedures for calculating the ASV are provided in AC 150/5060-5. Chapter 2 of AC 150/5060-5 provides a simple method for estimating airfield capacity and is generally used for long-range planning purposes. Chapter 3 of AC 150/5060-5 provides a more detailed methodology for estimating airfield capacity. Both methods are considered in the following sections. For the purposes of assessing the range of uses of the existing airfield, six different airfield operating configurations are considered: • Single runway for small (Category A and B) aircraft only • Single runway for large (Category C and D) aircraft only • Parallel runways, not length restricted, and Capital City Airport 2003 Mix Index • Parallel runways, one length restricted, and Capital City Airport 2003 Mix Index • Two intersecting runways and Capital City Airport 2003 Mix Index • Three runways, two parallel and one intersecting, and Capital City Airport 2003 Mix Index Exhibit 3-2 depicts examples of these airfield operating configurations employing the Airport’s runway configuration. These six runway configurations are assessed to understand the contribution that each configuration makes to the overall airfield capacity and the affects of the mix index on capacity. The associated capacity estimates are shown in Table 3-6. Facility Requirements 3-7 Final
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Capital Region Airport Authority Ca
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List of Appendices Appendix A Gloss
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The forecast of aviation activity c
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• Provide designated areas for ca
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Environmental Considerations The en
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1.1 Introduction CHAPTER 1 INVENTOR
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1.1 Introduction CHAPTER 1 INVENTOR
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1.2.2.1 Location Exhibit 1-1 EXISTI
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Exhibit 1-3 REGIONAL MAP Capital Re
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1.2.3.3 Aviation Activity Overview
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1.3.1 Runways Exhibit 1-6 AIRSIDE F
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1.3.3 Visual Aids Exhibit 1-7 AIRPO
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Exhibit 1-9 FIRST FLOOR FUNCTIONAL
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Table 1-7 AIRLINE SPACE DISTRIBUTIO
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Table 1-9 CONCESSION SPACE DISTRIBU
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Table 1-12 GOVERNMENT SPACE DISTRIB
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1.4.3.1 Public Curb Exhibit 1-13 PA
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Table 1-14 GENERAL AVIATION BUILDIN
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1.6.2 Aircraft Rescue and Fire Figh
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• Off-airport access roads • On
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1.7.3.1 Public Parking Exhibit 1-18
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1.8.2 Land Use / Zoning Capital Reg
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1.10 Business Aspects Capital Regio
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Concessions 9.6% Land Rentals 10.0%
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CHAPTER 2 FORECAST OF AVIATION DEMA
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2.1.2 Airlines Serving the Airport
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Page 79 and 80: Number of Enplanements 400,000 350,
Page 81 and 82: Annual Operations 180,000 160,000 1
Page 83 and 84: Millions of Pounds 70 60 50 40 30 2
Page 85 and 86: 40.0% 30.0% 20.0% 10.0% 0.0% -10.0%
Page 87 and 88: 2000 - 2023 1970 - 2000 2000 - 2023
Page 89 and 90: Capital Region Airport Authority Ca
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Page 95 and 96: 2.3.3 Market Share Analysis Capital
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Page 105 and 106: 2.4.4 Itinerant and Local Operation
Page 107 and 108: 2.5 Forecast of Enplaned Cargo Capi
Page 109 and 110: 2.6 Based Aircraft Capital Region A
Page 111 and 112: 2.7 Annual Instrument Approaches Ca
Page 113 and 114: Percent of Total 12.5% 11.5% 10.5%
Page 115 and 116: Percent of Total Capital Region Air
Page 117 and 118: 2.9 Comparison with Other Forecast
Page 119 and 120: Table 2-30 OPERATIONS COMPARISON Ca
Page 123: 2.10 Summary of Forecasts Capital R
Page 132 and 133: Exhibit 3-2 DEMAND CAPACITY CALCULA
Page 142 and 143: L G Exhibit 3-3 TAXIWAY SYSTEM C M
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Page 148 and 149: 3.6 Terminal Area Requirements Capi
Page 154 and 155: 3.6.1.3 Terminal Expansion Options
Page 160 and 161: Table 3-23 SHORT AND LONG TERM PUBL
Page 162 and 163: Table 3-25 RENTAL CAR REQUIREMENTS
Page 164 and 165: 3.7.2 Aircraft Apron Table 3-26 HAN
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Page 178 and 179: Exhibit 3-6 TERMINAL CURBFRONT LANE
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3.11 Land Requirements Capital Regi
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3.17 Summary Capital Region Airport
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Parallel Taxiway Terminal Redevelop
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4.3 Leading Elements Based on the f
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Exhibit 4-3 LEADING ELEMENTS ALTERN
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Table 4-4 PASSENGER ORIGIN LOCATION
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A. Existing Terminal Access Capital
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4.3.5.5 Implementation Capital Regi
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Table 4-5 LEADING ELEMENT ALTERNATI
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Table 4-7 LEADING ELEMENT ALTERNATI
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4.4.2 Aviation Support Facilities E
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Parallel Taxiway Terminal Redevelop
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• FAA Advisory Circular 150/5070-
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Object Table 6-1 OBJECTS AND FEATUR
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• Glide Slope Design Standard Com
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EXISTING RUNWAY 24 OBSTRUCTIONS SUM
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NOTES ● PROPERTY LISTED BY LOCATI
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• Additional employee parking, re
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Table 7-1 HISTORICAL CASH FLOW Capi
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$90,000,000 $80,000,000 $70,000,000
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Table 7-6 PROFORMA CASH FLOW (Page
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Table 7-6 PROFORMA CASH FLOW (Page
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Master Plan Update (pdf) - Lansing/Capital City Airport

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