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

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Capital Region Airport Authority Capital City Airport Master Plan Update produce operational limitations on each other. These limitations reduce the operational utility of each runway when used simultaneously. Based upon the forgoing analysis, the parallel runway scenario best reflects the capacity and ASV of the airfield. The lack of credit given to Runway 6/24 should not be implied to mean that this runway has no value. During the times of the year when wind velocity exceeds 10 knots, Runway 6/24 is heavily utilized by general aviation aircraft. As general aviation accounts for almost 65 percent of the activity at the Airport, Runway 6/24 is considered a valuable enhancement to the airfield. A potential enhancement to capacity on a limited basis is the potential to implement land and hold short operations (LAHSO) on Runway 28L to hold short of Runway 6/24. A distance of 4,700 feet is available and current procedures would permit Group V aircraft and smaller to use the procedure. This would include some of the turboprop commuter aircraft in the current fleet as well as most of the general aviation fleet. While this would be a limited benefit at the present time, the use of LAHSO could provide future efficiency. For example, with a threshold to intersection distance of 6,000 feet, Group VII aircraft could use this procedure. This would include almost all aircraft that would be using Capital City Airport now and in the future. The proposed extension to the east end of Runway 28L would provide sufficient distance to implement LAHSO procedures. Comparing the defined capacity of the airfield for existing conditions to the current and future demand results in the demand/capacity relationship. This relationship is expressed as a percentage of the airfield capacity. For future years, the existing airfield capacity is expected to change as a result of the evolving fleet mix at the Airport. Turboprop aircraft currently used for commercial service are expected to change to regional jets and a portion of the general aviation fleet mix is expected to grow to higher performance aircraft. These fleet mix changes would reduce the VFR capacity of the airfield, but would not affect the IFR capacity. Since VFR dominates air traffic on the airfield, a reduction in the ASV is expected as well. These changes in fleet mix, expressed as the mix index, the associated airfield capacity, and the demand/capacity relationship are shown in Table 3-7. Table 3-7 FUTURE AIRFIELD DEMAND/CAPACITY Planning Horizon Mix Index Hourly Capacity VFR IFR ASV Forecast Demand Demand / Capacity 2003 33 130 56 240,000 91,918 38% 2008 40 125 56 230,000 113,500 49% 2013 45 117 56 220,000 119,900 55% 2023 50 110 56 210,000 131,300 63% As shown, the mix index increases over the planning horizon and results in a decrease in the hourly VFR capacity and ASV. The demand/capacity relationship increases from the existing 38 percent to 63 percent in 2023. The FAA provides criteria for airfield planning in FAA Order 5090.3C. This FAA Order indicates that planning for new or additional airfield capacity should begin when the demand/capacity ratio reaches 60 percent. As the 60 percent threshold is reached prior to 2023, consideration of additional capacity should begin now so appropriate land use planning can occur. Facility Requirements 3-10 Final
3.4.2 Runway Analysis Capital Region Airport Authority Capital City Airport Master Plan Update The runway analysis addresses specific requirements relative to the ability of the existing runways at Capital City Airport to facilitate the projected demand. At a minimum, runways must have the proper length, width, strength, and prescribed FAA design standards to safely accommodate the design aircraft for each runway. 3.4.2.1 Runway Length Analysis Runway length planning analysis was conducted to determine recommended runway length requirements for various categories of aircraft, as well as for specific aircraft. The physical layout of Capital City Airport and the operating requirements of the design (or critical) aircraft typically dictate runway length requirements. The FAA’s Airport Design Microcomputer Program was used as an initial screening tool to determine general runway length requirements for the Airport. The results of this runway length analysis are listed in Table 3-8. Table 3-8 AIRCRAFT RUNWAY LENGTH REQUIREMENTS Aircraft Category Small airplanes (Less than 12,500 lbs.) 100% of fleet (Less than 10 seats) Small airplanes (Less than 12,500 lbs.) 100% of fleet (10 or more seats) Large airplanes (Between 12,501 lbs.-60,000 lbs.) 75% of fleet @ 60% Useful Load 75% of fleet @ 90% Useful Load 100% of fleet @ 60% Useful Load 100% of fleet @ 90% Useful Load Large Airplanes (Greater than 60,000 lbs.) 500 Mile Stage Length 1,000 Mile Stage Length 2,000 Mile Stage Length 3,000 Mile Stage Length Source: FAA Airport Design Microcomputer Program Recommended Runway Length 2,590 feet 4,100 feet 4,730 feet 6,010 feet 5,120 feet 7,360 feet 5,310 feet 6,300 feet 8,050 feet 9,480 feet As shown, the existing runway system at Capital City Airport can generally accommodate 100 percent of small airplanes, 100 percent of large airplanes less than 60,000 pounds at 60 percent useful load and large airplanes greater than 60,000 pounds with a stage length up to 1,000 miles. Runway length is normally defined in a manner that provides sufficient length for 90 percent of the operational fleet on the longest reasonably expected flight stage length. For airports that must accommodate new service opportunities to the greatest extent practical, such as Capital City Airport, the availability to accommodate new service that would enhance airport revenues and community services is very important. An extension to Runway 10R/28L from 7,251 feet to 8,000 feet is currently planned in the near term and an ultimate extension to 8,500 feet in the long term. The following sections analyze the utility of the extension. Critical Stage Length The location of Capital City Airport in the midwest United States places the Airport within 1,000 miles of numerous markets. Some Florida markets and markets located in the Mountain and Pacific time zones (generally west of Denver) are over 1,000 miles. The only destination in excess Facility Requirements 3-11 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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Number of Enplanements 400,000 350,
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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 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
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Page 119 and 120: Table 2-30 OPERATIONS COMPARISON Ca
Page 123: 2.10 Summary of Forecasts Capital R
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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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Page 182 and 183: 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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