Airport Master Plan - City of Weslaco

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Instrument Approach Procedures Aircraft following instrument flight rules (IFR) are required to follow instructions from Valley Approach Control, operated out of Harlingen/ Valley International Airport, approximately 17 nautical miles northeast. Approach Control then handles the aircraft, giving instrument approach instructions. Details of the two published instrument approaches for Weslaco Mid Valley Airport are provided in Table 1E, Instrument Approach Data. TABLE 1E Instrument Approach Data Weslaco Mid Valley Airport Weather Minimums Cloud Height (feet)/ Visibility (statute miles) VOR/DME - A Cat A/B Cat C Cat D Circling 600/1 600/1.5 NA (Minimums when using McAllen Miller Altimeter Setting below) Circling 600/1 600/1.5 NA GPS Runway 13 Approach Cat A/B Cat C Cat D Straight-In 400/1 NA Circling 600/1 600/1.5 NA (Minimums when using McAllen Miller Altimeter Setting below) Straight-In 400/1 400/1.25 NA Circling 600/1 600/1.5 NA United States Government Flight Information Publication, US Terminal Procedures: South Central, Vol. 3 of 4, April 20, 2000 When the visibility and cloud ceilings deteriorate to a point where visual flight can no longer be conducted, aircraft must follow published instrument approach procedures to locate and land at the airport. The different minimum requirements for visibility and cloud ceilings are varied dependent on the approach speed of the aircraft. These are noted by Category type: A- 0-90 knots, B - 91-120 knots, C - 121-140 knots, or D - 141-165 knots. As mentioned there are currently two published instrument approaches to the Weslaco Mid Valley Airport: GPS Runway 13 and VOR/DME -A, a circling approach to either Runway 13 or 31. The GPS Runway 13 approach provides the airport with the lowest approach visibility minimums. Utilizing this approach, a properly equipped aircraft and pilot can land at the airport with 400-foot cloud ceilings and one mile visibility for aircraft categories A, B, and C. 1-17
The VOR/DME-A circling approach utilizes the McAllen (MFE) VOR frequency to track a heading of 080 degrees from the VOR for 4.2 nautical miles to a descent height of 620 feet. With visual contact with the runway the aircraft, upon authorization from Valley Approach Control, would circle into position to land on the active runway. Minimums for this approach are 600 feet and one mile visibility for aircraft categories A and B, and one and one half mile visibility for aircraft category C. Minimums vary if the McAllen altimeter setting is used causing cloud ceiling heights to be at least 600 feet above ground level (AGL) with one mile visibility for aircraft categories A and B, and one and one half mile visibility for aircraft Category C. Instrument Departure Procedures Aircraft departing the Weslaco Mid Valley Airport using instrument flight rules are required to contact and receive instruction from Harlingen/Valley Departure Control for take-off from Weslaco. An aircraft would, then, fly assigned headings and altitudes. Ultimately the aircraft is “handed off” to the Air Route Traffic Control Center with authority over that flight sector. AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) The FAA has established 21 Air Route Traffic Control Centers (ARTCC) in the continental United States to control aircraft operating under instrument flight rules (IFR) within controlled airspace on the enroute phase of flight. An ARTCC assigns specific routes and altitudes along federal airways to maintain separation and orderly air traffic flow. Centers use radio communication and long range radar with automatic tracking capability to provide enroute air traffic services. Typically, the ARTCC splits its airspace into sectors and assigns a controller or team of controllers to each sector. As an aircraft travels through the ARTCC, one “hands off” control to another. Each sector guides the aircraft using discrete radio frequencies. Houston ARTCC is responsible for enroute control of all aircraft operating under IFR and arriving and departing the Weslaco airspace. LOCAL AIR TRAFFIC CONTROL Although Weslaco Mid Valley Airport Valley Airport is not served by an airport traffic control tower (ATCT), pilots can broadcast their intention and position on the common traffic advisory frequency (CTAF) channel 122.8 Megaherz (Mhz), also called UNICOM. AREA LAND USE AND ZONING Land use is important to the existing and potential needs of the airport. By understanding the land use issues surrounding the airport, more appropriate recommendations can be made for the future. 1-18
Page 1 and 2: i l l e y Mid Valley l i r Airport
Page 3 and 4: TABLE OF CONTENTS
Page 5 and 6: Chapter One (Continued) Local Air T
Page 7 and 8: Chapter Five (Continued) Airport Pr
Page 9 and 10: Chapter One INVENTORY
Page 11 and 12: ! Population and socioeconomic info
Page 13 and 14: Mexico, for the conveyance of goods
Page 15 and 16: flying DC-3s and Fleetwood Airways
Page 17 and 18: period, most high wind activity ori
Page 19 and 20: ased aircraft, 26 were single engin
Page 21 and 22: facility data for the airport, espe
Page 23 and 24: Airfield Lighting Airport lighting
Page 25 and 26: 00MP04-1D-8/28/00 VEHICULAR PARKING
Page 27 and 28: UTILITIES A critical element of lan
Page 29: three letter identifier HRL. The Vi
Page 33 and 34: airport. Aviation forecasts are nor
Page 35 and 36: City of Weslaco The City of Weslaco
Page 37 and 38: TABLE 1H Employment by Sector Hidal
Page 39 and 40: The following Web pages were also v
Page 41 and 42: Chapter Two FORECASTS The purpose o
Page 43 and 44: 2000. Over the thirty year time per
Page 45 and 46: FORECASTING APPROACH The developmen
Page 47 and 48: Both the number of active pilots an
Page 49 and 50: treated as private owners in foreig
Page 51 and 52: Weslaco Mid Valley Airport, some le
Page 53 and 54: Improvements were ranked by the res
Page 55 and 56: 00-MP-04-2B-8/29/00 200 Historical
Page 57 and 58: Aircraft Projections presents histo
Page 59 and 60: serve the level of activity and the
Page 61 and 62: TABLE 2F General Aviation Operation
Page 63 and 64: NAFTA trade in the Valley, air carg
Page 65 and 66: TABLE 2G Peak Operations Forecasts
Page 67 and 68: 00-MP-04-2C-8/30/00 CATEGORY FORECA
Page 69 and 70: Chapter Three FACILITY REQUIREMENTS
Page 71 and 72: 00MP04-3A-9/19/00 Beech Baron 55 Be
Page 73 and 74: The FAA and TxDOT advise designing
Page 75: necessary to accommodate the airpor
Page 78 and 79: TABLE 3B Runway Length Requirements
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escue vehicles, and free of obstacl
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Global Positioning System The advan
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Hangars The space required for hang
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TABLE 3D Aircraft Storage Hangar Re
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space offered by fixed base operato
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square feet of parking. The majorit
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00MP04-3C-3/21/01 RUNWAYS AVAILABLE
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Chapter Four AIRPORT DEVELOPMENT AL
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While the focus of the analysis sum
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airport has not been reached. Howev
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aircraft (ARC C-II aircraft), FAA r
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As depicted on Exhibit 4B, the airp
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300 feet beyond each runway end. FA
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the approach capabilities of the ru
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on Exhibit 4D. Thus, increasing to
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To a certain extent landside uses s
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00MP04-4E-9/20/00 0 400 800 SCALE I
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airport service providers, and corp
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Chapter Five AIRPORT PLANS
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RECOMMENDED CONCEPT The recommended
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aircraft at 60 percent useful load
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adequate runway safety area (RSA) a
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length of the approach surface are
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in a manner compatible with the fun
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land were acquired (i.e. Federal fu
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Chapter Six FINANCIAL PLAN The anal
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Runway 13-31: the widening of the r
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Several landside development projec
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authorized at $2.475 billion in 200
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The airport operates with the aid o
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decides to construct additional T-H
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not eligible for federal or state a
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Appendix A ENVIRONMENTAL EVALUATION
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PROPOSED DEVELOPMENT As a result of
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Computer input files for the noise
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LEGEND ExistingAirport Property Lin
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to the project. Social impacts are
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water features potentially affected
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WATERS OF THE U.S., INCLUDING WETLA
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Appendix B GLOSSARY AND ABBREVIATIO
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Displaced threshold: a threshold th
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Outer marker (OM): an ILS navigatio
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ABBREVIATIONS AGL: ALS: ARTCC: ATCT
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Appendix C GEOTECHNICAL INVESTIGATI
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Airport Master Plan - City of Weslaco

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