T.F. Green Airport Improvement Program - FEIS Chapters - PVD

T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) Evaluationinclude engine types and winglets yield a total of 26 specific aircraft types that are capable of non-stop West Coastservice. 114 These aircraft are considered “West Coast-capable” aircraft for the purposes of this EIS.As shown in Table 3-5, 23 of the 26 West Coast-capable aircraft could operate on a 9,350-foot runway atmaximum gross takeoff weight. At a runway length of 8,700-feet, 21 of the 26 West Coast-capable aircraft couldbe accommodated at maximum gross takeoff weight. At a runway length of 8,300 feet, 20 of the 26 WestCoast-capable aircraft could operate at maximum gross takeoff weight.Table 3-5Number of West Coast-Capable Aircraft Accommodated on Various Runway LengthsNumber of West Coast-Capable AircraftMaximum Gross Takeoff WeightRunway Length (no weight penalties) Belly Cargo Weight Penalties9,350 feet (Alternative B1) 23 268,700 feet (Alternative B2) 21 238,300 feet (Alternative B3 North) 20 217,166 feet (No-Action Alternative, Existing Runway Length) 11 11Source: FAA Advisory Circular 150/5325-4B, Runway Length Requirements for Airport Design.Notes: If air carriers using these aircraft opt to operate with passenger payload penalties, they may be able to operate at shorter runway lengths. For example, some ofthe aircraft that could operate on a 9,350-foot runway at maximum gross takeoff weight (no weight penalties) may opt to operate on an 8,700-foot runway withsome passenger payload penalties.The analysis presented in this table considers all aircraft in the current and forecast fleet mix at T.F. Green Airport that are capable of operating non-stop to theWest Coast (approximately 2,300 nautical miles) from T.F. Green Airport (See DEIS Supporting Attachment E.A.1, Runway Length Analysis, in DEIS Appendix E,Alternatives Analysis).Belly Cargo Payload ReductionsFAA cannot predict how much of a weight reduction (in cargo or passengers) an air carrier would be willing totake in order to operate on a particular runway length. If they have to take any weight off, however, it wouldfirst be belly cargo. 115 The 2008 supplemental analysis of the utility of different runway lengths in the future atT.F. Green considered belly cargo payload reductions to reduce aircraft operational weight. A payloadreduction, or “penalty”, results in lost economic revenue opportunities for airlines. Belly cargo penalties on apassenger air carrier aircraft are not as detrimental as passenger payload reductions. Although most passengerairlines carry cargo, it is not a principal source of revenue and therefore can be reduced without substantiallyimpacting airline revenue.The 2008 supplemental analysis considered the removal of belly cargo (not associated with passenger baggage)to reduce aircraft weight and allow for the use of shorter runway lengths. When the belly cargo is removed fromaircraft, the 9,350 feet runway could accommodate all 26 West Coast-capable aircraft, the 8,700 feet runway114 Some of these 26 specific aircraft types are not within the fleets of the air carriers that currently operate at T.F. Green Airport. However, all of the 26 specificaircraft types are still considered in this analysis because they are still in production, available for purchase/lease, or used by other air carriers. Therefore, any ofthese 26 specific aircraft types could be used by an air carrier to conduct non-stop West Coast service from T.F. Green Airport in the future.115 According to telephone interviews with airlines operating at T. F. Green Airport (including Southwest Airlines on April 10, 2006 and United Airlines on April 13,2006; see Supporting Attachment E.A.2a), if payload reductions are required, cargo would be the first category of payload to be removed from the aircraft tomeet payload capacity.Chapter 3 – Alternatives Analysis 3-21 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH03_Alternatives_JUL_2011.doc