Brown Field Municipal Airport Land Use Compatibility Plan

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APPENDIX CAIRPORT LAND USE COMPATIBILITY CONCEPTSaccidents. Information on that topic can be found in the Handbook. However, certain aspects of aircraftaccidents are necessary to discuss in that they have a direct bearing on land use compatibility strategies.From the standpoint of land use planning, two variables determine the degree of risk posed by potentialaircraft accidents: frequency and consequences.Frequency VariableThe frequency variable relates to where and when aircraft accidents occur in the vicinity of an airport.More specifically, these two elements can be described as follows:• Spatial Element: The spatial element describes where aircraft accidents can be expected to occur. Ofall accidents that take place in the vicinity of airports, what percentage occurs in any given location?• Time Element: The time element describes, in any given location around a particular airport, thechance that an accident will occur in a specified period of time.Of these two elements, the spatial element is the one most meaningfully applied to land use compatibilityplanning around an individual airport. A sufficient number of aircraft accidents have occurred nationwideto provide useful data regarding where they mostly occur in the environs of airports. As described below,the Handbook uses these data to define a set of safety zones. Additionally, the relative concentration ofaccidents in certain parts of the airport environs is a key consideration in the establishment ofcompatibility criteria applicable within those zones.The time element, in contrast, is not very useful for land use compatibility planning for several reasons.First, at any given airport, the number of accidents is, with rare exception, too few to be statisticallymeaningful in determining where future accidents might occur. Second, a calculation of accidentfrequency over time depends upon the size of the area under consideration—the smaller the areaexamined, the less likely it is that an accident will occur in that spot.The Handbook presents a set of diagrams indicating where accidents are most likely to occur aroundcommercial and general aviation airports. Exhibits C-1 and C-2 show the spatial distribution of generalaviation aircraft accidents in the vicinity of airports on arrival and departure, respectively. (Note thatthese diagrams show data for all general aviation accidents in the Handbook database.) Data on accidentsassociated with different runway lengths are also provided in the Handbook, and were considered indelineating the safety zones depicted in Chapter 3 of this Compatibility Plan.The diagrams reveal several facts:• About half of arrival accidents and a third of departure accidents take place within the FAA-definedrunway protection zone for a runway with a low-visibility instrument approach procedure (a 2,500-foot-long trapezoid, varying from 1,000 feet wide at the inner edge to 1,750 feet wide at the outeredge). This lends validity to the importance of runway protection zones as areas within which land useactivities should be minimal.C–6Brown Field Municipal Airport Land Use Compatibility PlanJanuary 25, 2010
APPENDIX CAIRPORT LAND USE COMPATIBILITY CONCEPTS• Although the runway protection zones represent the locations within which risk levels are highest, asignificant degree of risk exists well beyond the runway protection zone boundaries. Among allnear-airport (within 5 miles) accidents, over 80% are concentrated within 1.5 to 2.0 miles of a runwayend.• Arrival accidents tend to be concentrated relatively close to the extended runway centerline.Approximately 80% of arrival accidents occur within a strip extending 10,000 feet from the runwaylanding threshold and 2,000 feet on each side of the runway centerline.• Departure accidents are comparatively more dispersed laterally from the runway centerline, but areconcentrated closer to the runway end. Many departure accidents also occur lateral to the runwayitself, particularly when the runway is long. Approximately 80% of the departure accident sites arewithin an area 2,500 feet from the runway centerline and 6,000 feet beyond the runway end or adjacentto the runway.To provide some sense of order to the scatter of individual accident points, an analysis presented in theHandbook aggregates the accident location points (the scatter diagrams showing where accidents haveoccurred relative to the runway) in a manner that better identifies where the accident sites are mostconcentrated. The results are presented as risk intensity contours. Exhibits C-1 and C-2 divide the nearairportaccident location points into five groups of 20% occurrence each (note that only accident sites thatwere not on a runway, but were within 5 miles of an airport are included in the database). The 20%contour represents the highest or most concentrated risk intensity, the 40% contour represents the nexthighest risk intensity, and so on up to 80%. The final 20% of the accident sites are beyond the 80%contour. Each contour is drawn so as to encompass 20% of the points within the most compact area. Thecontours are irregular in shape. No attempt was made to create geometric shapes. However, the riskcontours can serve as the basis for creating geometric shapes that can then be used as safety zones. TheHandbook contains several examples.The Handbook takes the additional step of translating the risk contours into generic safety zones withregular geometric shapes. Generic safety zones are illustrated for different types and lengths of runways.The shapes of these zones reflect not just the accident distribution data, but also the ways in whichdifferent phases of aircraft operations create different accident risk characteristics near an airport. Formost runways, the Handbook suggests the creation of six safety zones. The locations, typical dimensions,and characteristics of the accident risks within each zone are outlined in Table C-1. In general terms, therelative degree of the risk in each zone is described below.• Zone 1 is exposed to the greatest risk of aircraft accidents. The dimensions of this zone are establishedby FAA standards. The FAA encourages airport ownership of this zone and provides specific land usestandards to the extent that the land is airport owned. Where the land is not airport owned, the FAAstates that the standards should serve as recommendations.• Zone 2 lies beyond Zone 1 and also has a significant degree of risk as reflected in both national andlocal accident location data.• Zone 3 has less risk than Zone 2, Zone 3 encompasses locations where aircraft often turn at low altitudewhile approaching or departing a runway.C–7Brown Field Municipal Airport Land Use Compatibility PlanJanuary 25, 2010
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Brown Field Municipal AirportLand U
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San Diego County Regional Airport A
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TABLE OF CONTENTS BROWN FIELD MUNIC
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TABLE OF CONTENTS BROWN FIELD MUNIC
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1Introduction1.1 OVERVIEW OF THE PL
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CHAPTER 1INTRODUCTIONthe vicinity o
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CHAPTER 1INTRODUCTION1.2.1 State La
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CHAPTER 1INTRODUCTION1.4 PLAN IMPLE
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Chapter 2Airport Land UseCommission
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CHAPTER 2AIRPORT LAND USE COMMISSIO
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Chapter 3Brown Field Municipal Airp
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CHAPTER 3BROWN FIELD MUNICIPAL AIRP
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4.1 AIRPORT OVERVIEW4.1.1 Airport L
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CHAPTER 4BACKGROUND DATA: BROWN FIE
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CHAPTER 4LowerOtayReservoirECity of
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Appendix AState Laws Related toAirp
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APPENDIX ASTATE LAWS RELATED TO AIR
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Page 243 and 244: Appendix B14 Code of Federal Regula
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Page 293 and 294: Appendix DMethods for Determining C
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Page 303: Appendix EGeneral Plan Consistency
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Page 311 and 312: Appendix FSample Implementation Doc
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Appendix GOn-Line Implementation To
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APPENDIX GON-LINE IMPLEMENTATION TO
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Appendix HGlossary of TermsIn addit
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APPENDIX HGLOSSARY OF TERMSDisplace
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APPENDIX HGLOSSARY OF TERMSNavigati
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APPENDIX HGLOSSARY OF TERMSVisual F
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Appendix ICorrespondence with theDi
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and FAA directive.That said, we wil
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