Brown Field Municipal Airport Land Use Compatibility Plan

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APPENDIX CAIRPORT LAND USE COMPATIBILITY CONCEPTSTable C-1Safety Zone Aircraft Accident Risk CharacteristicsZone Description Nominal DimensionsRelativeRisk LevelNature of Accident RiskPercent of Accidentsin Zone1 Runway ProtectionZone (RPZ) andwithin RunwayPrimary Surfaceprimarily on airportproperty; airportownershipencouragedDepending upon approach visibilityminimums: 1,200 feet minimum,2,700 feet maximum beyond runwayends; 125 to 500 feet from centerlineadjacent to runway (zone dimensionsestablished by FAA standards).Acreage (one runway end): 8 to 79(RPZ only)Very HighLanding undershoots andovershoots; over-runs onaborted take-offs; loss ofcontrol on take-off.Arrivals: 28%–56%Departures: 23%–29%Total: 33%–39%2 Inner Safety Zone Along extended runway centerline, toa distance of 2,000 feet minimum,6,000 feet maximum beyond runwayends.Acreage (one runway end): 44 to 114HighAircraft at low altitude withlimited directional optionsin emergencies: typicallyunder 400 feet on landing;on take-off, engine atmaximum stress.Arrivals: 9%–15%Departures: 3%–28%Total: 8%–22%3 Inner Turning Zone Fan-shaped area adjacent to Zone 2extending 2,000 feet minimum, 4,000feet maximum from runway ends.Acreage (one runway end): 50 to 151ModerateTurns at low altitude onarrival for aircraft flyingtight base leg present stallspinpotential; likelytouchdown area ifemergency at low altitudeon take-off, especially toleft of centerline.Arrivals: 2%–6%Departures: 5%–9%Total: 4%–7%4 Outer Safety Zone Along extended runway centerlineextending 3,500 feet minimum,10,000 feet maximum beyond runwayends.Acreage (one runway end): 35 to 92Low toModerateLow altitude overflight foraircraft on straight-inapproaches, especiallyinstrument approaches; ondeparture, aircraft normallycomplete transition fromtake-off power and flapsettings to climb mode andbegin turns to en routeheading.Arrivals: 3%–8%Departures: 2%–4%Total: 2%–6%5 Sideline Zoneprimarily on airportpropertyAdjacent to runway, 500 feetminimum, 1,000 feet maximum fromcenterline.Acreage: varies with runway lengthLow toModerateLow risk on landing;moderate risk from loss ofdirectional control on takeoff,especially with twinengineaircraft.Arrivals: 1%–3%Departures: 5%–8%Total: 3%–5%6 Traffic Pattern Zone Oval area around other zones: 5,000feet minimum, 10,000 feet maximumbeyond runway ends; 4,500 feetminimum, 6,000 feet maximum fromrunway centerline.LowSignificant percentage ofaccidents, but spread overwide area; widely variedcauses.Arrivals: 10%–21%Departures: 24%–39%Total: 18%–29%Acreage: varies with runway lengthSource: State of California Department of Transportation, Division of Aeronautics. California Airport Land Use Planning Handbook., Figures 9K and 9L,Tables 9B, 9C, and 9D, January 2002.Prepared by: Ricondo & Associates, Inc., October 2009.C–14Brown Field Municipal Airport Land Use Compatibility PlanJanuary 25, 2010
APPENDIX CAIRPORT LAND USE COMPATIBILITY CONCEPTSAs an added note with regard to this discussion of the spatial distribution of aircraft accidents, a questionthat arose during the preparation of this Compatibility Plan should be noted. The issue was whether thedistribution of accidents around airports in San Diego County is comparable to the nationwide dataincluded in the Handbook. With the assistance of local airport operators, aviation businesses, and otherindividuals having long-term familiarity with the airports in the County, data were assembled on aircraftaccident locations near three of the major general aviation airports in the County: Brown Field MunicipalAirport, McClellan-Palomar Airport, and Montgomery Field. To the extent that a difference in theaccident location patterns for these three airports could be discerned from the assembled data, thedifferences appear to be more airport-specific than representative of a distinct pattern of accidentlocations for all general aviation airports in the County. Given this outcome, reliance continues to beplaced upon the larger and more statistically valid nationwide accident location database.Consequences VariableThe consequences variable describes what happens when an aircraft accident occurs. Specific measurescan be defined in terms of deaths, injuries, property damage, or other such characteristics. In manyrespects, the consequences component of the aircraft accident risk assessment is a more importantvariable than accident frequency. Not only can a single accident cost many lives, it can indirectly forceoperational changes or even airport closure.Relatively little data are available specifically documenting the consequences of aircraft accidents.Except with regard to numbers of deaths or injuries to people on the ground, data on various aspects ofaircraft accidents must be used to infer what the consequences were. Swath size, which indicates the areaover which accident debris is spread, is useful information. Swath size depends upon the type of aircraftand the nature of the accident: was the aircraft in controlled flight (an engine failure for example), butthen collided with something on the ground or did a catastrophic event (such as a midair collision or stallspin)result in the aircraft making an uncontrolled descent? For small general aviation aircraft, swath sizedata suggest that a controlled emergency landing in which the aircraft occupants have a strong chance ofsurviving is possible in an area about the size of a football field: 75 feet by 300 feet or about 0.5 acre.For larger aircraft, the minimum flight speed is so much faster that the consequences for people on boardand on the ground are likely to be severe regardless of the land use or terrain characteristics.Compatibility StrategiesThe relatively low numbers of deaths and injuries from aircraft accidents is sometimes cited as indicatingthat the risks related to such accidents are low. Clearly, though, the more people occupying the criticalareas around airports, the greater the risks. Aircraft accidents may be rare, but when they occur, theconsequences can be severe.From a land use compatibility perspective, it is therefore essential to avoid conditions that can lead tocatastrophic results. Basically, the question is: what land use planning measures can be taken to reducethe severity of an aircraft accident if one occurs in a particular location near an airport? In determiningC–15Brown 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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Brown Field Municipal Airport Land
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Brown Field Municipal Airport Land
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Appendix AState Laws Related toAirp
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APPENDIX ASTATE LAWS RELATED TO AIR
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Page 226 and 227: APPENDIX ASTATE LAWS RELATED TO AIR
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Page 261: Appendix CAirport Land UseCompatibi
Page 264 and 265: APPENDIX CAIRPORT LAND USE COMPATIB
Page 293 and 294: Appendix DMethods for Determining C
Page 295 and 296: APPENDIX DMETHODS FOR DETERMINING C
Page 303: Appendix EGeneral Plan Consistency
Page 306 and 307: APPENDIX EGENERAL PLAN CONSISTENCY
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Page 311 and 312: Appendix FSample Implementation Doc
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Page 319: Appendix GOn-Line Implementation To
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Page 325 and 326: 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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Brown Field Municipal Airport Land Use Compatibility Plan

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