Chapter Four Airport Development Alternatives

meet the needs of those aircraft that areusing, or have the potential to use, theairport on a regular basis. In somecases, aircraft operate at airports eventhough they may exceed the ARCdesignation for the airport. This is dueto these aircraft not meeting the 500annual operations threshold.AIRFIELD DEVELOPMENTCONSIDERATIONSExhibit 4A summarizes the primaryplanning issues related to the airfield.These issues are the result of theanalyses conducted previously inChapter Two, Aviation DemandForecasts, and Chapter Three, AviationFacility Requirements. These issueshave been incorporated into a series ofairfield development alternatives. Thefollowing describes in detail the specificrequirements considered in thedevelopment of the airfield alternativesto follow.At Hollister Municipal Airport, basedaircraft fall within ARC A-I, B-I, B-II,and C-I. The mix of transient aircraft issimilar and includes aircraft in ARCs AI, B-I, B-II, C-I, and C-II. Aircraft inARCs C-I and C-II are the mostdemanding aircraft to operate at theairport (due to their higher approachspeeds); however, these aircraft conductless than 500 annual operations at theairport. Therefore, at this time, themost demanding approach category forthe airport is Approach Category B. Thewingspans of the most demandingaircraft fall within Airplane DesignGroup (ADG) II.Airport Reference Code(ARC) DesignationThe design of airfield facilities is based,in part, on the physical and operationalcharacteristics of aircraft using theairport. The FAA utilizes the airportreference code (ARC) system to relateairport design requirements to thephysical (wingspan) and operational(approach speed) characteristics of thelargest and fastest aircraft conducting500 or more operations annually at theairport. While this can at times berepresented by one specific make andmodel of aircraft, most often theairport’s ARC is represented by severaldifferent aircraft which collectivelyconduct more than 500 annualoperations at the airport.Aircraft within ARC B-II use bothrunways. Runway 6-24 is used by ARCB-II aircraft in the summer monthswhen the winds are from the west,including CDF aircraft. Activity levelsare sufficient to warrant an ARC B-IIdesignation for both Runway 6-24 andRunway 13-31.The potential exists in the future forincreased use of the airport by businessturboprop and turbojet aircraft. Thisfollows with the national trend ofincreased business and corporate use ofturboprop and turbojet aircraft, strongsales and deliveries of turboprop andturbojet aircraft, and expandedfractional ownership programs for theseThe FAA uses the 500 annualoperations threshold when evaluatingthe need to develop and/or upgradeairport facilities to ensure that anairport is cost-effectively constructed to4-5

While ARC B-II design standards arepresently required for both Runways 624 and 13-31, the ultimate ARC C-IIdesign requirements will only beapplied to Runway 13-31, since thisrunway serves as the primary runwayat the airport and would be expected toaccommodate aircraft with this ARC.Table 4A details ARC B-II and ARC CII design requirements.aircraft. Common business andturboprop aircraft have higher approachspeeds than the current critical aircraftoperating at the airport; however, mostof these aircraft have similar wingspansto the existing critical aircraft operatingat the airport. The higher approachspeeds of these aircraft are expected tochange the critical aircraft designationfor the airport. Ultimately, the airportis expected to accommodate 500 annualoperations by aircraft within ARC C-II.TA BLE 4AR unw ay D esign StandardsA irportR eference C odeA pproach V isibility M inim um sExisting andU ltim ateR unw ay 6-24Existing R unw ay 13-31B-IIO ne M ileW idthRunway Safety A reas (RSA )W idth (centered on runway centerline)Length Beyond Runway EndO bjectFree A rea (O FA )W idthLength Beyond Runway EndPrecision O bjectFree A rea (PO FA )W idthLength Beyond Runway EndO bstacle Free Zone (O FZ)W idth (centered on runway centerline)Length Beyond Runway EndRunway Centerline to:ParallelTaxiway CenterlineA ircraftParking75U ltim ateR unw ay 13-31C -IIC A T I – R unw ay 31O ne M ile – R unw ay 131001503004001,0005003008001,000N /AN /A800200400200400200240250R unw ay 6-24400500R unw ay 13Runway Protection Zones (RPZ)500500InnerW idth1,010700O uterW idth1,7001,000LengthSource: FA A A irportD esign Software V ersion 4.2D ,Change 7,FA A A C 150/5300-13,AirportD esign.Historically, ARC A-I (small aircraftonly) and ARC B-II (one-mile visibilityminimum instrument approaches) havebeen applied to the design of Runway 6-R unw ay 311,0001,7502,50024 and Runway 13-31, respectively.The transition to the ARC B-II forRunway 6-24 and ARC C-II for Runway13-31 is an important consideration for4-6

01MP12-4A-7/14/03AIRFIELD CONSIDERATIONSProvide for an ultimate length on Runway 13-31 of 7,000 feetProvide for an ultimate length on Runway 6-24 of 3,700 feetConform to Airport Reference Code (ARC) C-II design standards on Runway 13-31 Establish full runway safety area (RSA) at each runway end Provide for a 400-foot runway/parallel taxiway separation distance Realign Runway 31 entrance taxiway perpendicular to runwayConform to Airport Reference Code (ARC) B-II design standards on Runway 6-24 Establish full runway safety area (RSA) at each runway end Realign entrance taxiways perpendicular to runwayProvide for a parallel taxiway west of Runway 13-31Provide for a parallel taxiway north of Runway 6-24Provide for holding aprons at each runway endProvide for Category I precision instrument approach to Runway 31Provide for one-mile visibility minimum APV instrument approach to Runway 13LANDSIDE CONSIDERATIONSProvide areas for new aircraft storage hangar developmentProvide areas for commercial general aviation developmentProvide for expanded transient and based aircraft parking apronMaintain airfield access for the Hollister Airport TerminalBusiness Park and Airpark Business CenterDefine any land acquisition requirementsProvide for a helipad and two helicopter parking positionsProvide for efficient vehicular access to future development areasHollisterMunicipalAirportExhibit 4ADEVELOPMENT CONSIDERATIONS

whether provided by an ILS or WAASGPS approach, significantly changesthe design requirements for the airport.For example, for ARC C-II, the runwayto parallel taxiway separation distanceincreases from 300 feet for one-milevisibility minimum approaches to 400feet for one-half mile visibilityminimums approaches. The total arearequired for the runway protection zone(RPZ) increases from 29 acres to 78acres. The distance that buildings mustbe placed from the centerline increasesby 250 feet laterally each side of therunway.the Master Plan, as these designrequirements are much different thanpreviously planned for the airport. Thetransition will be most evident forprimary Runway 13-31. As shown inthe table, applying ARC C-II designrequirements considerably increasessafety area requirements and runway toparallel taxiway separation distance.For example, the FAA required distancethat the runway safety area (RSA)extends beyond the runway endincreases from 300 feet to 1,000 feet forRunway 13-31.The distance theparallel taxiway to the runwayincreases from 240 feet to 400 feet.Presently, Taxiway A, the paralleltaxiway to Runway 13-31, is only 300feet from the Runway 13-31 centerline.The airfield alternatives analysis tofollow examines the options availablefor fully complying with ARC C-II andARC B-II design requirements.To achieve CAT I standards, any futureprecision approach to Runway 31 willrequire the installation of a mediumintensity approach lighting system withrunway alignment indicator lights(MALSR). The MALSR is an approachlighting system that begins 200 feetfrom the landing threshold and extends2,400 feet into the approach area. FAAstandards prefer that the landsurrounding the MALSR be owned feesimple. This includes the land 200 feeteach side of the MALSR (based on theextended runway centerline) and 200feet beyond the last lighting standard.However, in situations where areasurrounding the MALSR cannot beowned fee simple, sufficient landinterest must be maintained to ensureaccess is limited to the MALSR for onlyauthorized personnel.Precision Instrument ApproachThe facility requirements analysisindicated the need for a precisioninstrument approach to Runway 31,with Category I (CAT I) capability (onehalf mile visibility minimums and 200foot cloud ceiling minimums). Aprecision instrument approach providesboth vertical and course guidance topilots. This capability is currentlyprovidedwiththeland-basedinstrument landing system (ILS) andsatellite-basedglobalpositioningsystem (GPS) via the wide areaaugmentation system (WAAS).Incomparison to the existing one-milevisibility minimum GPS approach toRunway 31, a CAT I precision approach,TaxiwaysPresently, the Taxiway A centerline islocated 300 feet from Runway 13-31centerline. At this distance from the4-7

critical design aircraft with an ARC CII. For planning purposes, a 650-footextension to Runway 13-31 will beconsidered.runway centerline, the airport onlymeets the requirements for ARC C-IIwith a one-mile visibility minimuminstrument approach.A runwaycenterline to parallel taxiway centerlinedistance of 400 feet is required for theCAT I precision instrument approachdiscussed above.For Runway 6-24, a runway length of3,700 feet is recommended for the ARCB-II design standard. Runway 6-24 ispresently 3,150 feet long. Runway 6-24was shortened in the past to providesufficient approach obstacle clearanceat each runway end. Existing terrainfeatures to the west had obstructed theapproach to Runway 6, while San FelipeRoad obstructed the approach toRunway 24. An analysis of currentthreshold siting standards indicatesthat the landing threshold to Runway 6can be moved approximately 223 feetwest, without being further obstructedby the terrain features to the west. TheRunway 24 threshold cannot be movedany further east. Therefore, while arunway length of 3,700 feet would bepreferable for ARC B-II, existing terrainfeatures limit where the Runway 6 andRunway 24 thresholds can be placed.Therefore, the maximum length thatcan be achieved on Runway 6-24,without obstruction removal, is 3,373feet.Two options can be considered toincrease the Runway 13-31 to TaxiwayA separation distance: 1) relocateTaxiway A to the east; or 2) relocateRunway 13-31 to the west.Bothalternatives will be considered in moredetail l

4. Target local economic growth through the development of available airport property and adjacent industrial properties that have been given specific permission to access the airfield. 5. Maintain and operate the airport in compliance with applicable environmental regulations, standards and guidelines. The remainder of the chapter will