Key Purpose & Need Issues - Airport Sites Workshop 12-1-… · Key Purpose & Need Issues ... CVG Aircraft Fleet - 2025 Percentage of Maximum Aircraft Payload ... PAC Workshop 12-1-04

11

Key Purpose & Need Issues

• Efficiently meet demand through the 2025 planning horizon– 864,000+ annual operations– 180-200 operations during peak daytime hours– Balance peak hour arrival/departure capability

• Maintain reasonable level of delays (high level of customer service)– Balance performance in all weather conditions– Enable ATC & pilot efficiency/minimize runway crossings

• Consider the current state of the industry/assure financial feasibility– Defer the need for major capital expenditures to the extent possible– Consider opportunities for new ATC and avionic technology and procedures

• Maintain community compatibility/minimize environmental impacts– Maintain the spirit of the current noise abatement program– Strive to avoid major environmental impacts

• Comply with required operational, security and safety standards

22

Annual Aircraft Operations

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

800,000

900,000

1,000,00019

9119

9119

9219

9219

9319

9319

9419

9419

9519

9519

9619

9619

9719

9719

9819

9819

9919

9920

0020

0020

0120

0120

0220

0220

0320

0320

0420

0420

0520

0520

0620

0620

0720

0720

0820

0820

0920

0920

1020

1020

1120

1120

1220

1220

1320

1320

1420

1420

1520

1520

1620

1620

1720

1720

1820

1820

1920

1920

2020

2020

2120

2120

2220

2220

2320

2320

2420

2420

2520

25

YearYear

Ann

ual A

ircra

ft O

pera

tions

Forecast Annual Aircraft OperationsHistoric Annual Aircraft Operations

Future Capacity

Needs

Existing Airfield Capacity

4 Runway Airfield CapacityCurrent

ConstructionProgram

33

Hourly Rate of Arrivals and Departures

Hourly Rate of Arrivals and DeparturesComparison of Master Plan 2004 and 2025 Demand Cases

-120

-100

-80

-60

-40

-20

0

20

40

60

80

100

120

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Time of Day

Hou

rly R

ate

of O

pera

tions

<----

--D

epar

ture

s

Arr

ival

s ---

---->

MP 2004 Arrival Rate MP 2004 Departure Rate MP 2025 Arrival Rate MP 2025 Departure Rate

92 Peak Hour Arrivals

92 Peak Hour Departures

44

Runway Critical Areas

44

55

Dependent = An arrival or departure on one runway must be coordinated with an arrival or departure on a second runway.

Independent = An aircraft can land or depart on one runway, while another aircraft is landing or departing on a second runway.

Dual Parallel Runways with 1,200 Foot Separation

• Dependent Departures• Dependent Arrivals/Departures• Dependent Arrivals• Minimum runway separation for

airplane Design Group V and VI (B-747,B-777, A380)

1,200’

Dual Parallel Runways with 2,500 Foot Separation

2,500’

• Independent Departures• Independent Arrivals/Departures• Dependent Arrivals

Dual Parallel Runways with 4,300 Foot Separation

• Independent Departures• Independent Arrivals/Departures• Independent Arrivals

4,300’

Triple Parallel Runways with 4,300 and 4,300Foot Separation

• Independent Departures• Independent Arrivals/Departures• Independent Arrivals

4,300’ 4,300’

Intersecting Runways

• Dependent Departures• Dependent Arrivals/Departures• Dependent Arrivals

Low Capacity High Capacity

Triple Parallel Runways with 4,300 Foot Separation

Runway Planning Parameters

66

Runway Planning Parameters

2,500-4,300 feet

2.5 nm

1.5 nm1.5 nm

Aircraft 1

Aircraft 2

Aircraft 3

4,301-9,000 feet

6.0 nm

4.3 nm2.0 nm

Aircraft 1

Aircraft 2

Aircraft 3

Runway Separation between 2,500 and 4,300 feet Runway Separation between 4,301 and 9,000 feet

Staggered Runway Thresholds

Parallel Dependent ILS/MLS Runway Approach Requirements

2,500’

NearFar

500’

• When the thresholds are staggered and the approach is to the near threshold, the 2,500 foot separation can be reduced by 100 feet for each 500 feet of threshold stagger.

• Provides for simultaneous radar controlled arrivals and departures.• When the thresholds are staggered and the approach is to the far threshold, the 2,500 foot separation

requires an increase of 100 feet for each 500 feet of threshold stagger.

77

Runway Planning ParametersSame Runway Approach Separation

TrailingSmallLargeB757

Heavy

Leading

Small

3333

Separation reduced to 2.5 nm within 10 nm of landing runway under certain conditions (e.g. runway occupancy time less than 50 seconds)

TrailingSmall

LargeB757

Heavy

Leading

Heavy

6554

TrailingSmall

LargeB757Heavy

Leading

B757

5444

TrailingSmall

LargeB757

Heavy

Leading

Large

4333

Small – aircraft with a maximum take off weight below 41,000 lbs (Beech 1900, Brasilia, Metro)

Large – aircraft with a maximum take off weight between 41,000 and 255,000 lbs (727, 737, A-320, CRJ, Dash 8, MD-80)

B757 – all Boeing 757 derivatives

Heavy – aircraft with a maximum take off weight above 255,000 lbs (747,767,A-330, DC-10, MD-11)

Aircraft weight classifications on this chart are based on FAA Order 7110.65P, Air Traffic Control. This order prescribes procedures used by air traffic controllers for the control and separation of air traffic. This designation of aircraft is different than that applied by the KCAB for purposes of assessing aircraft noise impacts, in which a "small" aircraft is defined as less than 70,000 pounds and a"large“ aircraft is defined as over 70,000 pounds.

88

Runway Planning Parameters

Simultaneous Independent Dual Approach

NTZ

NTZ

NTZ

NTZ

NTZ

NTZ

NTZ

Simultaneous Independent Triple ApproachDual parallel runways with 3,000 foot separation

One localizer offset 2.5 degreesPrecision Runway Monitor System (PRM) with 1.0 second update

Dual parallel runways with 3,400 foot separation

Precision Runway Monitor System (PRM) with 2.4 second update

Dual parallel runways with 4,300 foot separation

Triple parallel runways with 4,300 foot separations

Precision Runway Monitor System(PRM)

Triple parallel runways with 5,000 foot separations

• No Transgression Zone (NTZ) –A 2,000 foot wide zone, located between parallel runway final approach course in which flight is not allowed • Precision Runway Monitors (PRM) – Provide Controller with high precision secondary surveillance data for aircraft on final approach to parallel

runways. High resolution monitors display maps depicting approaches and NTZ .• Localizer – A navigational aid which provides course guidance to the runway.• Simultaneous Independent Approach Procedures – Permits simultaneous approaches to two/three parallel runways without separation

requirements between adjacent arrival streams.

3,000

3,400

4,300

5,000

5,000

4,300

4,300

99

Runway Planning Parameters

Source: FAA Instrument Procedures Handbook - 200499

1010

Distribution of Wind DirectionAll Weather Conditions

% Wind Coverage

2%

4%

6%

ENE

E

ESE

SE

SSES

SSW

SW

WSW

W

WNW

8%

10%

12%NNNE

NENW

NNWPercent of Wind Coverage

N 6.43NNE 3.45NE 4.04ENE 4.51E 6.33ESE 3.85SE 3.56SSE 3.85 S 11.12SSW 11.90SW 10.02WSW 6.95W 9.52 WNW 5.88NW 4.81NNW 3.78Total 100.00

Note: Thirty years of hourly surface observations from 1973 through 2002 obtained from the National Oceanic and Atmospheric Administration (NOAA) were used to conduct this analysis.

1111

60% 65% 70% 75% 80% 85% 90% 95% 100%

764 ( 0.1%)

343 ( 0.1%)

739 ( 0.1%)

72S ( 0.1%)

738 ( 3.7%)

763 ( 2.4%)

732 ( 3.7%)

752 ( 4.5%)

D9S ( 0.1%)

DC9 ( 0.1%)

735 ( 0.1%)

M88 ( 7.5%)

772 ( 0.5%)

322 ( 0.3%)

762 ( 0.3%)

CVG

Airc

raft

Flee

t -20

25

Percentage of Maximum Aircraft Payload

10,000 ft Runway8,000 ft Runway

Runway Takeoff Length Requirements-Air Carrier

1212

Runway Takeoff Length Requirements-Commuter

0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000

Saab 340A (0.1%)

Dornier 328 (10.5%)

BAE Jetstream 41 (0.4%)

Dash 8-311 (0.6%)

Beechcraft 1900D (0.2%)

Avro RJ-85 (0.9%)

ERJ-135LR (0.5%)

ERJ-140LR (0.3%)

ERJ-145LR (0.6%)

EMB 170LR

EMB 190LR

EMB 195LR

CRJ-200ER (35.1%)

CRJ-700 (25.4%)

CVG

Airc

raft

Flee

t -20

25

Runway Length (Feet)

}(1.8%)

1313

2005 Existing Airfield Operation

1313

1414

North/South Runway Alternatives

1414

1515

North-South Runway Alternatives Demand/Capacity Evaluation

1515

1616

East/West Runway Alternatives

1616

1717

East-West Runway Alternatives Demand/Capacity Evaluation

1717

1818

Evaluation Criteria for Next Round

• Environmental- Land Acquisition

- Noise

- Wetlands

- Flood Plains

- Threatened/Endangered Species

- Other Environmental Considerations

• Operational Issues-Safety and Delay

-Interaction with other Runways

-Runway Crossings

-Taxi Distances

-Potential Obstructions

-Other Operational Considerations

1919

Evaluation Criteria for Next Round

• Constructability-Impacts to Airport Facilities

-Impacts to Public Roads

-Operational Impacts During Construction

-Other Construction Considerations

• Finance–Capital Costs

–Funding Eligibility

–Airline Costs

–Benefit-Cost Ratio

–Return on Investment

–Other Financial Considerations