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HomeMy WebLinkAboutOB 1 J.W. AIRPORT RPT 07-05-88 ~,~ ~/'~ ~ J~ l~ R . ,..~ ' OLD BUSINESS  ' ~ ' ':!t .NO. I ' DATE: JULY 5, lg~ ~~~ ............. I TO: FROM: SUBJECT: WILLIAM HUSTON, CITY MANAGER 'COMMUNI~ DEVELOPMENT DEPARTMENT STATUS REPORT - JOHN WAYNE AIRPORT (,)WA), AIRPORT SITE COALITION (ASC) AND COALITION FOR A RESPONSIBLE AIRPORT SOLUTION (CRAS). i ,, J RECOMMENDATION: Receive and file. DISCUSSION: JWA -:All hardware is back in JWA's offices, but airport staff is still trying tO sort out some software glitches. The hiring process is continuing with a few positions remaining to be filled. Noise monitoring is not expected to commence for at least two weeks. The City's consultant, J.J. Van Houten & Associates, is monitoring the airport's efforts to sort out the technological problems that they are experiencing. A report on their findings will be available in our next status report. . ~ · ASC - Ron Reese of the Community Development Department attended the meeting on ~urday, June 25th. No specific airport siting issues' were discussed at this meeting, rather they focused on organizational matters and an overview of air transportation. Attached for the Councils information and use are some handouts explaining the caucus review process, as well as a work program for ASC, a summary of past airport studies, a glossary of airport/aviation terminology and a list of participants at the May 21st meeting (Attachments I-VI, respectively}. CRAS - No new information is available at this time (the June 13th meeting was re~6rted in the June 20th status report). The next meeting is tentatively scheduled for July 11, 1988. Steve Rubt n, Senior Planner SR:CAS:ts Attachments: I - VI Christine A. Shingleto~J Di rector of Community Development ATT"CHMENT I Airport Site' Consensus Team Caucus Review Guidelines June 25, 1988 The purpose of the caucus discussions today is to .identify concerns and suggcstcd additions, deletions or modifications of written material related to two subjects: Organizational matters and the Air Transportation Overview. Upon your sharing repsonses with the entire Consensus Team after the caucus sessions, the staff will use this input to revise the drafts for distribution prior to the next meeting. A. Organizational Recommendations 1. Refumnent Committee/Caucus Operation Please review the draft descriptions and identify any concerns you think should be brought to our attention. Also, identify any additions, deletions or modifications you believe would improve the operation. 2. Principles for Participation Please review the draft and consider whether or not you beUeve these points are appropri ate to the consensus building process. Think about your willingness to observe the principles. Identify additions, modifications or deletions you would like to see. Report those changes upon which you have no disagreement to the Team, 'as well as those on which there is substantial disagreement. 3. Program Overview Diagram Please identify improvements to the diagram you think Would more clearly summarize this program as you understand it. B. Air Transportation Background Recalling the thrust of the slide presentation, please identify concerns, questions or aspects of th~ air transportation situation you believe would help most in understanding the current situation and the nature of the airport site problem. Specify priority subjects if you believe that is appropriate. AT'i'A ,HMENT II Airport Site Consensus Program for Orange County Summary: Description of Meetings June 25, 1988 I. Caucus Groups There are four parts to the caucus groups, as discussed below. Each caucus may decide to select one individual from their table for each of the Recorder, Spokcsperson and the Refinement Committee Designee roles, or it can select one person to fill two or three roles. The selected person(s) one month may differ from the one(s) chosen at the following month's meeting. Caucus Group: The main purpose of the caucus group is to evaluate the Draft Document for the meeting and reach acceptable agreement on a package of changes, comments and improvements. Each group is approximately 10 people in size and can vary in composition from meeting to meeting. .Recorder: This person will assimilate the comments received at their caucus table into the Draft Document as the "f'mal" statement from the group. The recorder will pass this document back to the technical staff at the conclusion of the meeting. Spokeslmerson: The primary function of the spokesperson is to present the unified package of modification recommendations from the caucus group to the Site Consensus Team at the Site Consensus Team meeting. Refinement Committee Designee: This person will attend the Refinement ~ommittee meeting that will o~cur shortly after, the Site Consensus Team Meeting. The Designee will help technical staff determine the most appropriate manner in which to assimilate their caucus table's modifications into the Draft Document for the next Site Consensus Meeting. II. Refinement Committee Meeting Thc Refinement Committee Meeting is focused on assimilating thc modifications produced at the caucus tables into the Draft. Document. The Committee will clarify the concepts expitessed by their caucus and ensure the credibility and quality of the information that is incorporated into thc Draft Document. Airport Site Consensus Program for Orange County Description of Meetings June 25, 1988 The Site Consensus Program for Orange County is aimed at improving air transportation capacity serving Orange County. To this end, the Program involves evaluation of both technical data and community values and encompasses areas in, and surrounding, Orange County. Transportation issues related to air and ground transportation are also subject to review in the Program. One of the unique features of the Program is that k is dependant on-participants in the study area. In order to capture decisions, comments and concerns from the participants in an efficient and effective manner, meetings have been organized into two primary types: Caucus. Groups and Refinement Committee. A. description of these meetings is given below. I. Caucus Groups Purpose: Airport Site Coalition staff~ will prepare and present a draft document for each meeting. The caucus groups will evaluate the document with regard to its completeness, credibility and accuracy. The purpose of the caucus groups is to promote open communication between Site Consensus Team members related to the topic(s) under evaluation at the Site Consensus Team Meeting. The small groups promote in-depth discussion and individual participation. At the same time, some negotiation between Site Consensus Team members must occur to generate a "package" of modifications to draft materials under discussion. At the conclusion of each meeting, the caucus groups will provide a summary of their c~nclusions to the entire Site Consensus Team. Process: site Consensus Team meeting members Will be asked to break into groups of about 10 people per table. It is preferable for the caucuses to be made up of individuals representing diverse interests. The opportunity to understand different perspectives is' one of the major benefits of this process. But the actual mix of individuals in each caucus -will be self-determined. These caucus groups will select a spokesperson, a recorder and a Refinement Committee member (please see "Refinement Committee Meetings", below, for further explanation). One individual can perform one, two or all three functions at the preference of the caucus. The recorder will indicate on a copy of the written material any additions, deletions, comments or questions that the caucus as a whole determines need further attention or cla~cation. At the end of the session, the spokesperson for the caucus will present the changes/key conclt~sions de~ermined by their group. The modified document will then be collected by the technical staff for use at the Refinement Committee Meetings. The Airport Site Coalition staff is comprised of The Planning-Center, Kennedy/Jenks/Chilton and DKS Associates. II. Refinement Committee Meetings Purpose: The primary purpose of the Refinement Committee is to provide maximum quality and efficiency in transforming the Site Consensus Team input into a new Draft Document. The subject matter in the Draft Document will follow the concepts identified in the Work Program for the project~. Each month, the Site Consensus Team will make decisions and recommendations about the subject matter identified in the Work Program. This information will then be built into the document. Each month the document will be expanded by adding technical data and Site Consensus Team input. The Reirmement Committee will help evaluate the material, and provide direction regarding how much, and in what form it should be incorporated into the Draft Document. Process: Each caucus table will select a' representative to attend the Reirmement Committee mecting. A new representative can be selected from each table at the Sitc Consensus Team Meetings. The Refinement Committee, then, does not have to be comprised of the same individuals each month. This will allow a greater number of people to participate at a more intensive level throughout the. Program if the Site Consensus Team chooses to operate in this manner. At each Ref'memcm Committee meeting, thc Airport Site Coalition staff will prepare a brief summary of thc information presented by thc caucus groups during thc prior Site Consensus Team Meeting. The Committee will help the technical staff understand the concept and details of their caucus group's revisions. The Committee will provide' direction to the technical staff for thc incorporation of thc information. Any member of thc Site Consensus' Team can attend thc Refinement Committee to assure the credibility and completeness of the information under discussion. : Refer to the diagram entitled "l'he Site Consensus Program for Orange County" and the Work Program dated June 25, 1988. A-[-~-ACHMENT !!1 ATTACHMENT IV AIRPORT SITE CONSENSUS PROGRAM FOR ORANGE COUNTY SUMMARY OF PAST AIRPORT STUDIES (Listed in Reverse Chronological Order) SOURCE Review of Joint Use Potential~ El Toro Marine Corps air Station~ ()range County, California, May 1988. U.S. Department of Transportation, Federal Aviation Administration. CONCLUSIONS Joint use is technical at El Toro MCAS. However the military's concems must be resolved. ,, El Toro MC/MS is well located to accommodate commercial aviation; however, joint use would have at least two shortcomings from a national viewpoint. 'First, because of Marine Corps activity, only about one-third of the Capacity of'the base could be used by civil aircraft; therefore, a large part of the air passenger demand would be left unmet. Second, the Marine Corps believes that joint use would degrade the tactical training mission assigned to El Toro. We recommend that an in-depth study of alternatives to meet air transportation demand be conducted by the State of California, Orange County, and-other appropriate agencies, in close coordination with the Federal Aviation Administration (FAA) and the Marine Corps. SITE ALTERNATIVE MCAS E1 Toro SITE DESCRIPTION Joint usc would rely heavily on the existing runways and taxiways at El Toro with modifications. A new civil terminal would be required. A possible site would be on land to be acquired along the west property line of the base. This site would be attractive because it would have an access road to the Santa Ana Freeway (I-5) independent of the base. The terminal would be connected to the base by a taxiway. Certain other airfield improvements would probably be needed to support joint use. A precision instrument approach, either instrument land system (ILS) or microwave land system. (MLS), would be installed on Runway 34R with appropriate approach to runway lighting. Runway 7Rf25L might be extended up to 3,000 feet in order to provide ample runway length for unrestricted operations by short and medium haul air carrier aircraft. ACTIVITY LEVEL Tho current runway layout could handle the forecast military demand for 1998 plus about 50,000 civil operations annually, or 70 daily scheduled departures by air carrier aircraft. Depending on aircraft site and load factors, this would permit 2.5 to 3.6 million enplanements annually at El Toro, which could accommodate a part of the future demand for ~ir transportation. CAPITAL COSTS Not avaiinble. ADVANTAGES OF SITE Use of E1 Tom MCAS for joint Use is technically feasible accommodate ~mtture ah' passenger demand. and could DISADVANTAGES OF SITE Despite sequencing, additional air traffic using El Toro would cause delays in the air and on the ground. Even the use of State HI aircraft would have an additive effect on commun~ noise. Impacts from additional vehicle trips. Military personnel are strongly opposed to joint use; it would be incompatible with the tactical mission of the installation. Surrounding communities remain strongly opposed. SOURCE Final Environmental Impact Report 508 and Final Environmental.Impact Statement for John Wayne Airport Master Plan and Santa Ana Heights Land use Compatibility Program, Volumes I and 2, February 1985. CH2M Hill. CONCLUSIONS New airports at the Long Beach Harbor and Chino Hills were considered infeasible. The most promising sites (in regard to airspace, land area, and proximity to the population) are military installations, although private sites do exist. SITE ALTERNATIVE MCAS E1 Toro joint use. SITE DESCRIPTION Minimum improvements needed: - passenger terminal (10.2 MAP) - aircraft apron (14 gates) - vehicle parking lots (10.2 MAP) - runway strengthening and taxiway construction ACTIVITY LEVEL 73 average daily departures departures. of commercial jet ah'craft plus commuter 10.2 MAP in 2005. CAPITAL COSTS Not available. ADVANTAGES OF SITE Noise contours would not increase significantly. Safety zones would not be affected. Existing facilities. DISADVANTAGES OF SITE A detailed airspace analysis is required. Widening of adjacent freeways may be needed. Strong opposition by Navy and Marine Corps, due to incompatibility with military mission. SITE Camp ALTERNATIVE Pendleton joint use, · SITE DESCRIPTION New airport at Camp Pendleton. ACTIVITY LEVEL 73 average daily departures of commercial jet aircraft departures. 10.2 MAP in 2005. plus commuter CAPITAL COSTS Not available ADVANTAGES OF SITE Provides considerable open space buffer between urban uses. DISADVANTAGES OF SITE Shift of air pollutants from South Coast air Basin to San Diego Air Basin. Potential biological impa~s. Incompatible with planned residential uses. SITE ALTERNATIVE Los Alamitos Armed Forces Reserve Center (AFRC) joint use. SITE DESCRIPTION Joint use of existing AFRC airfield; would require runway improvements, new terminal, parking and access facilities. _ AC~FIVITY LEVEL 73 average daily departures of commercial jet aircraft. 6.2 MAP in 1990. CAPITAL COSTS Not available. ADVANTAGES OF SITE Existing facilities. Near existing freeway. Near, to passenger market. DISADVANTAGES ()F SITE Widening of adjacent freeway and arterial systems may be needed. Significant adverse noise impacts to adjacent residential areas. Airspace conflicts with Long Beach and Fullerton Airports. SITE ALTERNATIVE New Long Beach Harbor Airport SITE DESCRIPTION New airport, on fill in San Pedro Bay ACTIVITY LEVEL 73 average daily departures CAPITAL COSTS Not available. ADVANTAGES OF SITE 65 dB CN~ contour entirely over water;, therefore noise and land use impacts would be less significant. DISADVANTAGES OF SITE High cost. Vehicle traffic congestion and parking problems. Potential marine biology impacts. -Potential tsunami hazards. Liquefaction potential. SITE ALTERNATIVE Santiago Canyon SITE DESCRIPTION New airport in Santiago Canyon area northeast of City of Orange in the Villa Park hillside area. ' ACTIVITY LEVEL' 73 average daily departures CAPITAL COSTS Not available. ADVANTAGES ()F SITE Site could serve 18 to 20 MAP and potential 24 MAP. Accessible to a large market area. DISADVANTAGES OF SITE Extensive cut and f'fll necessary. Potential airspace conflicts. Impact on rare and endangered species. Potential erosion and groundwater impacts. SITE ALTERNATIVE Chino Hills SITE DESCRIPTION . . New airport in thc Chino Hills AC~I'IVITY LEVEL 73 average daily departures CAPITAL COSTS $625,000,000 (1982 estimate) ADVANTAGES OF SITE Site is currently vacant. DISADVANTAGES OF SITE Significant residential development planned. State park proposed south of site. Noise impacts on existing communities. Airspace conflicts Major highway improvements required. 6 SOURCE Study of Joint Mii!tary and Civil Use of MCAS El Toro, August 5, 1983. H.H. Aerospace Design Company, Inc. submitted for inclusion in a Joint Use of Military Airfields Plan of the Secretary of Defense and the Secretary of Transportation. CONCLUSIONS No conclusions stated in report. SITE ALTERNATIVE MCAS E1 Toro joint use. SITE DESCRIPTION Initial facilities: terminal, taxiway, and access road. ACTIVITY LEVEL Initial level: 10,000 annual air carrier operations passengers. and 500,000 annual Projected (10 years): 150,000 annual air carrier operations and 10.5 MAP. CAPITAL COSTS Initial costs: $2,000,000 to support 10,000 annual air carrier operations and 500,000 annual passengers. ADVANTAGES OF SITE Less expensive altemative than a new airport elsewhere. Ol · ' SADVANTAGES OF SITE Crowded airspace. The military considers MCAS E1 Toro unfit for joint use due to incompatibility with the mission of MCAS E1 Toro, airspace limitations, and noise/land use conflicts. Community surrounding MCAS El Toro is opposed to joint use. SOURCE ()range County Transportation Advisory .Committee. · Plan, July 1982. Blue _ Ribbon Regional AirPort CONCLUSIONS The development of the Santiago Canyon Airport site is the best means of dealing with Orange County's future air travel demands. The configuration of the site would allow service capabilities of 18 to 20 million annual passengers, potentially 24 MAP with removal of conflicting airspace with MCAS E1 Toro. the report also concludes that the location is advantageous in terms of its atwactivcncss and accessibility to a large market of air travelers and that only minimal problems would. exist in the areas of land use conflicts, noise impact and obstacle clearance requirements. Military sites have the ability to meet a certain amount of thc region's travel demands either as a major air carrier, joint civilian or general aviation facility. However, existing land use and mission conflicts deem these sites inappropriate as a regional airport. The Bell Canyon and Chino Hills sites should be eliminated from further consideration. SITE ALTERNATIVE MC. AS E1 Toro DISADVANTAGES OF SITE Use of facilities would not meet regional paasenger demand of 1995 and beyond assuming a capacity of 18 MAP at El Toro. Existing land use conflicts make the site environmentally unattractive for use as a regional airport Facilities do not meet the FAA obstacle clearance or missed' approach requirements. Confficts with existing air carrier mutes to $ohn Wayne Airport. Adamant military support of the air operations carried out at the base precludes joint use. SITE ALTERNATIVE Los Alamitos AFRC DISADVANTAGES ()F SITE Airspace conflicts with John Wayne, Fullenon and Long Beach airports; infeasible to mitigate effectively. Severe noise impact over existing communities. Severe congestion of ground transportation. Existing conflict with the Air Force mission; infeasible to mitigate. SITE ALTERNATIVE Camp Pendleton DISADVANTAGES OF SITE The military mission(s) is vital to the training of the defense units of thc United States. However, the southern portion of Camp Pendleton may be adaptable for commercial use. The southern portion of the base is geographically remote for a major portion of Orange County. Limited ground transportation due to single corridor. Site would require eXtensiVe grading to meet FAA requirements. SITE ALTERNATIVE BeU Canyon DISADVANTAGES OF SITE Contra-flow operation limits the service capacity to 10-12 MAP. Severe noise impact over existing noise sensitive land uses within the 65 CNEL noise contour. Major airspace conflicts With existing flight paths; infeasible to mitigate, given, limited service capacity. SITE ALTERNATIVE Chino HillS DISADVANTAGES OF SITE Conflicts with airspace of existing and projected traffic to LAX and Ontario which are infeasible to mitigate cost-effectively. Severe noise impacts over noise sensitive land uses existing and planned. 1972 FAA airspace approval limits operations to '120,000 annual air operations or 7.9 MAP service capacity. SITE ALTERNATIVE Santiago Canyon ACTIVITY LEVEL 18-20 MAP ! ADVANTAGES ()F SITE Given technological advances in airspace management techniques, existing airspace ainvays could be realigned to accommodate Santiago Canyon flight pattems without major airspace conflicts with LAX and Ontario. Site configuratiOn would allow service capacities of 18-20 MAP, and 20-24 MAP without the airborne missions of MCA~ E1 Toro. Few land use conflicts presently exist which wOuld allow for proper development of a site to serve to 2020 and beyond. Centrally located to key Orange County air travel markets currently unserved. Planned-or proposed transportation corridors could adequately serve the airport, north to south, and east to west. The proposed site evaluation of 1400 feet MSL would be a benefit in terms of easing further noise mitigation and obstacle clearance requirements. DISADVANTAGES OF SITE Potential environmental impacts. Lack of existing ground access linkages. Existing airspace patterns need to be reorganized to accommodate the 10 SOURCE Southern California (i~ncluding Appendix Governments ('SCA(;). Aviation System Study: Supplemental Technical Re~ort A), June 1982. Southern California Association of Southern California Aviation System Study: Supplemental Draft Environmental Impact Report, june 1982, SCA(]. CONCLUSIONS Irr?.pective of Which growth forecast is used, and even assuming some expansion of emstmg airpor~ beyond their constrained levels, a new airport will be required to serve the increase in passenger demand before the year 2010. Both [] Toro and Camp Pendleton appear to be technically feasible sites for use as air carrier airports in addition to the L.A./L.B. Harbor site. No recommendation is made as to preference among the sites. SITE ALTERNATIVE. MCAS E1 Toro, all civilian use. SITE DESCRIPTION Extension and improvement of east-west Runway 7R and construction of a ~CTIVITY 'LEVEL 21.2 MAP CAPITAL COSTS $479,000,000 (1981 dollars) ADVANTAGES ()F SITE Use of Runway 7R at El Toro by civil aircraft is feasible for all but the heaviest aircraft (approx. 15% of the total), primarily long haul and intemational flights, and would not conflict with other airports. The [] Toro system would have less of a negative impact on airspace utilization than any of the systems evaluated in this study. Civilian use of [] Toro would improve both the cumulative and single event noise levels experienced by residents of nearby communities. However, these improvements in levels may be offset by' the increase in nt~mber of aircraft operations. DISADVANTAGES ()F SITE Will not serve all the potential demand in the region. Use of Runway 34 for departures would conflict with John Wayne Airport and MCAS and Tustin. Mitigation measures to resolve the conflicts have been proposed in the study but have not been reviewed by the FAA. 11 SITE Camp Civilian use of E1 Toro would contribute approXimately 15 percent'to the controlled air traffic in Coast TRACON, which will exceed its capacity by 1995. However, E1 Toro is situated in an area of the TRACON where the airspace is least congested ,and best able td accommodate additional traffic.' Civilian operations at MCAS E1 Toro serving 18 MAP would' require the relocation of military air operations now located at F_,I Toro. Feasibility and costs were not determined. Military helicopter operations at MCAS Tustin are compatible with civilian use at El Toro. However, modifications to the panem of helicopter operations would further aggravate an already sensitive noise environment in the vicinity of the helicopter base. The addition of airport traffic will require construction of additional freeway and expressway lanes in the vicinity of El Toro. However, various transportation studies and plans prepared for Orange County, if implemented, would impact the regional and local access requirements for E1 Toro Airport. ALTERNATIVE Pendleton (southern end) SITE DESCRIPTION A new 4-runway airport located at thc southem end of Camp Pendieton AC'TIVITY LEVEL 36.3 MAP More than 60% of the passengers served would begin or end their trip in San Diego County. Nearly 25% of the passengers would be from Orange County. CAPITAL COSTS $2.2 billion (1981 dollars) ADVANTAGES OF SITE A new terminal radar control (TRACON) and mm'final control area would be required at Camp Pendleton. The TRACON would operate well below capacity and would improve airspace conditions in San Diego TRACON. Design of thc flight paths is compatible-with continued amphibious training at one of two beaches. If this training were no longer conducted, potential capacity of the airspace would nearly double. ! The Camp Pendleton system will relieve air traffic congestion in the SCAG region in a minor way. However, notable improvements to air traffic would be experienced in the San Diego TRACON. Impact of aircraft noise on civilian population and land u~ would be minimized. i2 Camp Pendleton's location midway between the Orange County and. San Diego metropolitan areas is attractive to the establishment of high speed rail which would reduce travel time and highway congestion. DISADVANTAGES OF SITE A number of Marine Corps training and support activities at Camp Pendleton would be severely impacted by noise and/or the land use and facility changes required to construct and operate an airport. A number of facilities and missions, including the Edson Range, the existing airfield, and the Marine Corps test facility would need to be relocated. Noise attenuation would be required for major portions of base headquarters. It is not known whether these facilities can be relocated without compromising the military missions at Camp Pendleton. Thc increases in ground trips to and from thc Camp Pcndleton Airport will require the significant addition of freeway lanes and construction of other facilities. 13 SOURCE Southern California Aviation System Study: Technical Report, July 1980. SCAG.' & Airspace Assessments~ Airport Facilities~ Related Aviation Subject~, Appendix September 1980. SCAG. - I, strategies to respond to the predicted capacity shortfall. - Construction of a new airport - Joint military-civilian usc of military airports o Consolidation of military bases - Improving ground access to remote airports Easing constraints at existing air carder airports - Transportation Systems Management - Not meeting demand CONCLUSIONS The Aviation Work Program Committee-of SCAG (AWPC) evaluated seven potential These were: The committee found construction of a new airport to be the most feasible srxategy at this The Los Angeles/long Beach Harbor site was selected as thc most fcasiblc among thc thirteen candidate sites evaluated by the AWPC. The technical factors considered in thc selection process included: market am-action; airspace capacity; accessibility; noise impacts; air quality impacts; costs; land availability; othcr environmental factors; financial and institutional feasibility. The Harbor site was rated superior to other sites on thc basis of airspace' capacity and noise impact. SITE ALTERNATIVE Bell Canyon .... - SITE DESCRIPTION New airport in Bell Canyon, approximately 7,200 acres. ACTIVITY LEVEL ~ 10.8 MAP CAPITAL COSTS $391,000,000 (1978 dollars) ADVANTAGES OF SITE Satisfies FAA obstacle clearance passenger market now and in future. requirements. Easily accessible tO DISADVANTAGES ()F SITE Te~ prevents all approaches except from the south over water. General airspace saturation during peak per/ods. Tail wind approach over water. 14 SITE Camp No radar coverage of final approach. . Approach violates restricted airspace. Potentially hazardous winds. North departure conflicts with El Toro. Recommended for contraflow only. Capacity 10-12 MAP. Severe noise impact on northbound departure. CNEL (Mission Viejo and Coto de Caza). North departure violates Audubon bird sanctuary. ALTERNATIVE Pendleton (western end) SITE DESCRIPTION New airport on-the Orange County - San Diego County boundary at western end of Camp Pendleton, approximately 5,650 acres. ACTIVITY LEVEL 9.7 MAP CAPITAL COSTS $680,000,000 (1979 dollars) ADVANTAGES OF SITE Located within easy access of Interstate 5. . · Meets obstacle clearance criteria for north-south flight paths. DISADVANTAGES OF SITE General.airspace saturation during peak periods. Severe conflict between overland approach and El Toro. Tailwind approach over water. No radar coverage of overwater approach. Approach violates restricted airspace. Tailwinds may close airport 70-80 days per year. Reduce capacity to 7 or 8 MAP. Significant noise impact caused by overwater approach or departure. 3,000 persons inside 65 CNEL (San Clemente). · Final approach passes within 1.5 miles of San Onofre nuclear plant at l,(g)0 feet. 15,700 persons inside 65 15' SITE ALTERNATIVE Chino Hills - SITE DESCRIPTION New airport in the Chino Hills on the Orange County - San Bemardino County boundary at approximately 1,380 feet elevation. ACTIVITY LEVEL 20.6 MAP CAPITAL COSTS $$79,000 (1979 dollars) ADVANTAGES OF SITE All ~ght pathz meet obstacle clearance criteria. DISADVANTAGES OF SITE General airspace saturation during peak period. Straight out depamu~ not useable during peak periods due to LAX arrivals. Northbound depamam not usable during peak periods due to traffic congestion at Pomona. Moderate conflict with approach traffic to Bracket and John Wayne. Severe noise impact caused by southbound departure during peak periods. 40,000 persons inside 65 CNEL (Yorba Linda, Brea, Placentia, La II_abm, Anaheim, Fullerton). Airlift conflicts with planned use of Chino Hills as a State Park. Site is 3 miles north of active Whittier-Elsinore Fault. SITE ALTERNATIVE Chino Airport SITE DESCRIPTION Expansion of existing Chino Airport by construction of two rtmways. t 1,O00-foot ACTIVITY LEVEL 22.3 MAP CPlPITAL COSTS $439,000,000 (1979 dollars) ADVANTA(;ES ()F Si'FE An existing airport 16 DISADVANTAGES OF SITE Air carrier operations would-displace :380,000 general aviation operations. Chino is planned as GA reliever-airport. Site may be subject to flooding. , Ground fog could restrict operations. Would require 15 miles of freeway connections and 12 miles of arterial' roads. Missed approach does not meet obstacle criteria. Would require $00/1 approach minimums. Other flight paths meet criteria. General airspace saturation during peak periods. Increase IFR traffic congestion in Ontario TRACON. Direct conflict with Riverside ILS. Northbound departure not useable during peak periods due to traffic congestion at Pomona. Severe noise impact caused by departure paths. 39,000 persons inside ~$ CNEL (Los Serranos, Chino and Pomona). SITE ALTERNATIVE MCAS El'Toro SITE DESCRIPTION ~ Joint use or all commercial use. AC~rlVlTY LEVEL 6.0 MAP (joint use) 19.1 MAP (all commercial use) CAPITAL COSTS $292,000,000 (1979 dollars -joint .use) $416,000,000 (1979 dollars - all commercial use) DISADVANTAGES ()F SITE Mission of MCAS E1 Toro is critical to national defense; U.S. DOD and NaYy have stated joint use is not feasible. FAA obstacle clearance criteria not met (would require I billion cu. yds. of earthwork. Widening 30 miles of Interstate 5 required. 17 General airspace saturation during peak periods. Northbound and' westbound departure paths in direct conflict with John Wayne Airport paths. Joint use would hamper mili~ VFR and FCLP operations. If contraflow used, E1 Tom would be limited to 12-14 MAP. Severe noise impact caused by northbound departure. 67,000 persons and 10 schools inside 65 CN~ (Orange, Tustin, Irvine) SITE ALTERNATIVE Seal Beach Naval Weapons Station/Los Alamiws AFRC complex SITE DESCRIPTION New airport at site of U.S. Naval Weapons Station and Seal Beach National Wildlife Refuge. ACTIVITY LEVEL 20.8 MAP ADVANTAGES OF SITE Accessible from San Diego and Garden Grove Freeways AH flight paths meet obstacle clearance criteria. DISADVANTAGES OF SITE General airspace saturation during peak periods. Direct conflict with approach paths to John Wayne, Long Beach and Fullerton airports. Would eliminate IFR operations at those airports during Overwater approach would be limited in use due to tailwinds 116 to 146 days per year. Severe noise impact caused by .overland approach. 29,000 persons and 6 schools inside 65 CN~. (Westminster, Garden Grove, Seal Beach). Los Alamitos located at core of serious air traffic bottleneck at Seal Beach. In Seal Beach National Wildlife Preserve. SITE ALTERNATIVE Los Angeles/Long Beach Harbor site. SITE DESCRIP'FI()N A new island airport constructed in San Pedro Bay, with access to the main land provided by 2 underground vehicular tubes. 18 ACTIVITY LEVEL 25.9 MAP CAPITAL 'COSTS $1.9 - 2.5 billion (1979 dollars) ADVANTAGE,~ OF SITE All flight paths meet obstacle clearance criteria. No significant noise impacts. No persons inside 65 CN~-. The 60 CNEL can be mitigated over land. Air and maritime traffic can be safety separated. DISADVANTAGES OF SITE General airspace saturation during peak periods. Severe airspace conflict with Long Beach Ait~rt. Will cause delays at both Moderate delays caused for Torrance and Fullerton Airport aircraft. Air traffic management complicated due to LA Harbor Airport proximity of traffic bottleneck at Seal Beach. and Potential rain and fog problems. High capital costs. 19 SOURCE Southern California Regional Aviation System, prepared for SCAG, System DeVelopment corporation/William L. Pereira & Associates. July 1972.. CONCLUSIONS A major new global airport to serve Southern California will be required after 1985. This will serve joint military and civil use and will accommodate the post-1985 generations of aircraft and thc added requirements for public air service into the next century. Its development will be contingent upOn availability of effective ground access systems. The remote terminal-concept is one of the key elements of the plan. These in-town facilities would become the origin and destination pOints for trips, with passengers, baggage and cargo processed here and transpOrted to aircraft staging areas at airports. The unused operational capacity of existing military facilities could be made available for scheduled air carriers who will deliver pre-processed passengers, baggage and cargo under controlled access conditions. Although it does not now appear attainable within the 19815 time frame, early construction of an airport at Camp Pendleton could do much to alleviate difficult environmental and pOlitical concerns in Orange County. 2O SOURCE Phase I Master Plan of Air Transportation for Orange County~ California, ~luly 1968. William L. Pereira & Associates.' CONCLUSIONS Thc present Orange County Airport cannot and should not be e'xpected to ~erve as the ultimate regional airport. Thc plan recommended a four-POint program, as follows: Point One: SupPOrt the future development of a major new international airport to serve the Los Angeles-Orange County-San Diego metroPOlitan areas, for example at Camp Pendleton. Point Two: Build a new regional airport in an optimum location in Orange County, completion to be no later than five years from now. Point Three: Regulate activity at the present Orange County Airport during the interim period until a new regional airport can be put into operation. Point Four: Adopt a long-range plan for the development of general airports, aixparks and metroports. SITE ALTERNATIVE Camp Pendleton SITE DESCRIPTION International airport site ACTIVITY LEVEL International airport ADVANTAGES OF SITE Minimum interference with military activities. Sufficient terrain clearance. Open land Good relationship to future urban developments. SITE ALTERNATIVE MCAS El Toro SITE DESCRIPTI()N Regional airport site. New Freeway would be needed. runway system parallel to the Santa Ana ACTIVITY LEVEL Regional airport DISADVANTA(;ES ()F SITE 21 Topographic interferences Poor nmway layout · Would sterilize large land areas destined for urban development SITE ALTERNATIVE MCAS Tustin SITE DESCRIPTION Regional airport site. A parallel runway system could be developed. ACTIVITY LEVEL Regional airport ~ ADVANTAGES OF SITE Optimum access from 3 freeways Proximity to urban concentrations DISADVANTAGES OF SITE Departure area would impact UCI and Newport Beach SITE ALTERNATIVE NAS Los Alamitos SITE DESCRIPTION Regional airport site. Would be desirable-to reorient runway over oven land in Seal Beach Weapons Station. ACTIVITY LEVEL Regional airport ADVANTAGES OF SITE Existing flights have made it fairly acceptable Readily accessible by freeway to large population DISADVANTAGES OF SITE Depamu~s would conflict with Long Beach Airport Pressures for urban development. Market service area would overlap Long Beach Airport. 22 SITE ALTER_NATIVE San .loaquin Hills SITE DESCRIPTION Regional airport site in coastal hills between Newport Beach and Laguna Beach. ACTIVITY LEVEL Regional airport ADVANTAGES OF SITE Least effect on existing urban development DISADVANTAGES OF SITE High earthwork costs Inaccessibility from Orange County population centers Consumption of large areas of unique coastal land. SITE ALTERNATIVE Bolsa Chica SITE DESCRIPTION Regional airport site on f'fll offshore of Huntington Beach on a portion of the 1,500 acre Bolsa Land Company Property ACTIVITY LEVEL Regional airport ADVANTAGES OF SITE Potential for marina development co-located with the airport. Potential to link with high-speed watercraft. DISADVANTA(,ES OF SITE High cost In approach corridor to Long Beach Airport Closer to Long Beach airport than other sites. 23 AI I AGHMI NT AIRPORT SITE CONSENSUS PROGRAM FOR ORANGE COUNTY GLOSSARY Part One: AC AOL ALP ALS ALUC AQMP ARTCC ASR ATA ATCT CEQA DlVlE EIS FAR FBO GA LOC LTO MOA IVISL Abbreviations and Acronyms Advisory Circular (published by FAA) Above Orouud Level Airport Layout Plan Approach Light System Airport Land Use Commission Air Quality Management Plan Air Route Traffic Control Center Airport Surveillance Radar Air Transportation Association Air Traffic Control Tower California Environmental Quality Act of 1970 Community Noise Equivalent Level Distance Measuring Equipment .- Environmental Impact Report Environmental Impact Statement . . Federal Aviation Administration Federal Aviation Regulation Fixed Base Operator Flight Service Station General Aviation Instrument Flight Rules Instrument Landing System Integrated Noise Model Localizer Landing take-off cycle, equal to two aircraft operations Millions of Annual Passengers (enplaned plus deplaned passengers) Microwave Landing System Military Operations Area Mean Sea Level NAVAID NDB l~PA NOTAM NTSB O&D PANCAP PAR PHOCAP RTP RVR SID STAR STOL Aircraft TACAN TCA TRACON TRnA TVOR VASI VOR VORTAC VTOL Aircraf~ Navigational Aid Nondirectional Beacon National Environmental Policy Act of 1969 Notice to Airmen National Transportation Safety Board Origin and Destination Passengers Practical Annual Capacity Precision Approach Radar Practical Hourly Capacity Runway F. nd Identifier Lights Regional Transportation Plan Runway Visual Range Standard Insuument Departure Standard Terminal Arrival Route Short Takeoff and Landing Aircraft Tactical Air Navigation Terminal Control Area Terminal lastmment Procedures Terminal Radar Approach Control ,.Facility . Terminal Radar Service Area -. -. Terminal'Very High Frequency Omnidirectional Range Visual Approach Slope Indicator Visual Flight Rules Very High Frequency Omnidirectional Range Combined VOR and TACAN System Vertical Takeoff and Landing Aircraft Part Two: Definitions -A- Accelerate - Stoo Distance: The distance required for an aircraft to accelerate to the critical engine failure speed (v) - at which point it is assumed the engine fails - and then brake to a complete stop. Thc speed at which engine failure is assumed to occur is selected by the aircraft manufacturer. If an engine fails at a speed greater than v, the pilot has no choice but to continue takeoff. Accidental Potential Zones: Designated areas of higher likelihood of accidents; accident potential zones for military airports are developed by reviewing thc accident history of thc airport, usually as pan of an AICUZ study. Aeronautical Ch0~'t: A map used in air naVigation containing all or pan of the following: topographic features, hazards and obstructions, navigation aids, navigation routes, designated airspace, and airports. Air Carrier:. Commercial aircraft operating pursuant to a federal certificate of public convenience and necessity, issued by thc Civil Aeronautics Board. Air Installation Comoatible Use Zone (AICUZ3: Department of Defense programs established by Department of Defense Instruction 4165.57 "Air Installation Compatible' Use Zones," November 8, 1977. Air Oualitv Management Plan (AOMP}: A document required by federal law which describes short and long range measures to improve the region's air quality. Air Route Surveillance Radar (ARSR): Air 'route traffic control center (ARTCC) radar used primarily to detect and display an aircraft's position while en route between terminal areas. The ARSR enables controllers to provide radar air traffic control service when aircraft are within the ARSR coverage. In some instances, ARSR may enable an ARTCC to provide terminal radar services similar to but usually more limited than those Provided by a radar approach control. Air Route Traffic Control Center (ARTCC):. An FAA facility established to provide air traffic control service to aircraft operating on an IFR flight plan within controlled airspace and principally during the enroute phase of flight. Air TraffiC: Aircraft operating in the air or on an airport surface, exclusive of loading ramps and parking areas. Air Traffic Hub: Cities and Standard Metropolitan Statistical Areas requiring aviation services, which In,ay include more than one airport. Communities fall into four classes as determined by each community's percentage of the total enplaned passengers. Air Traffic Control tower (ATC'I3: A terminal facility that uses air/ground communications, visual signaling, and other devices to provide ATe services to aircraft operating in the vicinity of an airport or on the airfield area. Authorizes aircraft to land or take off at the airport controlled by the tower or to transit the airport traffic area. Aircraft ~s:. For the purposes of Wake Turbulence Separation Minima, ATC 'classif'~-s aircraft as Heavy, Large and Small as follows: 1. Heavy - Ail:o-aft capable of takeoff weights of 300,000 pounds or more whether or not they are operating at this weight during a particular phase of flight. 2. Large - Aircraft of more than 12,$00 pounds, maximum certificated takeoff weight, up to 300,000 pounds. 3. Small - Aircraft of 12,$00 pounds or less maximum certificated _m~eoff weight. Aircraft Delay: Thc difference between thc actual time an aircraft takes to perform a given operation and the time it would _m~-_- without interference from other sources. Aircraft Parkin_~ Lhnit Line:' An aircraft parking limit line is a line established by the airport authorities beyond which no pan of a parked aircraft should protrude. Airfield Capacity: The maximum number of aircraft operations that can take place in a given time under specific conditions of airspace, ceiling and visibility, runway layout and use, aircraft mix, and proportion of arrivals and departures. Airolane Desk, n Gm_tm: The airplane design group subdivides airplanes by wingspan. TI~ airpl~e &e.~ign ~oup concept links an airport's dimensional stan~ to aircraft a~ categories or to a/rpiane design groups or .m runway instrumentation configunuions. The airplane design groups are: Airplane Design Group h Wingspan up to but not including 49 feet; ® 2. Airplane Design Group H: 3. Airplane Design Group IH: 4. Airplane Design Group IV: 15. Airplane Design Group V: Wingspan 49 feet up to but not including 79 feet; Wingspan 79 feet up to but not including 118 feet; Wingspan 118 feet up to but not including 171 feet; Wingspan 171 feet up to but not including 197 feet; and, Group VI: ' Wingspan 197 feet up to but not including 262 feet. ~tllg. g: An area of land or. water used or intended to be used for the landing and takeoff of aircraft, and includes its buildings and facilities, if any. Airoon Elevation/Field ~!~vation: The highest point of an airport's usable landing area me~ured in feet above mean sea level. Airoort. ;. Hazard: ,An airport hazard is any structure or natural object located on or in the vlcnuty of a public airport, or any use of land near such airport, that obstructs the airspace required for the flight of aircraft in landing or taking off at the airport or is otherwise hazardous to aircraft landing, taking off, or taxiing at the airport. Aimort Land Use Commission CALUC~: A State-authorized body existing in each coun~ hav~mg the responsibility to develop plans for achieving land use compatibility between airports and their environs. ~- Aimort Layout Plan (ALP): Depicts existing and proposed airport facilities and land uses, thei~ locations, and the pertinent clearance and dimensional information required to show conformance with the applicable standards. It shows the airport location, clear zones, approach areas, and other environmental features that may influence airport usage and expansion capabilities, and includes the following elements: - location map - vicinity map - basic data table - wind information Air~_ rt Lightine: Various lighting aids that may be installed on an airport. airart usu s include: Types of 1. Approach Light System (ALS) 2. Runway Lights/Runway Edge Lights 3. Touchdown Zone Lighting 4. Runway Centerline Lighting 5. · Threshold Lights 6. Runway End Identifier :Lights 7. Visual Approach Slope Indicator (VASI) Aimort Master Plan: A plan to provide guidelines for future development Of an airport which will satisfy aviation demand and be compatible with the environment, community development, other modes of transportation, and other airpom. Ainmrt Referent Point (Ab.P): An ALP is a point having equal relationship to ail existing and-proposed landing takeoff areas which is used to locate the airport geographically. Aixpo_ n Rotating BeacQn: A visual NAVAID operated at many airports. alternating white and green flashes indicate the location of the aiqx,n. At civil airports, Air~_ rt Surveillance Radn__r (ASR)' Approach control radar used to detect and display an aircraft's position in the terminal area. ASR provides range and azimuth information but does not provide elevation data. Coverage of the ASR can extend up to 60 miles. Ai_rpon Traffic Aren~: Unless otherwise specifically designated in FAR Pan 93, that airspace within a horizontal radius of 5 statute miles from the geographical center of any airport at which a control tower is operating, extending from the surface up to, but not including, an altitude of 3,000 feet above the elevation of an airport. Ambient Noise I.~vel: Background noise level, the normal or existing level of environmental noise at a given location. Annual Service Volum%' A' level of ann~al aircra/t operations that may be used as a reference in preliminary planning, h is not 'a capacity figure. Rather, it is the annual volume of .aircraft operations beyond which the average delay to each aircraft increases rapidly with relatively small increases in aircraft operations (and beyond which the levels of service on the airfield deteriorate). Avomach Speed: The recommended speed contained in aircraft manuals used by pilots when rvn~rMg an approach to landing. This speed will vary for different segments of an approach as well as for aircraft weight and configuration. Approach Surfn¢~: An imaginary surface longitudinally centered' on the extended centerline of the runway, beginning at the end of the primary surface and rising outward and upward to a specified height above the established airport elevation, as prescribed by FAR Pan 77.- Aoron/Ramo: for purposes A detrmed area on an airport or heliport intended to accommodate aircraft of loading or unlo~g passengers or cargo, refueling, parking, or Area Navk, stion (R~AV~: A type of instrument approach using radio navigation where there is nc~ VOR station. Location and course information is developed by on-board equipment in the aircraft by comparing the signals of two nearby VOR& Autornated Rnd_nr Te_rrnin~! Systems (ARTS): Thc generic term for the ultimate in functional capability afforded by several automation systems. Each differs in functional capabilities and equipment. ARTS plus a suffix roman numeral denotes a specific system. A following letter indicates a major modification to that system. In general, an ARTS displays for the temfinal controller aircraft.identification, flight plan data, and other flight assoc~ infommti'on (e.g., altitude, speed, and aircraft position symbols) in conjunCqon with his radar presentation. Normal radar co-e~ with the alphanumeric display. In addition to enhancing visualization of the air traffic situation, ARTS facilitate intra/inter- facility transfer and coordination of flight information. Automatic Altit~de Reoortin~: That function of a transponder which responds to Mode C interrogations by transmittin~ the aircraft's .altitude in l O0-foot increments. -B- Based Aircraf!,: General aviation, air carrier and other a/rcraft which use an airport as a "residence" or home base. Blast Fence: A strucm~ built'behind the takeoff location of aircraft to protect these areas from high velocity jet exhaust gases by deflecting these gases upward. -C- California Environmental Quality Act of 1970 (CEOA). document (E~t,) assessing the environmental impacts of significant impacts. State legislation requiring a projects having potentially !~e~~:- Defined in Federal Aviation Regulations, Pan 152.9(b): 'an area at ground level, extending beyond the runway primary surface and underlying the approach surface; these zones, which include all of the area out to a point where the approach surface reaches 150 feet above ground level, are presented in detail on the airport Layout Plan for each airport. The federal government requires that the airport owner have an "adequate property interest" in the clear-zone area in order that the requirements of FAR Pan 77 can be met and the area protected from future encroachments. Adequate property interest may be in the form of ownership in fee sample (the most preferred) or lease (provided it is long term) or any other demonstration of legal ability to prevent future obstructions in the runway clear zone. Clutter:. In radar operations, clutter refers to the reception and visual display of radar returns caUSed by precipitation, chaff, terrain, numerous aircraft targets, or other phenomena. Such returns may limit or preclude ATC from providing services based on Community Noise Eauivalent Level (CN~.): A method required by the Califomia Airport Noise Standar~ls which describes average aircraft noise impacts at an airpon and incorporates penalties for operations during the more sensitive evening and nighttime hours. Commuter Ak_ Carrier: An air carrier which performs at least five round trips per week between two or more points and publishes flight schedules of its operating times and destinations. These airlines are exempt from some of the regulations covering large carriers. Commuter airlines must be certified by the FAA and must comply with the flight and safety regulations appropriate to the size and aircraft operated. Commuters may operate aircraft seating up to 60 passengers. If the carrier elects to apply for a certificate of public convenience and necessity from the Civil Aeronautics Board, larger aircraft may be oriented, Conical Surface: A surface extending from the periphery of the horizontal surface- outward and upward at a slope of 20 to 1 for 'the horizontal distances and to the elevations above the airport elevation, as prescribed by FAR Pan 77. Connectine Pnssen~er~: Passengers who only change planes at an airport and who havc origins and destina[ions elsewhere (also known as transfer passengers). Controlled Airspace: Airspace designated as a control zone, airport radar service area, terminal control area, transition area, control area, continental control area, and positive control area within which some or ail aircraft may be subject to ah' traffic control. .~: A wind not parallel to the runway or the path of an aircraft. Crosswin~ Runway: A runway additional to the primary runway to provide for wind coverage. A cr0sswind runway may be required if the orientation of the primary runway results in Crosswinds exceeding 12 miles per hour or 10 knots more than 5 percent of the time, (i.e., less than 95 percent wind coverage). Dav-Ni_~ht Avera~ Sound Level (I,cln) Noise D~criptor. Ldn is a mathematical model which sums or i~mgraies the total noise energy m which a receptor (a residence, for example) is exposed during a 24-hour period. The total noise energy value is than adjusted to establish an equivalent 24-hour average noise value. Thus, an intermittent series of noisy aircraft events is .r~uced to a single, cumulative average noise level value. dBA: A-weighted sound level, in decibels, as measured on a sound level meter equipped with weighting networks that represent the way the human ear hears certain sounds. Overall readings can be taken with weighting networks which are called A-scale or B- scale or C-scale settings on the meter. These scales do not represent the true sound pressure level becaus~ some of the sound has been filtered out. The A-scale ~etting filters out as much as 20 to 40 dB of the sound below 100 Hz, while the B-scale setting filters out as much as $ to 20 dB of the sound below 100 Hz. The C-scale. setting retains almost all the sound signal over the full frequency range. However, the B-scale and C- scale settings are rarely used. Decibel (dB): A unit for describing the intensity or level of sound, equal to 20 times the lo~,'iflun to the base 10 of the ratio of the pressure of the sound measured to standard reference pressure. Decision Hei_ell~: The height, specified in feet above MSL, above the highest runway elevation in the touchdown zone at which a missed approach shall be initiated Lf thc required visual reference has not been established. The decision height applies only where an electronic glide slope provides the reference for descent, as in ILS or PAR. Deplanements: Passengers who disembark aircraft in reg,~arly scheduled service. Disolaced Threshold: A threshold that is located at a point on the runway other, than the designated beginning of the mn. way. . Distance Measutine Equipment (D~): Equipment (airborne and ground) used to measure, in nautical miles, the slant range distance of an aircraft from the D ME navigational aid. -E- Enroute Air Traffic Control Services: Air traffic control service provided aircraft on IFR flight plans, generally by centers, when these aircraft are operating between departure and destination terminal areas. When equipment, capabilities, and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft. Enplanements: Passengers who board aircraft in regularly scheduled service. Environmental Impact Report (EIR): Environmental Quality Act of 1970 implications of proposed projects. A document required under the California to describe the social, economic, and physical Environmental !moact Statement (EIS): A document required under the National Environmental Policy Act of 1969 to describe the social, economic, and physical impacts of proposed federal projects or projects requiring federal money or approval. -F- FAR Part }6: Establishes noise standards for the civil aviation fleet. FAR P~ 77: Establishes standards for determining obstructions in navigable airspace, sets forth requirements for notice of proposed construction or alteration and provides for aeronautical studies of obstructions to air navigation. Federal Aviation Adm_inistration CFM): The federal agency charged with regulating air commerce to promote its safety and development, encouraging and developing civil aviation, air traffic control, and air navigation and promoting the development of a nalional sysmm of airports. Federal Aviation Re_~ulations (FAR): Regulations issued by the FAA to regulate air commerce; issued as separam "Pans", e.g., Pan 77. Fixed Base O_verator (FJBO): An airport service operation, normally consisting of fuel sales, aircraft rentals, charier aircraft, aircra~ sales and maintenance with a fixed base of operation at the airport. Flaps: Surfaces that can be extended downward at various angles from the trailing edge of an aircraft wing to modify the shape of. the wing and the lift that it produces (e.g., 15° of flap, 20' of flap, etc.). The mix or differing types of aircraft operating in a particular environment. Flight Service Station CFSS): Air traffic facilities which provide pilot, brie£mg, en route conununications and VFR search and rescue services, assist lost aircraft and aircraft in eme. r.gency situations, relay ATC clearances, originate Notices to Airmen, broadcast avmuon weather and NAS information, receive and process IFR flight plans, and monitor NAVAIDs. ]~Jll..t~h: A line, course, or track along which an aircraft is flying or intended to be flown. Flow Control: Measures designed to adjust the flow of traffic into a given airspace, along a given route, or bound for a given airport so as to ensure the most effective utilization of thc airspace. , - G - General Aviation (GA): All segments of aviation except air carrier and military. Included are corporate, industrial, agricultural, public and emergency services, business, charter, personal and sport flying. Ground Controlled Atmroach CGCA): A radar approach gystem operated from the ground by air mtffic contro-l--personnel transmitting instructions to. the pilot by radio. The approach my be' conducted with surveillance radar (ASR) only or with both surveillance and precision approach radar (PAR). Glideslo~e/Glide~ath: Provides vertical guidance for aircraft during approach and landing. The gli~ope/giidepath is based on the following: 1. Electronic components emitting signals which provide vertical guidance by reference to airborne instalments during insmmmnt approaches such as ILS/MI~, or e Visual ground aids, such as VASL which provide vertical guidance for a VFR approach or for the visual portion of an instrument approach and landing. PAlL Used by ATC to inform an aircraft making a PAR approach of its vertical position (elevation) relative to the descent profile. -H- Haul Len_t, th: Segments of flight distances used as a convenient measure of passenger demand to a group of destinations. ~: An area of land-or water used or intended to .be used for the landing and takeoff of helicopters, and includes its buildings and facilities, if any. ~: The designated unit for measuring the frequency of sound, also termed cycles per second (CPS). I-Iinh Altitude (Jeff Airwave: Those airways established from 18,000 feet above Mean Seai Level (MSL) to Flight level (FL) 450, inclusive, used by jet aircraft and other I~R traffic en route between various terminal areas. Hi~.h Speed Taxiway/Exi~I'um-0ff: A long radius exit or turn-off taxiway. The high sp~ed taxiway is designed to expedite aircraft taming off the runway after landing, thus reducing runway occupancy time. Horizontal Surfoc~: A specified portion of a horizontal plane located 150 feet above the established airport elevation which establishes the height above which an object is determined to be an obstruction to ah' navigation, as prescribed by FAR Pan 77. -I- Imaginary Surface~: Surfaces established in relation, to the end of each runway or desi~,nate-d takeoi~f and landing area (for heliports), as def'med in paragraphs 77.25, 77.28, and 77.29 of FAR Pan 77 "Objects Affecting the Navigable Airspace." Such imaginary surfaces include approach, horizontal, conical, transitional, and primary surfaces. 10 Insmunent Approach Procedure: A series of predetermined maneuvers for the orderly transfer of an aircraft under insmuncnt flight conditions-to a landing, or to a point where a landing may be made visually..Any one of the following procedures defined in the U.S. Terminal Instnunent Procedures (TERPS) manual: - Precision Approach (straight-in or simultaneous) o Nonprecision Approach (straight-in) Circling - Dcpasmm Procedure Instrmnent FU~t Rul~ (IFR): FAR rules that govern the procedures for conducting instrument flight (FAR Part 91). Instrument Landin~ System (H_~): A precision instrument approach system. An ILS consists of two ra~o transmitters located on the airport; one radio beam is called the localizer and the other the glide slope. The loc~li~er indicates to pilots whether they are left or right of the correct alignment for approach to the runway. The glide slope indicates thc correct angle of descent to thc runway (glidc slopes vary from 2° to 3°). In order to further help pilots on their ILS approach, two low-power fan markers called ILS markers arc usually installed so that thcy may know just how far along the approach to the runway they have progressed. The fu*st is called the outer marker (LOM) and is locatcd about four to fivc nmi from thc end of the runway; and the other, the middle marker (MM) is located about 3,000 feet from thc end of the runway. For Category H operations (when visibility is quite poor), an additional marker called thc iimer marker (EM) is located 1,000 feet from thc end of the runway. This inner marker is placed so as to alert pilots thai they must have visual reference with the ground at that point, and if not abandon thc approach. When thc plane passes over a marker, a light goes of in the cockpit and a high-pitched tone sounds. Another component of thc ILS is an approach light system (ALS) Instnunent Ope_ration: A takeoff or landing of an aircraft While on an instrument flight clcarancc. Insmuner~ Runway: A runway equipped with electronic and visual navigation aids for which a precision or nonprecision approach procedure having straight-in landing minimums has been approved. Inte_~rated Noise M0g~l (INM): noise impacts at airports. A computer model developed by the FAA to prof'fle -K- Nautical miles per hour, thc most common way to measure aircraft speed. ' C - Lar~ Hub: -- passengers. An air traffic hub enplaning one percent or more total national enplaning 11 Load Factor:. The percentage of seats fried in an aircraft. Local Ope_ration: Operations performed by aircraft in the airport traffic pattern or the local area of the airport, including simulated instrument approaches or low approaches at me airport. Localizer CLOCk Part of an Instmn~nt Landing System. The localizer equipment provides horizontal guidance information to landing aircraft. -M- Medium Hul~: An air traffic hub enplaning 0.215 percent to 0.99 percent of total national enplaning passengers. Microwave Landing System (bO~): An advanced form of precision approach equipment with improved accuracy, and fewer siting problems than current ILS. ~ also has the useful potenti_n_l~ to permit curved path approaches to the runway instead of the straight path limitation of I~ and PAR. Military Ooerations Area fMOA): An MOA is an airspace assigmnent of del'reed vertical and la~rai dimensions established outside positive control areas to separate/segregate certain military activities from IFR. traffic and to identify for VFR traffic where these activities are conducted. Minimum Descent Altitude ¢IVI~A): The lowest altitude to which descent shall be. authorized in proceduz~ not using a glide slope. Aircraft are not authorized to descend .below the MDA until the runway environment is in sight, and the aircraft is in a position to descend for'a normal landing. The MDA is expressed in feet above MSL and is determined by adding the required obstacle clearance to the MSL height et me controlling obstacle. ~IJlIIRI~: A set of conditions specified for operation of aircraft during IFR approach and departure under adverse weather conditions. Missed Aooroach: A maneuver conducted by a pilot when an instrument approach cannot be completed to a landing or a lOw approach. -N- Nautical'Mil~: One nautical mile (nmi) is equivalent to 6076 feet. Naviltationig Ai~l (Navaid): Any visual or electronic device (airborne or on the surface) which provides point-to-point guidance. Noise Abatement Procedurel: Changes in runway usage, flight approach and departure routes and procedures, and vehicle movement, such as ground maneuvers or other air traffic procedures, which shift aviation impacts away from noise sensitive areas (e.g., runway use programs and preferred arrivals and departures. 12 Noise Contours: Lines drawn about a noise source i~dicating constant energy levels of noise exposure. CNI~L and Ldn are the measures commonly used to describe community exposure to noise. Noise Control Plar~: Documentation by the airport proprietor of actions to be taken by the proprietor, alone, or in cooperation with FAA, airport users, and affected units of local government, with appropriate input from affected citizens to reduce the impact of aviation noise. Noise Exposure Level: The integrated value, over a given period of time, of a'number of different events of equal or different noise levels and durations. The integration may include weighting factors during certain time periods for which people are more annoyed by noise. The single event noise eXposure level (SENEL) is an integrated average noise level of one incident. . Nondirectional Beacon/Radio Beacon (NDB): AN L/MF or UHF radio beacon transmitting nondirectional signals whereby the pilot of an aircraft equipped with direction finding equipment can determine his bearing to or from the radio beacon and "home" on or track to or from the station. When the radio beacon is installed in conjunction with the Insmmaent Landing System marker, it is normally called a Compass Locator. Non-Hub: An air traffic hub enplaning less that 0.05% of total national enplaning passengers. Nonpr~ci~i0n In~tna.mcnt Runway: A nmway having instrument approach equipment that provides horizontal course guidance or area type navigation to touchdown. Notice to Airmen-fNOTAM): A notice containing information conceming-'-flae · establishment, condition or change in any component (facility, service, or procedure) of, or hazard in the National Airspace System the timely knowledge of which is essential to personnel concerned with flight operations. -O- Obstruction: Any object/obstacle exceeding the obstruction standards specified by FAR Part 77, Sub-part C. Operation: Either a landing or a takeoff by an aircraft. Origin and Destination Passengers .(O&D)' Those residents--whose trips begin or end in the region. passengers-whether visitors or Overlay Zoning: Establishes development standards in areas of special concem (e.g., fault zones, airport vicinity, flood plains, and hillsides) over and above the standards applicable to basic zones (e.g., commercial, residential,, and industrial). 13 Practical Annual Capacity_ (PANCAP): The. theoretical number of annual operations that' can be handled by an airport without exceeding certain delay criteria. PANCAP is calculated considering types of alrcraft using the airport, numbers and types of operations (IFR, VI:R, touch-and-go), and mnway/taxiway configurations. Practical Hourly Capacity (PHOCA.P): Theoretical number of hourly operations that can be handled by an airport without exceeding certain delay criteria. PHOCAP is calculated considering the same factors as used to calculate PANCAP. Precision Appro~h Ra~d~!'~-(PAR): Radar displaying range, azimuth, and elevation (in relation to a glide slope) normally encompassing an area from 10 miles out from a runway to a position on the runway intercepted by the glide slope. Precision Approach R,~nwsy: A runway having an existing approach procedure utilizing an Instrument Landing System (ILS) that provides horizontal and vertical course guidance to touchdown. Precision Instrument Avvroach Svster~: An instrument procedure based on electronic aids or .voice communicatio-n~ designed to provide an approach path for exact alignment and desCent of an aircraft on final approach to a. nmway. Instrument landing system (ILS), precision approach radar (PAR) and microwave landing system (MLS) are examples. Public Use Air~_ ~rt: Publicly or privately owned airport that offers the use of its facilities to the public without prior notice or special invitation or-clearance, and that has been issued a California Airport Permit by the Division of Aeronautics of the C'~l;~omia Department of Transportation. -R- Reszional Trans!~0rtation Plan (RTP): A document prepared by SCAG describing short and long range transportation plans and programs required as a condition for disbursement of federal transportation funds. Reliever Airpo_ n: An airport identified by the FAA' to handle aircraft operations which cannot be accommodated by other airports. Restricted Area: Airspace designated under FAR, Pan 73, within which the flight of aircraft, while not wholly prohibited, is subject to restriction. Most restricted areas are designated joint use and IFPUVFR operations in the area may be authorized by the controlling ATC facility when it is not being utilized by the using agency. Restricted Use Airport: An airport where the owner prohibits or restricts public use. Retrofit: The refitting of existing "noisy" jet aircraft engines with quieter replacement engines. 14 Runway Gradient: The average slope, measured in percem, between two ends or points on a runway. Runway Visual R~gc (RVR): Equipment used to estimate visibility along a runway during inclement weather conditions. -S- Safety Zone(si: The area(s) in the vicinity of an airport in which land use restrictions are established to protect the safety of the public. Short Take-Off and Landing Aircraft (STOL AiI~aft): An aircraft which, at some weight within its approved operating weight, is capable of operating from a STOL runway in compliance with the applicable STOL characteristics, airworthiness, operations, noise and pollution standards, generally an aircraft with a certified performance capability to execute approaches along a glide slope of six degrees or steeper and to execute missed approaches at a climb gradient sufficient to clear a 15:1 missed approach surface at sea level. Single Event Noise Ex~osure Level (SF~N~) or Sound Exz~osure Level (S~'~): The A- weighted sound level o{ a single noise event, such as an air~raft overflight, measured over the time interval between the initial and final times for which the noise level exceeds a threshold level and nommlized to a reference duration of one second. SENI~ and S~I~ values are identical: SENEL is used in California, S~ is adopted by the EPA and the FAA. ~~.~: An air traffic hub enplaning 0.05 to 0~24 percent of total national enplaning passengers. Standard Instrument Departure ¢S~): Preplanned IFR departure printed for pilot use. Standard Terminal Arriv~ {STAR): A preplanned insu'ument flight rule (IFR) ai~' traffic control arrival prOCedure published for pilot use in graphic and/or textural form. STAR's provide transition from the enroute structure to an outer fix or an instrument approach fur/arrival waypoint in the terminal area. -T- Tactical Ail' Navigation (TACAN): A navigational aid provided by the military; it can be used by civilian aircraft equipped with a TACAN receiver. Terminal Control Area I~FCA): Controlled airspace extending upward from the surface or higher to specified altitudes, 'within which all aircraft are subject to operating roles and pilot and equipment requirements specified in FAR Part 91. Generally this requires two- way radio communication and VOR navigation equipment and a private pilots license or better. T~rminal Instrument Procedures (TI~ILP$): An FAA manual that establishes instrument flight procedures. Terminal Radar Aooroach Control Cl'RACON3: An FAA air traffic control service to almmft arriving ahit departing or wansi~g the airspace conu-olled by the facility.' TRACON's control IFR flights and participating VFR flights. · Terminal Radar Service Area (TRSA):. Airspace surrounding designaied airports wherein ATC provides radar vectoring, sequencing, and separation on a full-lime basis for all and participating VFR aircraft. Terminal VOR (TVOR): A VOR located at an airport. The beginning of tha~ portion of the runway usable for landing. Touch and C_rg: A practice maneuver consisting of a landing and a take-off performed in one continuous movernen~. A touch and go is defined as two operations - a landing and a take-off. ~ Traffic Pa~em: Projection on the ground of the aerial path associated with an aircraft on the crosswincl, downwind, base, and final approach legs of the approach/departure process: · Crosswind Leg. A flight pa~ a~ rigl~ angles to the landing runway off ira upwind end. Downwind Leg. A flight path parallel to the landing runway in fl~e direction opposite to landing. The downwind leg normally extends bet~veen the crosswind leg and the base leg. Base Leg. A fligh~ paih a~ right angles to the landing nmway off ira approach end. The base leg normally extends from the downwind leg to the intersection of the exumded nmway centerline. Final Approach. A flight path in the direction of landing along the extended runway. centerline. The final approach normally extends from the base leg to the runway. An aircraft m~klng a straight-in approach VFR is also considered to be on final approach. ~ Tmnsuonder: The airbome radar beacon receiver/transmitter portion of the Air Traffic ' Contrbl Radar Beacon System (ATCRBS) which automatically receives radio signals from interrogators on the ground, and selectively replies with a specific replay pulse or pulse group only to those inten'ogations being received on the mode to which it is set to respond. Used to identify aircraft operating in a radar environment such as a TRSA or a TCA by magnifying the aircraft's image on the radar scope. Turbo_iet Aircraft: An aircraft having a jet engine in which thc energy of thc jet operates a turbine which in mm operates the air compressor. Turbo_vro_~ Aircraft: An aircraft having a jet engine in which the energy of the jet operates a turbine which drives the propeller. 16 -U UNICOM: A nongovemment communication facility which may provide airport information at certain aixports. Locations and frequencies of UNICOMs are shown on aeronautical charts and publicatiom. -V- Vertical Take-Off and L~nd[ng Aircraft (VTOL Aircraft): Aircraft capable of vertical climbs and/or descents and of using very short runways or small areas for take-off and landings. These aircraft include, but are not limited to, helicopters. Very I-Iieh Freouencv Omnidirectional Ranite Station (VOR): A ground-based electronic navigati6n aid-transmitting very high frequency navigation signals, 360 degrees in azimuth, oriented from magnetic north. Used as the basis for navigation in the National Airspace System. The VOR periodically identifies itserf by Morse Code and may.have an additional voice identification features. Very High Frequency Om~iflirectional l~onge/Tcclv!_ical Air Navi~a!ion (VORTACI' A navlgatio-n aid providing VOR azimuth, TACAN azimuth, ~nd TACAN distance measurins equipment (D~ at one site. Visual A_vproach: An approach where an aircraft on an IFR flight plan or operating in VFR conditions under the control of an air traffic control facili~ and having an air traffic control authorization may proceed to the ah'pon of its des.tination in VFR conditions. Visual Approach Slooe Indicator (VA,SD: A visual, method of defining the glidepath to the runway. VA,SI-lights project red and white beams from the approach end of the runway. Various combinations of colors (dependent on system in use) indicate "high," "Iow," or "on glidepath.' Visual Flight Rules (VFR): Rules that govern the procedures for conducting flight under visual conditions (FAR Pan 91). -W- Wake Turbulenc.e: Phenomena resulting from the passage of an aircraft through thc atmosphere. Thc term includes vortices, thrust stream turbulence, jet blast, jet wash, propeller wash, and rotor wash both on the ground and in the air. Wind Coverage: The percent of time for which aeronautical operations are considered safe due to acceptable crosswind components. Wind Shear: A change in wind speed and/or wind direction in a short distance resulting in a tearing or shearing effect. It can exist in a horizontal or vertical direction and occasionally in both. 17 ~ i n ~¥1 i|WI----I I'n ! / Airport Site Consensus Program for ()range County . Site Consensus Team Members May 21, 1988 Meeting 1. John W. Troup e 0 Ron Greek Saddleback Valley Homeowners .Assn. Bob Olds, Airport Liaison The Bluffs Homeowners Assn. 4. Mr. Hank Hewett 5, Col. Jack Wagner Community Planning/Liaison Officer MCAS E1 Toro · 6. Jan Pedcrscn Ninety-Nines 7. Michael Lermon Coalition for a Responsible Airport Solution 8. Mike Howard, President Belcourt Park Homeowners Assn. 9. Joseph E. Irvine 10. Councilmember Hon. Paul G. Verellen 11. North Tustin Homeowners Corp. 12. Edward N. Dopheide 13. Mr. James Wiggins FAA Westem-Pacific Region, AWE-602 14. Deanna Litwer 15. Henry W. Wedaa Mayor Pro Tem City of Yorba Linda 16. George Lenney 17. Bruce DiMauro 18. Marcia Rudolph - 19. Priscilla Hoel 20. Salvatore Grammatico 21. Ms. Margaret Ross-Clunis, Pres. Wimbledon Homeowners' Assn. 22. Dick Spearman 23. Betty Fellinge 24. Roy L. Stevens 25. Leslie K. Scott 26. Smart Shrimpton 27. Jim Orr 28. Wolfgang PHaum 29. Sally Anne Miller 30. William Mavity Woodbridge Community Association 31. Steve Rubin City of Tustin 32. T. J. Tandle, Manager Professional Community Management (Leisure World) 33. Jack Chezick 34. James R. Bain 35. David Kidd 36. Nohl Ranch Homeowners Assn. c/o M_rs. Susan Porter 37. Jean Watt' Stop Polluting Our Newport 38. Lt Col E. R. Spears, Sr. Community Planning and Liaison Officer - MCB, Camp Pcndlcton 39. Robert E. McGowan Aviation Advisor to Villa Park City Council 40. Melody Carruth Citizens to Save Laguna Hills 41. Heather Bclford Woodbridgc Cottages Homeowners Assn. 42. Lida Lcnncy 43. Shirley Comyn 44. Mr. Ken Delino, Executive Director Inter-County Airport Authority 45. Donald R. Segner 46. Herbert Heyes, Jr. Aegean Hills Homeowners Assn., Inc. 47. Beth Cooper ' 48. Frank Bryant 49. Allan K. Chou State Senator Cecil Green's Office 50. John Lowman 51. Susan Doering, President Eastbluff Homeowners Assn. 52. John Richard Harman Airport Transport Association 53. Allan Beck Stop Polluting Our Newport 54. Jan D. ,Vandersloot, MD 55. Brig. Gen. W.A. "Art" Bloomer USMC (Ret.) 56. Charles Griffin 57. Richard C. Rawlings . 58. Chris Kunze Mgr., Public Works Operations City of Long Beach 59. Cherie Kordik 60. Scott D. Raphael 61. Jack and Peggy O'Mara 62. Col. George Henry Margolis 63. Denyse M. Sullivan Bayview Homeowners Assn. -- 64. Otto C. Kiessig 65. Sabine Wromar 66. Frank Laszlo 67. Gene York 68. Tim Merwin Southem California Association of Govemments 69. Christine L. Eberhard 70. Eve Somjen City of Irvine 71. Joe Martin 72. Jerry A. King 4