Planning and Design of

Non-Traditional Airports
TRB Straight to Recording for All
September 2016
Introduction
Inventory of the U.S. airports

Source: National Plan of Integrated Airport Systems (NPIAS) – 2015-2019, Report to Congress, FAA, Sept. 2014

2
Introduction
Webinar description

The mission of the Transportation Research Board (TRB) is to increase society’s benefits from
transportation by providing leadership in transportation innovation and progress through research
and information exchange. TRB, and more specifically the Airport Cooperative Research Program
(ACRP) for this webinar, develops initiatives for supporting the development of a safe and efficient
U.S. transportation system in all its diversity: from Alaska to Antarctica, for community service or
commercial air transportation, for carrying passengers or conducting unmanned flights, from the
lower airspaces to the high atmosphere and beyond. This webinar wants to embrace and recognize
this diversity through the subject of planning and design of non-traditional airports.

"Non-traditional airport" could designate any airport that faces specific or unusual challenges due
to its environment, traffic, location or purpose, includes innovative features and technologies, or
is involved in emerging operations.

3
Introduction
Learning objectives

• Inform the TRB community on non-traditional airports:

• Extend your vision of airport planning and design through the presentation of different cases/issues.

• Understand the needs of non-traditional airports:

• Identify the specific needs and expectations of non-traditional sponsors and their communities.
• Identify the specific long-term requirements of these airports.

• Learn about planning and design of non-traditional airports:

• How to address the specificities of non-traditional airports.
• How to apply and adapt the usual methods of planning and design to non-traditional cases.

4
Speakers
The moderator
Gaël Le Bris, Airside Development Manager (Paris-CDG), Groupe ADP

“While managing large-scale projects, I conduct planning studies

and research efforts for preserving aviation safety and capacity.”

• Master’s degrees in Airport Management and Development,

and Air Transportation and Economics (Eng.)
• Past projects include:
• Runway rehabilitations, taxiway reconfigurations and de-icing facilities
• Planning studies for medium- and long-term developments
• More than 30 Safety Risk Management (SRM) processes and safety studies

Mr. Le Bris manages the airside development projects for a large

hub airport. His research interests are in the areas of aviation
safety, airport engineering and operational robustness. He has
worked with the industry and the FAA on enhancing operational
safety during construction. He is a member of the TRB
Aircraft/Airport Compatibility (AV070) and Aviation Security and
5
Emergency Management (AV090) committees.
Speakers
Presentation #1 – The Navajo Nation Airports System
Arlando S. Teller, Acting Deputy Division Director, Navajo Nation DOT

“Yá'át'ééh, I am Naasht'ézhi-Táchii'nii (Zuni clan adopted into Red

Running Into the Water People clan) born for Tó'aheedlíinii (The
Water Flows Together clan).”

• First Native American graduate from ERAU (Embry-Riddle)

• Past experience includes:
• General Aviation Management Internship Program, City of Mesa
• Airport Planner and Airport Management Intern, City of Phoenix
• Transportation Planner and Tribal Liaison, California DOT

In 2009, Mr. Teller returned home to the Navajo Nation to work as a

Senior Transportation Planner for the Navajo Nation Division of
Transportation. A year later, he was promoted to Program Manager
for the new Department of Airports Management within the
Division of Transportation. This lead to his current appointment as
the Acting Deputy Division Director of the DOT.
6
Speakers
Presentation #2 – Airfield Master Plan Development for McMurdo Station
Rich Thuma, Senior Aviation Engineer, Crawford, Murphy & Tilly
“During my active duty, I completed airfield pavement evaluations
at more than 30 locations around the U.S. and world.”

• MS in Civil Engineering
• Professional Engineer in IL, FL, VA, NJ
• Past experience includes:
• Crawford, Murphy & Tilly (1999 – Present)
• US Air Force Reserve (1999 – 2013)
• US Air Force (Active) (1990 – 1999)

Mr. Thuma is the Manager of CMT’s Aviation Military and Special

Project Group. Mr. Thuma’s engineering career began in the US Air
Force in 1990. His active duty career culminated with a three-year
assignment to the Airfield Pavement Evaluation Team. Following his
departure from active duty, he joined the Air Force Reserve as a
Civil Engineer specializing in airfield pavements. He is a member of
the ASCE Airfield Pavement Committee.
7
Speakers
Presentation #3 – Planning and Designing Airports for Unmanned Aircraft Systems
Heather Hasper, Senior Aviation Planner, DHJ Alaska

“My planning projects have kept me at the forefront of technology

alternatives.”

• BS in Aviation Operations, MS and Ph.D. in Aeronautics

• More than 20 years of planning and project management
experience include:
• Research Assistant in Alaska with ADSB Capstone
• Aviation Planner with HDR and the State of Alaska DOT
• Air Traffic Controller and Airfield Manager in Iraq and with Midwest ATC

Ms. Hasper served on the Airport Cooperative Research Panel

(ACRP) 03-30: Unmanned Systems at Airports; A Primer. She is a
current member of the TRB UAS Subcommittee and a Member of
the American Association of Airport Executives where she actively
participates in AAAE's Planning & Environmental Committee and
UAS committee.
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Speakers
Presentation #4 – Industrial Airports: Kelly Field and Port San Antonio, Texas
Richard “Rick” Crider, Executive V.P. Strategic Initiatives/Airport, Port San Antonio
“Kelly Field is a vibrant industrial aerospace base, home to some
70 companies and agencies that employ 12,000 workers.”

• BS in Aviation Management and Business Administration, MA in

Public Policy & Management
• Prior to joining Port San Antonio, Mr. Crider served as:
• V.P. of Airport Development and Management Services, RW Armstrong
• CEO, Gainesville-Alachua County Regional Airport Authority (2002-2007)
• Airport Director, Abilene Regional Airport Texas (1998-2002)
• Rickenbacker International Airport – Columbus, Ohio (1992-1998)
• Burbank-Glendale-Pasadena Airport – Burbank, California (1990-1992)
• Robert Mueller Municipal Airport – Austin, Texas (1989-1990)

Mr. Crider holds a Commercial Pilot license, with Instrument and

Multi-Engine Ratings. He is an Executive Member of the American
Association of Airport Executives (AAAE) and the President of its
South Central Chapter (SCC). 9
Fly Safe!
 Navajo DOT
Department of Airports Management
Planning and Design of Non-
Traditional Airports

Arlando S. Teller,
Acting Deputy Division Director
www.NAVAJODOT.org Navajo Division of Transportation
P.O. Box 4620 – Window Rock, AZ 86515
www.NAVAJOAIRPORTS.com
Tele: 505.371.8300 – Fax: 505.371.8399
Organizational STATEMENT:
“ To advocate for Navajo Nation Airports; To maintain airports with
coordination and accountability from the staff and finance for fund
availability ”

MISSION STATEMENT:
“ To be self-determined program by planning future airport
development; To maintain Navajo Nation airports in a secure and
safe standard; and attain quality customer service”

VISION STATEMENT:
“We envision a well-maintained and equipped airport that
encourages economic opportunities, striving towards self-
sustainment that enhances safe and secure airport operations”
 Navajo Nation Airport System

The Navajo Nation Airport System is comprised of seven airports. They include five in the FAA’s National Plan of Integrated Airport
Systems (NPIAS) spread across the boundaries of three FAA regions and three states.

These airports/airstrip provide vital services to the Navajo Nation.

Services include air medical evacuation, business transportation,
government transportation, search and rescue, tourism and general aviation activity.

These airports currently offer varying levels of facilities and services and are in differing physical conditions.
 Primary Airports & Characteristics
Western Agency: Northern Agency:
Tuba City Airport (T03) Shiprock Airport(5V5)
-Runway: 6230’ x 75’ -Runway: 4840’ x 75’
-Fuel: n/a -Fuel: n/n
-Parking: Tiedowns -Parking: Tiedowns
-Ops: avg 300 / month -Ops: avg 100 / month
- 65% air taxi (air med) -85% air taxi (air med)
-35% transient g.a. -15% transient g.a.

Kayenta Airport (0V7) Eastern Agency:

**managed/operated by Kayenta Township**
-Runway: 7140’ x 75’
Crownpoint Airport (0E8)
-Fuel: JetA -Runway: 5820’ x 60’
-Parking: Tiedowns - Fuel: n/a
-Ops: avg 500 +/ month -Parking: n/a
-55% transient g.a. -Ops: avg 100 / month
-45% air taxi (air med) -80% air taxi (air med)
-20% transient g.a.

Central Agency: Fort Defiance Agency:

Chinle Airport (E91) Window Rock Airport (RQE)
**managed/operated by Division of General Services**
-Runway: 6902’ x 60’
-Runway: 7000’ x 75’
-Fuel: JetA
-Fuel: JetA
-Parking: Tiedowns
-Parking: Tiedowns
-Ops: avg 1000 + / month
-Ops: avg 1000 + / month
-84% air taxi (air med)
-70% transient g.a.
-11% transient g.a.
-30% local g.a.
-5% local g.a.
 Historical Snapshot
1999 to 2009 – Airport Maintenance sub-section of Roads; Planning or Compliance
2013 – Department of Airports Management recognized by 22nd NNC
2013 – NN waive NBOA/NPEA to fully accept FAA Funds
2013 – ADOT Recognized Tribes to Partake in ADOT AV FUND

Crownpoint Airport (0E8) Tuba City Airport (T03) Chinle Airport (E91)
• Initial lease from BIA signed early 1980s • Relocated to current location early1980s • Relocated to current location mid
• Paved Airstrip early 1980s • Airport constructed mid 1980s 1990s through eminent domain
• Pavement seal of Rwy early 1990s • Pavement seal of Rwy early 1990s • Airport constructed mid 1990s
• Allotment leases renewed early 2015 • Currently ADOT Grant to reconstruct 80%
of Rwy late 2014

Shiprock Airport(5V5)
Window Rock Airport (RQE) • Airport Resolution with Chapter of Shiprock late 1970s
• At current location since late 1940s • Runway paved early 1980s
• Runway constructed mid 1950s • Pavement sealed late 1980s
• Airport Constructed early 1980s • Electric line pulled early 1990s
• Pavement seal mid 1980s • Pending NMDOT Grant for Rwy Rehab 2015
• Currently FAA Grant to rehab electrical 2009 & 2014
 On-Going Projects/Activities:
 Federal Aviation Projects / Updates
 2011 Navajo Nation Airport System Master Plan, ($600,000) – 100% Complete
 2009/11 Window Rock Airport Runway Lighting, Signage and Navigational aids Project Design, ($300,000 & $400,000) –
65% Complete
 ADOT Project / Updates
 2014 Tuba City Airport Runway Grant: ($2.2million) – 35% complete
 NMDOT Project / Updates
 In Process Shiprock Airport Runway Grant: ($1.35million)
 FHWA On-Call Tasks Updates
 2014 Newcomb Helipad Planning Design ($40,000) – 100% complete
 2014 Ganado Airport Re-Opening Planning Design ($60,000) – 100% complete

 FET-Funded Project: Window Rock Airport Parking Lot Status ($204,000)

 55% complete

 2015 Navajo DOT – Dept. of Airports Management Scholarship Opportunity

 Crownpoint Airport Lease Renewal – 75% complete
 Airport Stimulus Report – 100% complete
 On-going Projects / Activities, cont’d.:
 Airport/Airfield Maintenance Activities
Department has been working 24/7 on maintaining a safe and operable airport by addressing
basic maintenance tasks such as repainting navigable installments; applying pavement patching
to critical sections of the runways/taxiways; repairing and restoring electrical components;
repairing and restoring airfield lighting fixtures and bulbs; and airfield mowing, herbicide
application, wildlife/livestock removal and foreign object debris removal

 Community-Based Airport Business Development & Leasing

Program
In Review.
 2014 Long-Range Transportation Plan (LRTP) – Draft Final
Airports have been included in the 2015 TTIP; and are in the RIFDS in March 2015
 Department Priorities
 Continue addressing daily airport maintenance at each airport, addressing winter/snow
removal on the runways; R&M of aging pavement, fencing, drainage system and
electrical systems crucial to safe operations; Obstruction removal, such as mowing.
 Complete FAA Capital Projects; indicating confident performance
 Continue focusing on receiving FAA Entitlements; submitting Discretionary fund requests
 Continue submitting State (ADOT/NMDOT) Grants to address airport rehabilitation and
maintenance
 Complete the Window Rock Parking Lot
 Continue addressing the Crownpoint Airport Lease
 Complete and Execute Department’s Fund Management Plan to address revenue
collection on airport property
 Initiate the following documents: 1) Airport Accident/Incident Response; 2) Airport Snow /
Ice Control Document; and 3) Airport Maintenance Control Document
 Continue efforts toward Helipad/port System Plan
Airport Stimulus Report
Three (3) Scenarios:
#1. Navajo Nation Fully Funds
 Full Build-out in four years

#2. Partial Funding

 Full Build-out in 10 years

#3. Traditional ACIP Funding

 Full Build-out in 25 years
 Traditional ACIP Funding Breakdown:

Examples:

90%
State
FAA 5% Local
*eligible *eligible 5%
projects projects

**Eligible projects have to compete with other

airport eligible projects deemed a priority by
the FAA**

Example: Chinle Airport Drainage project will

compete with Flagstaff Airport lighting
upgrade; FAA will make a decision based on
priority.

https://www.faa.gov/airports/central/aip/sponsor_guide/media/0100.pdf
Shiprock Airstrip ALP
Tuba City Airport ALP
Window Rock Airport ALP
Chinle Municipal Airport ALP
Crownpoint Airport ALP
 Proposed Navajo Nation Helipad System Plan
1 2
5
1
2
4 3
6
AZ Helipads: 5. Shonto Chapter Helipad
1. Pinon Chapter Helipad 6. Twin Arrows Helipad
2. Ganado Chapter Helipad
3. Dilkon Chapter Helipad UT Helipads:
4. Leupp Chapter Helipad 1. Navajo Mountain Chapter Helipad
2. Red Mesa Chapter Helipad
2
5
1 6
4
3
NM Helipads: NM Helipads, cont:
1. Newcomb Chapter Helipad 6. Alamo Chapter Helipad
2. Beclahbito Chapter Helipad
3. Baca/Prewitt Chapter Helipad
4. Pueblo Pintado Chapter Helipad
5. To’hajiilee Chapter Helipad
Navajo Nation Airport System Master Plan
www.navajoairports.com

90% FAA Funded

10% Navajo Nation
Total project cost: $632,000.00
95% complete
• Discuss the role and activities at each airport
• Identify what improvements are needed
• Develop an Airport Layout Plan for each airport
• Prepare a funding plan
• Gain community input and acceptance of the
program
(2014 Dollars)
 Current Airport Conditions

Chinle Municipal Tuba City Airport Shiprock Airstrip

Airport
Current Airport Conditions, cont’d.

Crownpoint Airport Window Rock Airport

Ahe’hee’
(Thank you)
 Airfield Master Plan for
McMurdo Station, Antarctica
TRB Webinar: Planning and Design of Non-Traditional Airports

Richard G.Thuma, P.E., M. ASCE

Overview
 Antarctica General
Information
 Antarctica Air Operations
 Runway Heading Analysis
 Airfield Configuration
Development
 Final Configuration
Recommendation
Similar But Different
 Air Passenger Terminal
Similar But Different
 Air Passenger Terminal
Similar But Different
 Air Passenger Terminal
Antarctica
 5th Largest Continent
 98% Covered in Ice
 Coldest
 Windiest
 Driest
 Harshest
Antarctica
US Station Locations
 McMurdo Station, Antarctica
Overview
 x
Antarctic Air Operations
US Antarctic Program (USAP) Runways
 McMurdo Station
 Annual Sea Ice Runway
 Williams Field Skiway
 Pegasus Glacial Ice Runway
 Amundsen-Scott South Pole Station
 Groomed Skiway
 Seasonal Field Camps
 Minimally groomed natural terrain
Annual Sea Ice Runway
 Since 1957
 Located on Sea Ice
 Operates from about 1
October to 1 December
each season
 Opening date governed by ice
thickness
 Closing date governed by loss
of flexural strength and
surface melt potholes
 Supports all wheeled aircraft
Annual Sea Ice Runway

 Final Departure
Annual Sea Ice Runway

 Pack it up and Move!

Williams Field Skiway
 Since 1960
 Located on Ross Ice Shelf
 Heavy Snow accumulation
 Supports only ski-equipped
aircraft
 Could be available year-round;
supports air operations from
about 1 December to 25
February each season
 Compressed snow from years
of a/c and grooming activity
Pegasus Glacial Ice Runway
 Since 1993 (glacial ice); 2002
(white ice surface)
 Located on Ross Ice Shelf
 Currently open 15-30 August
and 1 December to 25 February;
could be available year-round
 Opening and closing dates set by
maintenance staffing schedules
and wheeled aircraft
requirements
 Graded natural glacial ice surface
with thin compacted snow
pavement
 Certified for C-130 and C-17
military aircraft
White Ice Surface
Single Airfield Complex (SAC)
Airfield Master Plan Scope
SAC Objectives
 Explore consolidating airfield operations to a single airfield
at McMurdo
 Potentially reduce costs
 Reduce redundancy of resources
 Aircraft Rescue and Firefighting
 Maintenance equipment
 Cargo handling and Passenger (PAX) terminals

• Consolidated airfield would

need to meet same
performance metrics of three
airfield system
• PAX
• Cargo
• Fuel
SAC Requirements
 Support Flying Mission
 C-17 Globemaster
(wheels only)
 LC-130 Hercules
(skis or wheels)
 Boeing B-757
 Airbus A-319
 Basler DC-3
 Twin Otter
 Helicopters
 Payload and PAX capacity
 Meet current
throughput with
room for expansion
Historic Operations
2010-2011 Operations
2010-2011 PEG Layout
Complications
 Prevailing Winds
 Storm Winds
 LC-130 Soot Plume
 Snow Accumulation vs Snow Ablation
 Limited Airfield Markings
 Limited Airfield Lights
 NAVAIDs
 Snow Grooming/Surface Maintenance
Complications
 Prevailing Winds vs Storm Winds
Complications
 Snow Drifting
Complications
 LC-130 Soot Plume
Complications
 Snow Accumulation vs Snow Ablation
Complications
 Snow Accumulation vs Snow Ablation
Complications
 Snow Accumulation vs Snow Ablation
Complications
 Snow Grooming/Surface Maintenance
Runway Headings Analysis
Runway/Skiway Heading Analysis
 Weather Station
“Pegasus North” –
Data recorded since
1990
 All data shown in
True North
 15 knot crosswind
 Grid Headings
rotated 160° E

EXISTING
Runway/Skiway Heading Analysis
 Analysis Approach
 Look at all wind to determine best Runway direction for
wheeled aircraft
 Exclude Storm Winds to determine best Skiway heading for
prevailing wind operations
 Compare existing coverage to optimum coverage
 Runway Analysis – 10 to 15 Configurations to Determine
Optimal Orientation
Runway Heading Analysis
White Ice Runway - Wind Coverage
Crosswind Limit
True Heading
15-Knots
150-330 93.98%
160-340 94.73%
170-350 95.37%
180-360 95.68%
10-190 95.61%
20-200 95.21%
30-210 94.19%
Runway Heading Analysis
White Ice Runway - Wind Coverage
Crosswind Limit
True Heading
15-Knots
150-330 93.98%
160-340 94.73%
170-350 95.37%
180-360 95.68%
10-190 95.61%
20-200 95.21%
30-210 94.19%
Runway Heading Analysis
White Ice Runway - Wind Coverage
Crosswind Limit
True Heading
15-Knots
150-330 93.98%
160-340 94.73%
170-350 95.37%
180-360 95.68%
10-190 95.61%
20-200 95.21%
30-210 94.19%
Runway Heading Analysis
White Ice Runway - Wind Coverage
Crosswind Limit
True Heading
15-Knots
150-330 93.98%
160-340 94.73%
170-350 95.37%
180-360 95.68%
10-190 95.61%
20-200 95.21%
30-210 94.19%
Runway Heading Analysis
White Ice Runway - Wind Coverage
Crosswind Limit
True Heading
15-Knots
150-330 93.98%
160-340 94.73%
170-350 95.37%
180-360 95.68%
10-190 95.61%
20-200 95.21%
30-210 94.19%
Runway Heading Analysis - Optimum
White Ice Runway - Wind Coverage
Crosswind Limit
True Heading
15-Knots
150-330 93.98%
160-340 94.73%
170-350 95.37%
180-360 95.68%
10-190 95.61%
20-200 95.21%
30-210 94.19%

 +/- 10 degrees still

provides >95%
coverage

OPTIMUM
 Skiway Heading Analysis PROPOSED SKIWAY
>28 KNOT WINDS EXCLUDED
10 KNOT CROSSWIND LIMIT

Skiway (Only)- Wind Coverage

Excludes Storm Winds (>28 Kts) Excludes Storm Winds (>22 Kts)
True Heading Crosswind Limit Crosswind Limit Crosswind Limit Crosswind Limit
15-Knots 10-Knots 15-Knots 10-Knots
50-230 94.82% 88.70% 96.96% 91.01%
60-240 94.45% 88.89% 96.79% 91.19%
70-250 94.38% 89.16% 96.73% 91.45%
80-260 94.59% 89.39% 96.90% 91.70%
90-270 95.01% 89.22% 97.20% 91.57%
95-275 95.21% 88.97% 97.35% 91.31%
100-280 95.38% 88.63% 97.47% 90.92%
110-290 95.60% 87.74% 97.55% 89.87%
120-300 95.66% 86.77% 97.40% 88.69%
130-310 95.59% 85.95% 97.08% 87.62%
 Skiway Heading Analysis PROPOSED SKIWAY
>22 KNOT WINDS EXCLUDED
10 KNOT CROSSWIND LIMIT

Skiway (Only)- Wind Coverage

Excludes Storm Winds (>28 Kts) Excludes Storm Winds (>22 Kts)
True Heading Crosswind Limit Crosswind Limit Crosswind Limit Crosswind Limit
15-Knots 10-Knots 15-Knots 10-Knots
50-230 94.82% 88.70% 96.96% 91.01%
60-240 94.45% 88.89% 96.79% 91.19%
70-250 94.38% 89.16% 96.73% 91.45%
80-260 94.59% 89.39% 96.90% 91.70%
90-270 95.01% 89.22% 97.20% 91.57%
95-275 95.21% 88.97% 97.35% 91.31%
100-280 95.38% 88.63% 97.47% 90.92%
110-290 95.60% 87.74% 97.55% 89.87%
120-300 95.66% 86.77% 97.40% 88.69%
130-310 95.59% 85.95% 97.08% 87.62%
Combined Optimum Runway + Skiway Heading
36

Overall Wind Coverage

(White Ice Held on 180-360 Alignment & 15-Knot Crosswind)
Skiway Skiway Skiway
(True Heading) 15-Knot Crosswind 10-Knot Crosswind
80-260 98.74% 98.32%

 All combinations
provide >95%
Coverage
 Allows adjustment for
ice & snow conditions
18
Airfield Configuration Development
Airfield Configurations
Existing Airfield
 Existing Airfield Configurations
Town South
 Town South
Town North
 Town North Initial
Town North Final
 Airfield Configurations
 Existing Configuration Groomed Area
 C-17 Side by Side 212 Acres
 LC-130 4x2 Offset
 Fuel Pit Angled 4x1 Straight Tank
 Town North Configuration
 C-17 Side by Side 195 Acres
 LC-130 3 x 2
 Fuel Pit 6 Spot Full Island

8% Reduction
Final Airfield Configuration
Fuel Pit and
LC-130 Parking
Tower View Looking East
Conclusions
 Need Input/Participation by all Stakeholders
 Sometimes need non-traditional wind analysis
 Possible to reduce airfield footprint while expanding
capacity
 Planning Process helped USAP and Military better define
requirements for snow and ice airfields and ultimately
put those requirements into criteria documents
Questions?
Planning and Designing Airports
for Unmanned Aircraft Systems
(UAS)
Prepared by
Heather Hasper
Aviation Planner, DHJ Alaska
TRB: UAS Subcommittee member
August 2016
Summary
Our discussion will incorporate how to accommodate UAS
operations at public airports and what the current FAA and
ICAO standards require to be evaluated in the planning
process.
 Design Standards
 Forecasting Operations
 Planning Components
 Airspace / Air Traffic requirements
 Legal Challenges and precedent
Note: For this presentation, we assume UAS airport
operations are large commercial civil or military UAS
activities not small UAS (sUAS) unless otherwise noted.
Planning factors to Consider for
UAS operations at Airports

 Technology Standards
 Airport Planning Standards
 Environmental Regulations
 Air Traffic Standards
 Community Awareness and Outreach
 Legal Challenges and Pending rules
 Technology Standards & Challenges
 Rapidly changing Industry
 Industry is leading the change not government regulations or agency
standards
 Airspace Management Software (Google, Amazon, AirMap)
 Nothing Unmanned about Unmanned Aircraft Systems
 Internationally known and accepted as Remotely Piloted Aircraft (RPA)
 “[a]n unmanned aerial vehicle is a pilotless aircraft, which is flown
without a pilot in-command on-board and is either remotely and fully
controlled from another place (ground, another aircraft, space) or
programmed and fully autonomous.” (ICAO Article 8)
 Cooperative Relationship between manufacturer’s, pilots and airports to
advance the technology while ensuring safety
 Most UAV operations today will not require the use of the airport but the
infrastructure must be developed and available. Plan ahead!
 Airport Planning Standards and Goals
 A key objective of airport planning is to assure the effective
use of airport resources in order to satisfy aviation demand.
 GOAL: To meet the near and long term needs for safe UAS
operations at airports
 While the planning review process needed to plan, design,
review and implement facility infrastructure improvements is
the same, not all the components are defined yet by ICAO or
the FAA.
 Airport and Infrastructure Planning issues as they relate
specifically to Unmanned Aircraft infrastructure development
will need to be incorporated into the Airport Master Plan and
Capital Investment Plan
 Airport Sponsors and future projects will be needed to set the
trend. Example: UAS Master Plan
 Airport Planning: UAS Challenges
 How can we plan for UAS operations at or in the vicinity of the
airport?
 Land Use Compatibility, Land Use Types, Zoning Ordinances
 How do I know how to classify UAS operations or aircraft?
 Recommend using the ICAO and Military guidelines for UAS categories
 Use the same components as manned fixed wing aircraft
 Can I charge UAS operators fees to use my airport?
 UAS operators who seek to base the aircraft at the airport are subject to
fees
 What is required for public UAS operations on or near my
airport?
 The public UAS operator needs a COA issued by the FAA.
 Review and know your Local, State or Federal Obligation
requirements
 How can we calculate UAS operations
for planning purposes?
 An airport’s forecast is developed independent of the ability of the airport
and air traffic control system to furnish the capacity required to meet
demand.
 FAA Terminal Area Forecast (TAF) guidelines:
e The forecasts of passenger enplanements at FAA facilities with
fewer than 100,000 enplanements are based on analysis of
historic trends.
e The commercial operations forecasts are based on the
enplanement forecasts, trend analysis, and enplanements per
operation.
e The TAF forecast methods consider airport and market specific
trends.
 Therefore, for forecast purposes: UAS operations will be considered
‘Local’ operations for civil and military aircraft using the airport.
 Market specific Trends will include UAS operations at specific facilities.
 Forecasting UAS activity
Currently, the FAA does not define UAS operations as an aeronautical
activity
 How will UAS operations impact my forecast if not defined?
 Can UAS operations be added to my NPIAS numbers?
 Will UAS operations impact my Airport Design Group or Airport Category?
 Use the same standards to determine the design aircraft.
 UAS Wing Span, Approach Speed and Wind Coverage will all be factors in
forecasting operational impacts for runways, taxiways and other movement
areas.
 What is required for civil UAS operations on or within 5 nautical miles
of my airport?
 The civil UAS operator must have the following:
 A Section 333 exemption;
 A "full COA" issued by the FAA that authorizes the UAS to operate from or
near your airport; and
 An executed letter of agreement with the airport sponsor.
 Airfield Standards
 Identify specific airport facility components for planning
review to accommodate UAS activity
 Identify the potential needs for Modifications of Standards.
 Other airfield standards:
 Runway Safety Areas, Runway Protection Zone, Runway
Length, Separation standards, Obstacle Free Zone,
Arresting Systems, Signage, etc.
 UAS specific runways, landing pads and taxiways
 Airfield Lighting requirements
 Airport Security, Airfield Access: UAV ground support
airfield vehicle access to landing and departure areas
(launch vehicles, recovery vehicles, airside movement
considerations, etc.)
 Environmental Factors
 UAS operations, Faster, cheaper, and better.
 Yes, but only until a certain size.
 UAS operations will have an impact on the environment, the
extent of which will depend on:
 The category and size of the UAS
 The type and amount of fuel consumed
 The nature and location of the operation (land, air, and water)
Planning review process must include Air Quality, Water Quality,
Noise Abatement and other environmental factors when planning
for UAS operations.
Scoping and Public Involvement Planning (as defined by NEPA)
Educational Community Outreach, and public awareness of UAS
activities in the vicinity of the airport and airspace restrictions
 Land Use Compatibility
 Noise Abatement requirements
 How can noise abatement be a requirement when UAS is
not a designated aeronautical activity? Plan ahead!
 Incorporation of UAS for Noise Abatement is taking
place at the local and state level. Plan ahead for
the long term needs of your airport!
 Zoning Ordinances and Avigational Easements
 Local Community Outreach with your planning and
zoning department
 FAA acknowledges it is a community’s responsibility
to protect the airport and the land use surrounding
the airport.
 Airspace Analysis
Air Traffic requirements
 Part 77, Obstruction to Navigable Airspace analysis
 Terminal Instrument Procedures (TERPS) standards
 Controlled or non-controlled facility standards
 Flight Corridors and Altitude Coordination Sectors
 Arrival and Departure Corridors do not only impact Air
Traffic near the airport. Also impacts Land Use
Compatibility and Zoning
 Right of Way corridors (major roads, water bodies)
 Power / Utility Lines
 Plan for the Technology:
 Future airport planning projects will require Technology
requirement upgrades for airport infrastructure to support
UAS operations
 Projects may include:
 Radio Frequency Spectrum Analysis
 Ground movement surface detection systems for
aircraft/vehicles (ex.ASDE-X)
 ADS-B or GPS track transmitters for UAS support
 Ground Control Station design needs
 Radio Frequency Surface Obstruction Analysis (line of sight)
 Remote support facilities
Community Outreach and
Educational Awareness
 Educate your community and airport
tenants
 Explain the changing rules and the
current procedures.
 Community outreach and public
involvement can bring positive
community awareness to the airport.
 Know the current legal guidelines
 Rapidly changing regulations to keep
up with technology changes
 Ongoing airport UAS planning issues
 The FAA and ICAO are working diligently to update policy documents to
address Unmanned Aircraft Systems
 Currently under review
 FAA Airport Compliance Manual 5190.6b
 Implementing Instructions for Airport Actions FAA Order 5050.4B
Discuss Questions with your local Airport District Office (ADO) or agency.
 Airport Layout Plan (ALP) revision requirements and Airports GIS standards
for UAS operations. How to document UAS on the ALP?
 When is an ALP revision needed for UAS operations?
 Can Airport Improvement Program funds be used for UAS planning
projects?
 It will take airport projects and airport sponsors willing to champion the
issues before the FAA will be able to address specific questions.
 Airport Planning Standards
 FAA Terminal Area Forecast
 FAA Advisory Circular 150/5300-13A - Airport Design
 Airports GIS & eALP Standards
 Unmanned Aircraft Systems (UAS) for Airport Operators
 FAA Airport Compliance Manual - FAA Order 5190.6B
 ICAO Circular 328, Unmanned Aircraft Systems (UAS)
 Airport Environmental Program
 (FAA Order: 5050.4B currently under revision)
 Airport Planning & Design Software
 National Plan of Integrated Airport Systems (NPIAS)
 International Regulations
 ASTM International (2010): Standard practice for
UAS registration and marking (excluding small
unmanned aircraft systems).
 Many ICAO states are assigning UAS to different
classes and categories to define the rules UAS must
operate under.
 ICAO Annex 7: Standards and Recommended
Practices (SARPS) apply to UAS Aircraft with the
exception of small UAS.
 The classification of what constitutes a small UAS (sUAS)
has been left to ICAO states and the rules under which
sUAS operate are dictated by each state.
 ICAO Circular 328, Unmanned Aircraft Systems (UAS)
 References
 FAA Report: Integration of Civil Unmanned Aircraft Systems (UAS) in the National
Airspace System (NAS) Roadmap
 ASTM F2849 – 10: Standard Practice for Handling of Unmanned Aircraft Systems at
Divert Airfields
 ICAO Cir 328, Unmanned Aircraft Systems (UAS)
 ACRP LRD 11: Survey of Minimum Standards: Commercial Aeronautical Activities at
Airports;
 ACRP Report 1: A Guidebook for Airport Safety Management Systems;
 ACRP Synthesis 37: Lessons Learned from Airport Safety Management Systems Pilot
Studies;
 ACRP Synthesis 29: Ramp Safety Practices;
 ACRP Report 50: Improved Models for Risk Assessment of Runway Safety Areas (RSA)
 ACRP Report 51: Risk Assessment Method to Support Modification of Airfield Separation
Standards
 ACRP Report 107: Runway Veer-off Location Distribution Risk Assessment Model
 ACRP Report 144: IMPACT OF UNMANNED AIRCRAFT SYSTEMS ON AIRPORTS (A PRIMER)
 GAO-13-346T Unmanned Aircraft Systems: Continued Coordination, Operational Data,
and Performance Standards Needed to Guide Research and Development
Questions?
 Please submit your questions or comments to:
heather.hasper@dhjalaska.net
 If you have a general question, comment, or complaint about UAS,
please contact the FAA via email at UAShelp@faa.gov or call 844-FLY-
MY-UAS.
 If you have a question about airport planning in the United States,
please contact the FAA Airport Planning and Environmental Division.
 Phone: (202) 267-3263
 Fax: (202) 267-5383
 Email: Planning and Environmental Division
Richard Crider, A.A.E.
EVP, Strategic Initiatives / Airport
Kelly AFB 1995

Kelly Air Force

Base
 Kelly AFB Realigned
14.2 M Sq. Ft. Transferred
5.0 M Sq. Ft. Demolished
____________________

9.2 M Sq. Ft. Usable

Greater Kelly
Development
Authority

Kelly Field
Joint-Use Airfield
Greater Kelly Development Authority 2001
GKDA
1,900 acres (9.5 M sq. ft.)

Air Force leaseback

510 acres (2.7 M sq. ft.)
Port San Antonio Today
Port San Antonio
1,900 acres (13 M sq. ft.)

Air Force leaseback

180 acres (1.8 M sq. ft.)
Port San Antonio Today

1,900 acres

Established 2001

10 million sq. ft. of buildings

95% occupancy of leasable space

Foreign-Trade Zone (#80-10)

$500+ million capital investment

70 employers

12,000 workers

Over $4B annual economic impact

 Approximately 1,900 Acres

$4 BILLION+
ANNUAL IMPACT

JOINT USE Kelly Field/FTZ

AIRFIELD
Mixed-Use Center
East Kelly Railport
Air Force
St. Philip’s College
SW Campus
 Redevelop the former Kelly Air Force Base. We create the
conditions that maintain and grow quality jobs.

Create conditions that maintain and grow quality jobs.

 Opportunities

41%
Developed
(620 acres)

43%
Needs
Preparing Preparation
178 acres (638 acres)

FY2015-16
16%
Ready to
Develop
(242 acres)
149th Fighter Wing
Texas ANG

Gore Design Completion

Boeing San Antonio

433rd Airlift Wing

USAF Reserves
 SAFRAN
Engine Testing

Air Methods / AirLIFE

Maintenance Base
 Aerospace +
Manufacturing +
Logistics
3000+ Jobs
Photos courtesy GDC Technics
17
Floodplain
East Kelly Railport

20
INDUSTRIAL AVIATION
LEGACY OF DEFENSE
• Many of the industrial aerospace
activities in the United States today are
accomplished in facilities and/or at
airports that were developed by the
Department of Defense
• In fact, a significant number of airports
within the National Airport System (NAS)
today were developed to satisfy a military
objective before being deemed surplus
property and transferred to local public
entities
JUST A FEW EXAMPLES
Charleston, SC (Charleston International)
Fort Worth, TX (Alliance)
Houston, TX (Ellington Field)
Jacksonville, FL (Cecil Field)
Kinston, NC (Kinston Regional)
Melbourne, FL (Melbourne International)
Mobile, AL (Mobile Regional)
Peru, IN (Grissom ARB)
Phoenix, AZ (Phoenix Mesa Gateway)
Renton, WA (Renton Municipal Airport)
San Antonio, TX (Kelly Field at Port San Antonio)
Savannah, GA (Savannah / Hilton Head International Airport)
Seattle, WA (Boeing Field/King County International)
WHY DO WE CARE?
• Economic Impact
 Job creation
 Quality employment opportunity

• Impact to the NAS

 Industrial Aviation often requires airport land
 Industrial Aviation, therefore, impacts airport
planning

• Location matters
 Industrial aspects within all dimensions of Aviation
 Ambivalence weakens our nation’s position as an
aerospace leader
 AIRPORT

OR

AVIATION PORTAL?
Richard Crider, A.A.E.
EVP, Strategic Initiatives / Airport