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~~~,~ oel~t~'t,V~;:.~o~ ~\>R 11 ?..'u~ \\tct.'~t.0 Airport Layout Plan Update RENTON MUNICIPAL AIRPORT/ CLAYTON SCOTT FIELD Final Draft April 2008 Prepared For: City of Renton Renton Municipal Airport/Clayton Scott Field 616 West Perimeter Road, Unit -A Renton, \VA 98055 Prepared By: URS Corporation 1501 4'" Avenue, Suite 1400 Seattle, WA 98101-1616 (206) 438-2700 The preparation of this document was financed in part through a planning grant from the Federal Aviation Administration (FAA) as provided under Section 505 of the Airport and Airway Improvement Act of 1982. The contents do not necessarily reflect the official \'ie\VS or policies of the FAA. Acceptance of this report by the FAA docs not in any \Vay constitute a commitment on the part of the United States to participate in any development depicted therein nor docs it imply that the proposed development is environmentally acceptable in accordance with appropriate public lavt'S. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-A11ril 2008 ii INTENTIONALLY LEFT BLANK Renton Municipal Airpo.-t / Clayton Srott Field Master Plan Update -April 2008 ACKNOWLEDGEMENTS City of Renton /kathy Keo Iker. Mayor(/;;""""''') , . .· ( =-. . 11 I sJ-.11,,if&-r -Dems I a\v Mavor ----?' Y..-J'v'-'·r1 /1( ,vi 1 ;J, , . ~ G«,f"'S...,__ .... ;./111/1? .. , Peter Hahn, Diresl»r .,fi/ublic Works [}1,·· 1 "'1 /Y m;,,: ,;,-, .:-?//.-,, ?t.-f:/1 ( {_,Ji;<,; t;_qc fl.Jc, Ji l C :).-,, /1:s --j J; nyx f',._J; ~<,_ Airport Staff Ryan Zulauf, Airport Manager Transportation Advisory Committee Federal Aviation Administration Mary Vargas. Planner. Washington Section, Seattle Airports District Office Renton Municipal Airport/ Clayton Scott Field Master Plan llpdate-April 2008 iii iv INTENTIONALLY LEFT BLANK Renton Municipal Airport/ Clayton Scott Field Master Plan Update-April 2008 • • • • • • • • • • • • • • • • TABLE OF CONTENTS Chapter 1: Executive Summary 1.l 1.2 1.3 1.4 1.5 Introduction ..... . Why Jid the city undertake an Airport Layout Plan Update at this time?-------- How was the plan prepared'' . -·-·----·-·- What were the findings of the Airport Layout Phm Update? ....... Alternative Development Concepts .. Chapter 2: Existing Conditions 2_ 1 Background 2_ 1.1 Other Planning Efforts __ _ 2.2 Airport lnvcntory/Design standards .. 2.2.1 Airfield Pavements .. 2.2.2 Associated Areas ... _, __ _ 2.2.3 Navigational Aids and Runway Lighting ..... ., 2.2.4 Landside Facilities 2.2.5 Ground Access 2_2_6 Off-Airport Land Use __ 2.2.7 Aviation Activity 2.3 Other Factors Chapter 3: Aviation Demand Forecasts 3.1 3.2 3.3 3.4 3.5 Introduction ....... Demand Elements . Historical Aviatil)n Activity ............ . Previous Aviation Activity Forecasts ... 3.4.1 FAA Terminal Area Forecasts. 3.4.1 FAA Aerospace Forecasts .. 3.4.3 Washington State Airport System Plan (WS/\SP).. __ _ 3.4.4 200 I Regional Airport System Plan (RASP) .. 3.4.5 RNT Business Plan 3.4.6 Summary of Previous Forecast; .. Aviation Demand Forecasts. 3.5. l Based Aircraft Forecast.... 3.5.2 Based Aircraft Fleet Mix .. 3.5.3 Aircraft Operations Forecast ... 3.5.4 Local and itinerant Operations .. 3 .5.5 Critical Aircraft ... ·-·-·-·-·-·-__ 1-1 ·-·----·----·-·-·--1-2 ·-------------·-·-·-·-__ --· l-2 ·--·-·---·----·-1-3 ----·------1-6 -·-·-·--·------2-1 . ---_ ---·-·-·--2-1 --·-·-·------···--2-2 . ......... ------2-3 -----2-7 ...... _ .... ___ ........ 2-8 --------------2-8 _______________ ....... 2-1 J ........... 2-11 ................ 2-15 . ... -... -.. 2-16 ...... 3-l -----·---. 3-1 . ........ --3-2 ..... --... 3.5 . . ___ ._ .. --3-5 . ...... 3-6 ...... _ ......... ------------3-7 ··---------------3-7 . ..... 3-8 .. .... 3-8 ----------------.3-10 . ..... _ .... .3-10 . .......... -.... .3-11 __________________ .3-13 .. ... ___________________________ 3-16 ________________ .3-16 Renton Municipal Airport/ Ch1yton Scott Field Master Plan Update-April 2008 Table of Contents 3.5.6 Instrument Operations ...................... . ............................................................. 3-17 3.5.7 Military Operations .......................... . . ............................................................. .3-!8 3.5.8 Summary of Forecast Activity ......... . ...................................... .3-18 Chapter 4: Demand Capacity and Facility Requirements 4.l 4.2 4.3 Introduction ................. . Requirements Assessment ............ . Airport Reference Code and Critical Aircraft. ................................... 4-1 . ................................................................................ 4-1 . .............................................. 4-2 4.4 Airside Facilities ......................................................................................................................................... 4-2 4.5 Lighting ..................................................................................................................................................... 4-5 4.6 Pavement Marking ...................................................................................................................................... 4-5 4.7 NAVAIDS ................................................................................................................................................... 4-6 4.8 Approach Area Requirements and Runway Protection Zones .................................................................... 4-6 4.9 Runway System Capacity ............................................................................................................................ 4-8 4.10 Aircraft Tiedown and Storage ..................................................................................................................... 4-9 4.11 Vehicle Parking, Access and Circulation .................................................................................................. .4-J 3 4.12 Support Facilities and Services ................................................................................................................. .4-14 4.13 Perimeter Fencing and Equipment ........................................................................................................... .4-14 4.14 Airport Land Area and Compatible Landside Development.. ................................................................... .4-14 4.15 4.16 4.17 4.18 4.19 4.20 4.21 4.22 4.23 4.24 Minor Property Acquisitions .................................................................................................................... ..4-15 Seaplane Base Improvements .................................................................................................................... .4-l 5 Development Concepts .............................................................................................................................. .4-l 6 Planning Considerations and Assumptions .............................................................................................. ..4-l 6 Development Alternatives ........................................................................................................................ .4-l 7 Conceptual Alternative I ........................................................................................................................... .4-J 7 Conceptual Alternative 2 ........................................................................................................................... .4-21 Conceptual Alternatives 3a and 3b ............................................................................................................ .4-25 Findings and Conclusions ........................................................................................................................ .4-29 Preferred Development Concept .............................................................................................................. .4-29 Chapter 5: Alternatives Analysis 5.l Introduction ................................................................................................................................................ 5-1 5.l.l Title Sheet ...................................................... ,. ............................................................................ 5-2 5. l .2 Airport Layout Plan ...................................................................................................................... 5-2 5.1.3 Far Part 77 Airspace Plan, Runway J 5-33 .................................................................................... 5-4 5.l.4 Inner Runway Approach Surface, Runways 15 and 33 ................................................................. 5-5 5.1.5 Land \Jse Plan ............................................................................................................................... 5-6 5.J.6 Off-Airport Land Use .................................................................................................................... 5-7 5.1.7 Airport Property Map ................................................................................................................... 5-!3 Rt-nton Municipal Aiqlort / Clayton S<'ott Field Master Plan Update -April 2008 vi • • • • • • • • • • • • • • • Table of Contents Chapter 6: Implementation Plan 6.1 6.2 INTRODUCTION ..................... . IMPLEMENTATION PLAN .......... . 6.2.1 AlP State Entitlements. 6.2.2 AlP Discretionary Grants ... 6.2.3 Private Third Party Financing Renton Munici11al Airport/ Clayton Scott Field Master Plan llpdate -April 2008 ............... 6-1 ... 6-2 ... 6-3 .. 6-3 . ... 6-3 vii Table of Contents LIST OF EXHIBITS Chapter 1: Executive Summary Exhibit 1-1: Aviation Demand Forecast. ................................................................................................................. 1-4 Exhibit 1-2: Airport Layout Plan ........................ .. . ........................................................................................... 1-9 Chapter 2: Existing Conditions Exhibit 2-1: Existing Facilities .............. . . ............................................................................................... 2-5 Exhibit 2-2: Runway Protection Zones (RPZs) ........................................................................................................ 2-7 Exhibit 2-3: Airport Vicinity Land Use ......... . .......... .2-13 Exhibit 2-4: Historical Aviation Activity ................................................................................................................. 2-15 Exhibit 2-5: Historical Based Aircraft......................... . ................................................................................... 2-16 Chapter 3: Aviation Demand Forecasts Exhibit 3-1: Historical Aircraft Operations -1976 lo 2004 .................................................................................... 3-3 Exhibit 3-2: Historical Based Aircraft/Operations per Based Aircraft -1976 to 2004 .......... . . ....... 3-3 Exhibit 3-3: Historical Aviation Activity...... . ..... 3-4 Exhibit 3-4: Historical Based Aircraft ....................................................................................................................... 3-4 Exhibit 3-5: Existing Based Aircraft ...................................... . . ............................................................ 3-5 Exhibit 3-6: FAA Terminal Area Forecasts for RNT ............ . ............................................................ 3-6 Exhibit 3-7: 2001 RASP Forecasts for RNT............... . ............................................................ 3-7 Exhibit 3-8: RNT Business Plan ............................................................................................................................... 3-8 Exhibit 3-9: RNT Operations Forecasts .................................................................................................................... 3-8 Exhibit 3-10: Summary of Previous Forecast ............................................................................................................ 3-9 Exhibit 3-11: Based Aircraft Forecasts ..................................................................................................................... 3-I I Exhibit 3-12: Existing RNT Fleet Mix ............................... . . ........................................................................ 3-12 Exhibit 3-13: Existing Fleet Mix Forecasts ....... .. . ....................................................................................... 3-12 Exhibit 3-14: Based Aircraft Fleet Mix Forecast... .................................................................................................. 3-13 Exhibit 3-15: Aircraft Operations Forecasts................................................................. . ......................... 3-14 Exhibit 3-16: Aircraft Operations Forecast Models.......................... . ......................................................... 3-15 Exhibit 3-17: Local and Itinerant Operations Forecast ....................................................................... 3-16 Exhibit 3-18: Instrument Operations Forecast................ . ................................................................. 3-18 Exhibit 3-19: Forecast Summary........................... . ................................................................................... 3-l 8 Chapter 4: Demand Capacity and Facility Requirements Exhibit 4-1: Airport Design Airplane and Airport Data -Runway 15-33 ........................................ . ................. 4-3 Exhibit 4-2: Approach Slope and Runway Protection Zone Dimensions... . ....................................................... 4-7 Exhibit 4-3: Aircraft Tiedown and Hangar Allocations ......................... . . ......................................................... 4-9 Renton Municipal Airport/ Clayton Scott Field Master Plan lJpdate-April 2008 viii Table of Contents Exhibit 4-4: Aircraft Tiedown Area Requirements . Exhibit 4-5: Transient Apron Requirements .... . Exhibit 4-6: Aircraft Hangar Requirements ... . Exhibit 4-7: Concept Alternative 1 Summary Exhibit 4-8: Alternative I (B-11 Standards) Meet Facility Requirements. Exhibit 4-9: Concept Alternative 2 Summary . . ........................... .4-11 . ........................... .4-12 . ....................................... .4-13 ....................................... .4-18 . ................ .4-19 . ................ .4-21 Exhibit 4-10: Alternative 2 (B-11 Standards) Airport llevclopment Study... . .................... .4-23 Exhibit 4-11: Concept Alternatives 3a and 3b Summar, ...... . ............................................. .4-25 Exhibit 4-12: Alternative 3a (Existing Separations) Development Plan -kt Center ............................................. .4-27 Exhibit 4-13: Alternative 3b (Existing Separations) Development Plan -Corporate .............................................. .4-28 Exhibit 4-14: Preferred Development Concept .................................................... .4-3 I Chapter 5: Alternatives Analysis Exhibit 5-1: Washington Stale Guidelines. for AcciJLnt Safety Zones. . ................................................ 5-JO Sheet I : Title Sheet.. ................................. . . ............... 5-15 Sheet 2: Airport Layout Plan ........................ . .. ...................... 5-17 Sheet 3: FAR Part 77 Airspace Plan, Runway 15-31 ................ 5-19 Sheet 4: Inner Runway Approach Surface, Runways 15 and 33 . . ............ 5-21 Sheet 5: On-Airport Land Use Plan ...... . . .... 5-23 Sheet 6: Community land Use Plan ............ .. . ............................. 5-25 Sheet 7: Airport Exhibit 'A' ......................... 5-27 Chapter 6: Implementation Plan Exhibit 6-1: Capital Improvement Plan .................................................................................................................... 6-4 Renton Municipal Aiqwrt I Clayton Scott Field Master Plan Update-April 2008 ix Table of Contents APPENDICES Appendix A: Glossary A.I ABBREVIATIONS .................................................................................................................................... A-1 A.2 DEFINITIONS ............................................................................................................................................ A-3 Appendix B: FAA INM Model B.l BASECASE-YEAR2001 ....................................................................................................................... B-I B.2 FUTURE CASE -YEAR 2021 ............................................................................................................... B-15 Appendix C: State Environmental Policy Act (SEP A) Environmental Checklist and Determination (WAC 197-11-960) ...................................................................................................................................................... C-1 Appendix D: Airport Layout Plan Checklist ..................................................................................................................................................... D-1 Appendix E: FAA Airport Design Program Printout ...................................................................................................................................................... E-1 Renton Municipal Airport/ Clayton Scott Pield Master Plan llpdate -Apr-ii 2008 X 1 EXECUTIVE SUMMARY 1.1 INTRODUCTION The information contained in this chapter summarizes the analysis, findings and decisions of the Airport Layout Plan (ALP) Update for the Renton Municipal Airport (RNT). RNT is classified as a Reliever to Seattle-Tacoma International Airport (SEA) in the FAA's National Plan of Integrated Airport Systems (NPIAS). The airport is owned and operated by the City of Renton as part of the Transportation Planning Division of the City's Planning, Building, and Public Works Department. RNT occupies 168 acres of land located approximately one mile north of downtown Renton. The landing area for Wiley Post Seaplane Base is sited in the waters of Lake Washington but many of the aircraft that use it are based at RNT. Operations at Renton Municipal numbered abont 87,226 in 2004. Of these, more than 36,000 were itinerant, indicating a healthy corporate environment. At present, RNT has an Airport Reference Code (ARC) of B-11. This was determined using the criteria sel forth m Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5300-13, "Airport Design". This category reflects the operating requirements of the most demanding aircraft to regularly use the airport (those which generate 500 or more itinerant operations per year), in this case, the Beech King Air. The City of Renton has commissioned the preparation of an Airport Layout Plan (ALP) Update for Renton Municipal Airport/Clayton Scott Field (RNT). This updated plan is intended to chart the 20-year future of the airport. It represents an opportunity for the City of Renton to accomplish several important tasks: Renton Municipal Airport/ Cla~·ton Scott Field Master Plan Update -March 2008 Chapter 1 -Executive Summary + Develop a Capital Improvement Plan (CIP) for airport facilities that allows RNT to keep pace with the changing needs of the community and to remain a valuable community asset. + Determine the opportunities for economic expansion within the community that may anse over the next twenty years and consider the role that the airport can play in enhancing these opportunities. + Comply with Federal Aviation Administration (FAA) guidelines regarding airport development in order to maintain operational safety. The plan is being financed in part though a planning grant from the FAA and by the users of the airport. 1.2 WHY DID THE CITY UNDERTAKE AN AIRPORT LAYOUT PLAN UPDATE AT THIS TIME? The last time the city completed an Airport Layout Plan Update for RNT was in 1996. Since then several important changes have occurred, including: + Several parcels of land along the airport's west side, formerly used by Boeing, become available for aviation-related development. + Aviation growth throughout the Puget Sound region has increasingly included more corporate and business aircraft related activities. + With the availability of the vacated Boeing properties, the City experienced increased demand from potential new commercial aviation-related businesses seeking development opportunities at RNT. + General aviation, particularly corporate aircraft use, is growing at the airport and the City is seeking to establish an organized plan outlining future development to support this. 1.3 HOW WAS THE PLAN PREPARED? Preparation of the Airport Layout Plan Update involved a process that used the following steps: + Determine Airport Requirements: Under this step the existing airport facilities were inventoried, 20-year activity forecasts developed, and an assessment made regarding the Renton Municipal Airport I Clayton Scott Field Master Plan Update-March 2008 1-2 Chapter I -Executive Summary need for future facility maintenance and enhancements to maximize the use of available airport property and meet the forecast demand levels. + Alternative Development Options: After the needs of the airport's users were identified, a series of alternative development analyses were conducted to assure that the small amount of land available for development was dedicated to the types of development that met the City and the Renton Airport Advisory Committee's (RAAC) stated goals for the airport. The alternative identification and analysis options were presented to the general public at several open public meetings. During these meetings comments were received and the final recommendations of the plan were adjusted to reflect the comments received. + Implementation Planning: Upon adoption of a 20-year development plan, details on phasing and construction of the individual development projects was prepared. This implementation plan included the results of a detailed Pavement Conditions Index (PCT) report. The PC! report combined the results of a similar study conducted by the Washington State Department of Transportation (WSDOT) Aviation Division on the runway and taxiway system with new analysis of all other pavements at the airport to create a comprehensive pavement management plan for RNT. 1.4 WHAT WERE THE FINDINGS OF THE AIRPORT LAYOUT PLAN UPDATE? Forecasts of future aviation demand were prepared for the period from 2004 through 2025. These forecasts included an analysis of the historical airport operations as recorded by the Airport Traffic Control Tower (ATCT) and forecasts prepared by others such as FAA, the Puget Sound Regional Council and the city of Renton. From this base information a series of possible forecasts were prepared using market share analyses, trend analyses and other accepted forecasting techniques. The resultant forecasts were reviewed and approved by both the city and the FAA. The demand analysis concluded that there were likely to be 116,000 annual operations by 2025. Total based aircraft are expected to increase by 45 through 2025, with the growth primarily occurring in the multi-engine and corporate/business jet segments of the aircraft fleet. These forecasts are shown in the following cxibit. Renton Municipal Airport/ Clayton Scott Field ]_\,faster Plan Update-March 2008 1-3 Chapter 1 -Executive Summary Exhibit 1-1: Aviation Demand Forecast General Aviation Operations Instrument Based Year Operations Aircraft Local Itinerant Total 2004 (base) 50,591 36.635 87,226 3,436 290 ------------ 2010 55,338 40,072 95,410 3,605 301 2015 58,989 42,716 101,705 4,140 312 2020 62.918 45.561 108,480 4,871 323 2025 67,403 48,809 116,212 5,789 335 Historical and Forecast Annual Aircraft Operations Renton Municipal Airport/ Clayton Scott Field Master Plan Update -March 2008 1-4 Chapter I -Executive Summary }'orecast of Based Aircraft by Type 2005 2010 2015 2020 2025 [lll_~_,_nglr.-t:ngrr1r. o Mult t:ngme a Jet Engine 11::1 Hel1coptera • _Olh"._r_ As the next step in the plan development, an analysis of the future needs of the airport was conducted. This analysis included the fol lowing clements. • An examination of the Airport Reference Code (ARC) for RNT and determination as to whether the facility was meeting these standards. • Airside facility needs, including runways, taxiways, lighting, pavement markings, and navigational aids. • Approach area requirements including Runway Protection Zones (RPZ) and approach slopes associated with existing or proposed approach procedures. • Aircraft storage needs, including aircraft aprons, hangars and tiedowns. • Automohilc parking areas and access and circulation. • Utilities and drainage. • Support facilities and services including storage and distribution of aircraft fuel, facilities required to accommodate airport maintenance and emergency equipment. • Perimeter and security fencing. • Airport land area development. Renton Municipal Airport/ Cht~·ton Scott Field Master Plan Update-March 2008 1-5 Chapter 1 -Executive Summary • Consideration of minor property acquisitions. • Seaplane base improvements. In summary it was determined that the airport is capable of supporting 230,000 annual aircraft operations, well above the 116,000 operations projected by 2025. Total based aircraft are expected to increase by 45 through 2025, with the growth primarily occurring in the multi-engine and corporate/business jet segments of the aircraft fleet. This level of growth will possibly be constrained due to the lack of available land on the airport on which to construct hangars and aircraft storage facilities. 1.5 ALTERNATIVE DEVELOPMENT CONCEPTS Three airport development alternatives were prepared to investigate ways to best provide for the future needs of the airport and its users. Each alternative was developed to emphasize slightly different aspects of the future facility requirements, while taking into consideration the recommendations contained in the Renton Municipal Airport Development Study completed in 2005. This study was cited by the City as having established the ultimate goal for airport development. The development concepts focus on three key areas where the greatest opportunities for change are located. Each alternative is briefly summarized below. Alternative 1: Alternative I was developed to provide for a growth alternative that meets the minimal demand for aircraft tiedown and hangar spaces. The concept also provided a "test case" to evaluate increasing the developable airport land by applying less restrictive FAA (ARC B-II) design standards to future development. Using B-II design standards would enable airside development to expand by allowing the relocation of Taxiway A closer to the runway. However, this change would negatively impact Boeing's current procedures for moving B-737 aircraft along the west side of the runway. Alternative 2: Similar to Alternative 1, Alternative 2 assumed less restrictive FAA design standards to gain additional airside development area and relocate Taxiway A closer to the runway. While this alternative increased basing opportunities for corporate aircraft, fewer open tiedown spaces were provided. Alternative 2 also imposes constraints on Boeing 73 7 movements along the west side of the runway similar to Alternative I. Alternative 3: Alternatives 3a and 3b presented two options for each of the three key development areas on the airport. Both alternatives assumed expanded business/corporate Renton Municipa1 Airport/ Clayton Scott Field Master Plan Update -March 2008 1-6 Chapter 1 -Executive Summary activity including a new FBO, corporate hangars and a mix of small aircraft hangars and tiedowns. The existing runway-taxiway separations and FAA design standards were retained and Boeing aircrat1 movements on the airfield continued to be unaffected by the proposed development. Based on the analyses conducted and the goals of the city, either Alternative 3a or 3b was considered viable and a "hybrid" alternative that combined elements of both was developed and recommended for adoption by the City and presented for public comment. The public comment process included two public meetings in the city of Renton and one open public meeting in the city of Mercer Island. During these meetings the range of alternatives and the recommended alternative was explained as was the reasoning that led to its selection. As a result of the presentation it was clear that the citizenry did not agree with the conclusions. While additional study or the overall impact of these alternatives was underway, the Boeing Company decided to renegotiate its lease for Aprons A and B in support of their 737 manufacturing facility. Due to the combination of community concerns and the changes in the long tenn use of the land, a revised preferred concept was developed to serve as the basis for the ALP. This is shown on the accompanying drawing. As shown, specific improvements recommended for the airfield at RNT are as follows; + Establishment ofa continuous pavement rehabilitation of the runway and taxiway system. t Establishment of improved instrument approach procedures. • Redesign the jet blast fence located on Runway 33 to allow for clearer approaches as well as for the eventual installation of a non-precision instrument approach procedure to Runway 33. Seaplane Base Improvements Currently, the Wiley Post Seaplane Facility is located on the south shore of Lake Washington. Docking and landside facilities arc provided at RNT with a dock capable of accommodating three or four floatplanes. An aircralt launch/retrieval ramp is also provided to facilitate movement of the floatplanes into and out or the water to allow for service and storage. These facilities are relatively new and in good condition. They provide seaplane access to the FBOs and tloatplane operators who are based at the airport. No improvements are recommended for this area. Renton Municipal Airporl I ClaJ·ton Scott Field Master Plan Update -1\tlarch 2008 1-7 Chapter 1 -Executive Summary Aircraft Aprons and Storage Improvements Given the limited land area that is available for aircraft storage and services at RNT, it is recommended that all airport land that has access to the airfield be reserved for aviation use purposes. This includes the following. • Redevelopment of the area on the northwest portion of the airport to allow for expansion of the floatplane service facilities. This includes the potential for a passenger service terminal, U.S. Customs and Border Patrol facilities for screening international passengers and flights, and automobile parking for customers. • Apron B will continue to be part of Boeing's operation at RNT. In the event that Boeing evacuates the area in the future, development should include based aircraft tiedown spaces for small piston aircraft. This is recommended due to the fact that building heights will be limited due to the FAR Part 77 Surface restrictions. The recommendation could include a GA flight center where flight training and other services are offered. • On the airport's east side, Apron A is to be expanded for general aviation hangars and tiedowns. The apron will be expanded to the south to the current compass rose. Land, including the compass rose and areas to the south will remain leased to the Boeing Company. • The final land development shown on the ALP is the reservation of the existing Boeing leasehold on the eastside including Aprons C and D and the connecting taxiway bridge for future GA development should Boeing choose to leave the area in the future and demand for facilities exceed the levels forecast in this report. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -March 2008 1-8 RUNWAY DATA TABt.E RUNWAY 15-33 ITEM EXlSTINC ..,.,._..~-Rlf15-- ""l3 -\ISIJII. ~ Rlf 15 -34<1 rNt 1'M1' n ..,.,._.. llDP[ ""l3 -20:1 '---.. ~ Mf~Y CIMfl'GONS l1IICfflt PAll!MD<T TYPE .IS'IW.T ~D(:511111 ............ 100,DDQLBS S!1IDl:TH __ ...,. 1JO,t)DO LBS DUili.. TNGM Q£Nt ,....., LBS L.QIINl --•1s -- •l3 -- "--YGRADE<TC"1 0.17 IN awJC -!Wt lDIG11f 1111 OJ17 l.11[4'-SDfT. CWR --CXMIIIG[ 1l111(11.-TI -N'l'IIQIOi it,105 •15 -IW'l.11£1. a 33 -PIIPI 1111. 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ACCEPTANCE <Tf 1llS /U BY lHE FM DOES MOT II Nf1 -y COll!ITIM[ A cnMNDIT OIi THC """' or THC l.lffll) STATCI 111 PMllCl'AT( II Nrr DOll.OPIEIT DEPICIED 1IDDN NOit DOD tr W\.Y TIW THC PAOPOSID DlW.OflllDfT IS DMWlNIIIDfTltl.Y ACCEPTHI.£ II ACCOAllMCE lml -T( P\B.clAIIS. r ., --:. I 11 I: 1 .1 I l C ITY OF RENTON WASHING TON T HIS AIRPORT DRAWING IS APPROVE D BY; SIGNATURE DArt: ___ NAM E TITLE ALL-WEATHER WIND ROSE ill-WEATHER WINO COVERAGE Cl!OSSWIND I IIWr 1S--33 10.5 IOI01'S I -·· 13 IOI01'S 1Ml.5ll: fl IOI01'S 99.8'1 WJHP DATA SOURCE -IIIJ'OITIG STA10t S(AT11£-TMXIM 1NIDINollOW. Ml'Ol!T POU> or -1~ -1992 IIME!orCIISEll\NIOIIS:l!l,M7 7~U ~ n"": () 300 0 300 SCALE IN FEET AIRPORT r ACIUTIES AIRPORT r ACIUTIES NUlll[JI D£SCIIPTlON HEICHT" NUIIIICR DCSCRIP110N HEIGIIP 1 -INTIII swtS OISl°"5 12' _ 1l -lllll:lOOW.PlM«TOI_, 15' 2 --8IO .. P£JIIED _, 28" 24 -250 -u 3 IIUUIIIQ ""'\ MO W. 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D5rMC[S TO n£ D Ml> BOTRlril CE M Bl&DIC IIEJI£ W.&.IIED IJSIC A LA1iER 1IINGE fNlER #ID '1AIIIICWJm 111 c;u:.uw[ --- LEGEND DESCRIPTION EXISTING PROPOSED Al!f1ll.O PAVEIIOIT = NONE OH-,-,un 9JILCING = NONE Of'f-AIRPOl!T a.D1IIC = NONE AlJIOIIOSU p-= NONE ON-AR'ORT 1IO'DIIAY = NONE Rl.JIMAY SN'ETY NfEA rao.:.&1 ----RSA ----NONE ..-v OBJECT FR[[ >KA IOFAl • NONE RUNWAY OBSTACtE F'A£E ZONE 1~ ----()f'Z ----NONE RUNWAY PROTECTl)N ZONE ,__, C : ~ TAXMAY OBJECT FR[[ >KA ~·· ----"Cf A----NONE P£MIETUt f'DICING NOHE All<l'ORT PAOP£RIY LINE ------------ ,-,un 1.D,S[ 1.H: -------NONE 9oni PAEC2SION N'l'IIQIOi PATH NllCA'ltlR [PAPI) .. NOHE AIRPCRT' REfERDICE PCWff {MfPl NONE -y ENO IODIT1l'"ER L.IGHT5 (Rfll.) NONE HOUllNC POSl110N ........., -NONE WINO SOCI< NONE 1'1lPOGRAfHC CONTOUR NONE :· J '"~~~ t o .· ~~ J ' 0 Qp ~ra~-·\O 'o o -, ' J= 11· . D · O V , ' . CJ P([tJJ/ 5 r,1 ~ rr'h,>::"'l~ AIRPORT LAYOUT PLAN 600 DRAFT 38 0 38 72 108 144 180 RENTON MUNICIPAL AIRPORT/ CLAYTON SCOTT FIELD ~ SCALE IN METERS F EDERAL AVI ATIQ!::! A O~INISTRAT ION APPRO VAL REVISIONS THIS AIRPORT DRAWING IS APPROVED BY: Sl~TUFIE CATE. ___ NAME· HILE. NO OF SCAIPTl()N BY I APP. 1JRS 1:;()1 -mi A'IDIUE sum: 1400, SEATTlf. WASHNCTOH 98101 (206) 438-2700 DESIGNED BY: RLO DATE: MARCH 2008 DRAWN BY: A LO C HECKED BY: JJY Exhibit 1-2 DATE PROJECT MANAGER: JJY PAGE 1-9 2 EXISTING CONDITIONS 2.1 BACKGROUND The Renton Municipal Airport/Clayton Scoll Field (RNT) is classified as a Reliever to Seattle-Tacoma International Airport (SEA) in the F AA's National Plan oflntegrated Airport Systems (NPlAS). The airport is owned and operated by the City of Renton as part or the Transportation Planning Division of the City ·s Planning/Building/Public Works Department. RNT occupies 168 acres of land located approximately one mile north of downtown Renton. Included with the airport is the landside portion of the Will Rogers/Wiley Post Memorial Seaplane Base. The landing area for the base is sited in the waters or Lake Washington but many of the aircraft that use it are based at RNT. In July of 2005, Renton Municipal Airport was renamed Renton Municipal Airport/Clayton Scott Field. Clayton Scott has been flying aircrall since 1927. From 1940 to 1966, he was in charge of flight testing for the Boeing Company and upon retirement in 1966, started a seaplane rcconstrnction and modification business at Renton Municipal Airport. The seaplane base is named after Will Rogers and Wiley Post. Will Rogers was a famous comedian, humorist, social commentator and actor and Wiley Post was an early aviation pioneer who twice set records for flying around the world. Both men left Renton Municipal Airport (at the time known as Bryn :vtawr Air Field) in a float plane bound for an around-the-world trip in 1935. Later, they were both killed when their plane crashed on takeoff from a river in Alaska. 2.1.1 OTHER PLANNING EFFORTS The future of RNT has been looked at in several previous studies including the 2003 Inventory Update or the Washington State Aviation System Plan, the 1997 Renton Renton Municipal Airport/ Clayton Scott Field Master Plan Update -No\.'ember 2007 Chapter 2 -Existing Conditions Municipal Airport Master Plan, the 2002 Airport Business Plan, and the 2005 RNT Airport Development Study. These reports were used to obtain information on the existing conditions of the airport for this study. 2.2 AIRPORT INVENTORY/DESIGN STANDARDS Renton Municipal Airport/Clayton Scott Field (RNT) and the Will Rogers/Wiley Post Memorial Seaplane Base (W36) are located on South Lake Washington. RNT is the only airport in the region that includes a publicly owned seaplane base. The following section details conditions at RNT as of June 2006. The Airport reference Code (ARC) is a classification system developed by the FAA to relate airport design criteria to the operational and physical characteristics of the types of aircraft expected to operate at the airport. The ARC is based on two key characteristics of the designated Critical Aircraft. The first, denoted in the ARC by a letter, is the Aircraft Approach Category, as determined by the aircraft's approach speed in the landing configuration. Generally, aircraft approach speed affects runway length, exit taxiway locations, and runway-related facilities. The ARC approach speed categories are as follows: • Category A: Speed less than 91 knots; • Category B: Speed 91 knots or more, but less than 121 knots; • Category C: Speed 121 knots or more, but less than 141 knots; • Category D: Speed 141 knots or more, but less than 166 knots; and • Category E: Speed 166 knots or more. The second ARC component, depicted by a Roman numeral, is the Airplane Design Group. The Airplane Design Group is defined by the aircraft's wingspan and determines dimensional standards for the layout of airport facilities, such as separation criteria between runways and taxiways, taxilanes, buildings, or objects potentially hazardous to aircraft movement on the ground. The Airplane Design Group categories include: • Design Group I: Wingspan up to but less than 49 feet; • Design Group II: Wingspan 49 feet up to but less than 79 feet; • Design Group III: Wingspan 79 feet up to but less than 118 feet; Renton Municipal Airport/ Clayton Scott Field Master Plan Update -November 2007 2-2 Chapter 2 -Existing Conditions • Design Group IV: Wingspan 11 8 feet up to but less than 171 feet; • Design Group V: Wingspan 171 feet up to but less than 214 feet; • Design Group VI: Wingspan 214 feet up to but less than 262 feet. At present, RNT has an Airport Reference Code (ARC) of B-11. This was determined using the criteria set forth in Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5300-13, Airport Design. This category reflects the operating requirements of the most demanding aircraft to regularly use the airport (those which generate 500 or more itinerant operations per year) in this case, the Beech King Air. 2.2.1 AIRFIELD PAVEMENTS Renton Municipal Airport/Clayton Scott Field (RNT) has a single runway; Runway I 5 - 33. It is 5,382 feet long and 200 feet wide. Both runway ends have displaced thresholds. Runway 15 is displaced 300 feet to provide for the Runway Safety Area (RSA), and Runway 33 is displaced 340 feet to provide clearance of the blast fence at the end of the runway and to provide for the RSA. The runway is composed of asphalt/concrete and has pavement strength of 100,000 pounds with single-wheel gear, I 30,000 pounds with dual- wheel gear, and 340,000 pounds with dual-tandem gear. The pavement is scheduled for rehabilitation in the summer of 2009. The runway is supported by a full parallel taxiway system on the west end -Taxiway A. This taxiway extends the full length of the runway and provides for efficient aircraft circulation within the Jandside area. On the eastern side a partial parallel taxiway exists - Taxiway B that connects the Cedar River hangars and the Boeing ramp with the runway. Other pavements at the airport consist of the aircraft apron areas that are used for numerous purposes, including aircraft tic-downs and maintenance. Exhibit 2-1 shows existing airport facilities. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -Novem her 2007 2-3 Chapter 2 -Existing Conditions INTENTIONALLY LEFT BLANK Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2007 2-4 ..... • " n " " .. " " " " " ., " " AIRPORT r ~CIUTI[S D<SCIIPl1QII ---ID.DC 1111; 811D .. PEJaEIER IIWl ID.DC 115D; 850 11'. 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'cc-' ,-a~ ff -' ' ' ' A-' c--1..-' D n u .LI -D \ ·-D ,..: ----~' ---__ ., '-- ' ri ' ' ' ..-, I ...--,-.... .----, -r-r=l '-.-, ~ <)_ __,--;:;~ ,:::: //(-'i ,--U, -\---Ji-,P--,,O,r' (- c:::=J c:::=J --1 :--1 BUILDING PAVEMENT ROADWAY PARKING ----(~1,,iir",;) 200 C /:JC, 40\1 ~ :A __ N i Ll . 0~~o~; ·~ ... (ii;; 0;2j ~ RENTON MUNICIPAL AIRPORT/ CLAYTON SCOTT FIELD 1JRS 1501 41H .+MME SUITE 1<400, S£AT11.E,. -...stW;TON 98101 (2o6) 438-2700 DESIGNED BY: RHC DATE: MARCH 2008 DRAWN BY: ALO CHECKED BY: JJY Exhibit 2-1 PROJECT MANAGER: JJY PAGE 2-4 Chapter 2 -Existing Conditions 2.2.2 ASSOCIATED AREAS Runway Protection Zones The Runway Protection Zone (RPZ) is trapezoidal in shape and centered on the extended runway centerline for each runway end. Its function is to enhance the protection of people and property on the ground. It begins 200 feet beyond the permanent runway threshold (at the end of the primary surface). The RPZ dimensions are based on the type of aircrafl using the runway, type of operations (visual or instrument) being conducted, and visibility minimums associated with the most demanding approach available. RPZ dimensional standards are defined m FAA AC 150/5300-13, Airport Design. The dimensions for the RPZs Exhibit 2-2: Runway Protection Zones (RPZs) at Renton Municipal Airport/Clayton Scott Field are tabulated and shown in Exhibit 2-2. 15 33 34:1 ---- 20:1 1,700' 500' 1,010' ""·······-····"·"-~------- 1,000· 500' 700' At the present time the airport does not own all of the property within the RPZs and there is some non-compatible land in the RPZ for Runway 13. However, the city does exercise control over future development within the RPZ' s through their zoning ordinance. Therefore, the city can exert control over obstructions within these critical areas. Runway Safety Areas The Runway Safety Area (RSA) is a critical, two-dimensional area surrounding each active runway. Based on FAA Criteria from AC 150/5300-13, the RSA for the runway at RNT needs to be 150 feet wide and extend 300 feet beyond each runway end. The RSA must be: • Cleared, graded, and free of potential hazardous surface variations, • Properly drained, • Capable of supporting ARFF equipment, maintenance equipment, and aircraft, and Renton Municipal Airport/ Clayton Scott Field Master Plan Update -November 2007 2-7 Chapter 2 -Existing Conditions + Free of objects, except for those mounted using low-impact supports and whose location is fixed by function. Presently the RSAs for both ends of the runway are in compliance with these standards due to previously enacted runway threshold displacement actions. Runway Object Free Areas The Runway Object Free Area (ROFA) is a two-dimensional ground area surrounding each runway. '!be ROFA clearing standard precludes parked aircraft or other objects, except NA V A!Ds and other facilities whose locations are fixed by function from this area. At RNL the ROFA is 500 feet wide, centered on the runway centerline, and extends 300 feet beyond the end of the runway. As with the RSAs, the OF A dimensions fall entirely on airport property and meet all FAA criteria. Controlled Activity Area The Controlled Activity Area (CAA) consists of the portion of the Runway Protection Zone (RPZ) that is not part of the ROF A. The CAA must be clear of hazards to air navigation and free of glare and misleading lights, residences, smoke generating facilities, and places of public assembly. Automobile parking can be permitted provided that automobiles and lighting are not an obstruction to air navigation, although FAA discourages such development. This area is not entirely within the airport property boundary and therefore does not meet the requirements. 2.2.3 NAVIGATIONAL AIDS AND RUNWAY LIGHTING As a non-precision instrument runway, Runway 15-33 uses a Non-Directional Beacon (NDB) and Area Navigation (RNAV) Global Positioning System (GPS) on Runway 15. This equipment allows for a published instrument approach with minimums greater than Y. mile. Runway 33 has no published approaches and operates as a visual runway. Each runway is equipped with Precision Approach Path Indicators (PAPI) and Runway End Indicator Lights (REIL). Medium Intensity Runway and Taxiway lights are situated on the airport and controlled utilizing Pilot Controlled Lighting (PCL) which provides for air-to-ground radio control of the airport lighting systems. 2.2.4 LANDSIDE FACILITIES Landside facilities at RNT include the full range of facilities and scrvJCc providers needed to maintain an active general aviation airport. These include Fixed Base Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2007 2-8 Chapter 2 -Existing Conditions Operators (FBOs), hangars and tiedowns for land based aircraft as well as similar services in support of the Will Rogers/Wiley Post Seaplane facility. Error! Reference source not found. shows these landside facilities graphically and a description of these is contained in the following. Airport Tenants There is one full service Fixed Base Operator (FBO) at Renton Municipal Airport/Clayton Scott Field. Pro-Flight Aviation, Inc. Pro-Flight provides aircraft storage, jet fuel, and aircraft maintenance services. They also operate a flight school. Other tenants leasing space at the airport and the services they provide are as follows: + Ace Aviation/Bosair -aircraft maintenance shop. + Aero Dyne -Office/Tiedown/1-langar manager for sub-tenants. • Aero Pacific Aviation -subtenant of Aero Dyne providing flight instruction, aircraft rental. and charter services. + BHC, Inc. -A hangar partnership occupymg seven 60-foot T-hangars and subleasing one T-hangar to Northwest Seaplanes. • Boeing Commercial Airplane Group -uses location for final assembly testing of the B737 and B757 aircraft lines. + Boeing Employees Flying Association (BEF A) -provides aircraft rental and flight instruction to Boeing Employees and their families and associates. + Cedar River Hangars -a limited general partnership hangar group leasing space for 29 T-hangars and 50 tiedowns. + Federal Aviation Administration (FAA) -leases office space, the ATCT, and a small parcel on the east side of the runway for navigation and weather equipment. • Kaynan/Ellison Fluid -manufactures aircrali fuel injection systems in a leased building and T-hangar. + Lane Hangar Condominium Association -Leases 12 T-hangars. + Leven -a corporate tenant that leases hangars and tiedowns. + Jobmaster -converts land based aircraft into seaplanes. + Puget Sound Energy -bases its corporate aircraft at airport. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -November 2007 2-9 Chapter 2 -Existing Conditions t Renton Chamber of Commerce -leases a building located on Rainier Avenue South. The lot has no taxiway access. t Seattle World Cruiser-subtenant of Aero Dyne. t World Wind Helicopters -sub tenant of Aero Dyne, operates six based helicopters out of the airport. Floatplane Operators There arc two floatplane operators at the airport offering services at the Will Rogers/Wiley Post Seaplane facility. These are Northwest Seaplanes an operator of a seaplane air taxi service and Kenmore Seaplanes. Aircraft Fuel Aviation fuel is provided by two operators at the airport. Pro-Flight Aviation provides full-service fueling of Jet A and I OOLL. There are two above-ground tanks with a capacity of 12.000 gallons of I OOLL and 15,000 gallons of JetA. They are located midfield adjacent to gate 8-6. Air O provides full-and a self-service IOOLL fuel. They operate one above-ground tank with a capacity of 12,000 gallons and sublease a 40,000 gallon tank for JetA from Boeing. This is located adjacent to gate 8-3. Airport Traffic Control Tower (ATCT) The ATCT is located on the west side of the runway and just south of midfield. It is staffed by contract, non-FAA, personnel daily from 7:00 am to 8:00 pm between October I and April 30 and from 7:00 am to 9:00 pm between May I and September 30. United States Customs Federal Inspection Service (FIS) is provided at RNT by US Customs. Customs agents are on one hour call from Seattle-Tacoma International Airport. Perimeter Fencing The airport's perimeter fencing is comprised mostly of 7-foot chain link fence with 3- strand barbed wire with portions composed of 6-foot chain link without barbed wire. The 6-foot portions are currently being replaced. The perimeter fence currently does not completely enclose the airport. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2007 2-10 Chapter 2 -Existing Conditions Utilities Water and sewer connections on the airport arc supplied by several providers. The city of Renton provides water and sewer connections for part of the airport while the Boeing Company provides water and Bryn Mawr Sewer provides sewage connections for the Boeing lease areas. Some of these areas have reverted back to Renton Municipal Airport; as a result, conversion to the city utilities will be required in the long term. 2.2.5 GROUND ACCESS Access to the Renton Municipal Airport/Clayton Field is provided at three locations. The main entrance is off North Airport Way, a second entrance is north along Rainier Avenue South, and a third entrance is located at the southeast comer of the airport, off of Logan A venue. An on-airport perimeter road provides access to all airport facilities. This road runs along the entire west and south sides of the airport as well as the southern half of the east side of the airport along the Cedar River. 2.2.6 OFF-AIRPORT LAND USE The airport is located in an urban area surrounded by development. To the east the land has been designated for development as an Urban Center. This land is currently occupied by the Boeing Company's 737 manufacturing facility. To the south the land is a mixture of residential and commercial center (downtown). To the west it is either commercial arterial or residential. On the north the airport is bordered by Lake Washington. No zoning exists in this direction. Renton l\:Junicipal Airport/ Cl;,yton Scott Field Master Plan Update-November 2007 2-11 2-12 INTENTJONALL Y LEFT BLANK Chapter 2 -Existing Conditions Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2007 ~NTIAL Eel l<[SOOITW. LOw OCHSIT'r D R(S OEMW Sl'«U: f A.IIJ LY D R(Sll(l,'"\ALOPTlOffS D R{Sl)(J<r..,_ ..-o NOOt80RltOOO D Rl:S()O(T\A,L 1i1VL.n-rAM n t.ru ~ R-4i.iAX.(ll,,'(R1.AYDISTRICT CENTER DESIGN/\IIQNS -COITER NE»<eOfO()OO -COl1IJI SlJWRIWI D COl10I °"""'°"" c::::J CENI t W DHlC( R:£SllENTW. D COOO! INSTIMlOH l!!'J ci<J[R'l'UJ« D U'ISIHCOOCR N()l!T)< ' ~ / EMPLO YMENI AREA DESIGNATIONS D OIPL.OYMOIT AA£A -eot.l.M[RCW.. D DIPL.O'n!EHT l>R£).. -OfTICE D f),IPIJ)YojEJIT Ml!A -IHOUSTRIAl. :::J EMPICMl[NT Nf£>. -VIUE( MISCELLANEOUS DESICNAUONS D COIN[J,oC( COIM'.JICIAl Cll'l'UIITS l.Ot!WIGl<OWll<IICllMIW<'/ WASHINCTOH S1A1l Dtl'AKT\100 Of TRAHSPORTAOOH MRCIWT ACCOfN'r !WOY Zat.E LAH!> IJS( 0.,.TA S0tJRC£: CfTY Of ROlTON .. \ • '·,/ \ / _.r" '!. .. ;--, -: . / / • ... 600 0 600 1200 SCALE IN FEET REVISIONS ~ ,<- Airport V icin ity Land Use DRAFT \ / p __ -,. ~) r~ RENTON MUNICIPAL AIRPORT / CLAYTON SCOTT FIELD 1JRS 1501 4TH AV[NU[ SUITE 1400, SEATTL[. WASHINGTON 98 101 (206) 438-2700 I I I I I ~NEDBY: RLO DATE: MA RCH 2008 __,_ _____ _ DRAW N BY: RLO Exh ib it 2-3 P AGE 1--+----------+--+-+----i-_:C:'.'.H-.'.!E~CKED BY: J JY PROJ ECT MANAGER: JJY NO. DESCRIPTION BY IAPP.I DATE Chapter 2 -Existing Conditions 2.2.7 AVIATION ACTIVITY Exhibit 2-4 shows the historical activity levels at RNT over the past 10 years. As shown, operations were at the highest level in 2000. Since then operations have shown a steady decline. Operation levels recorded for 2004, the base year for this plan, are the lowest in the IO year period. Exhibit 2-4: Historical Aviation Activity Itinerant O[!erations Year Air Air General Militar~ Ca....-icr Taxi A\ofation 1995 168 2.6.18 57,313 86 19% 87 875 43,962 55 1997 154 1,102 34,808 35 1998 299 967 37,392 91 1999 378 672 39,358 14:, :woo 363 683 49.0.17 I 05 2001 406 2,375 41,353 261 2002 438 41,681 74 2003 189 638 37,138 38 2004 203 939 35,669 40 160.000 · [40,000 120,000 l00,000 .S ~ 80.000 :!. C 60,000 40J)00 20,1)00 () 1995 1996 1997 l')')X Local O[!erations Total General A\'fation 60.205 85,033 -'-1-.979 69,643 J6,ll99 61,179 J8.7-l-9 62,810 -1,0,551 65,952 50,188 81,054 44.J95 65,810 .J.J,.J.61 69,779 JS,003 58JJ2 36,851 50,375 Local Operations l')lJ9 2000 Yea.- :\itilitary Total 60 85,093 1, 69,655 n 61,ZOI 16 62,826 6 65,958 3, 81,086 16 65,826 20 69,799 2 58334 50375 2001 2002 Total [nstrument Operations Operations 145,298 4.092 114,634 3,172 97,300 2,983 101,575 3,292 '"""""""""""""'" ................................. 106,509 3,335 131,274 3,396 110,221 4J58 113,260 4,12[ 96,337 3,280 87,226 3,436 2003 2004 Renton Municipal Airport/ Clayton Scott Field Master Plan Update-:r>.ovember 2007 2-15 Chapter 2 -Existing Conditions Exhibit 2-5 shows the number and types of based aircraft that have been at RNT during the same 10 year period. As this exhibit shows, there has been little fluctuation in the aircraft based at the airport. They continue to be dominated by single engine piston airplanes weighing less than 12,500 pounds. Exhibit 2-5: Historical Based Aircraft Year Single-Jet Engine Multi-Helicopter Other Total Based Engine Engine Aircraft 1995 26) 0 21 0 0 284 1996 Not Rcport~d Not reported .... .. ~.?..~ .. ~.:r..?.~:.~,.-~°.t .. r.:.P.?.~~.? ...... ----~-?_t_ -~-~t°"1:.:?. -·-····-·-·-·-···N ot ___ Rl!P':rted .... 1997 26) 0 21 0 0 284 ·-------···-·-·-· 1998 263 0 21 0 0 284 1999 263 0 21 2 () 286 2000 263 0 21 2 0 286 2001 26) () 21 2 0 286 2002 26.1 0 21 2 () 286 2003 264 0 21 2 0 287 2004 265 () 21 2 0 288 Source (hath exhihits): FAA Terminal Area Forecast Datahase. October, 2005 2.3 OTHER FACTORS There is a known fuel plume on the east side of the airport. The plume is currently contained by a layer of clay and does not appear to pose a problem for the Cedar River. Renton Municipal Airport/ C1ayton Scott Field Master Plan Update -November 2007 2-16 3 AVIATION DEMAND FORECASTS Disclaimer Chapter 3, Aviation Demand Forecasts was researched and written in the spring of 2006. As of that time. the information found herein is true and accurate. The forecasts contained in this chapter were approved by the F Ai\ in the fall of 2006. These serve as the basis for all the discussions made in subsequent chapters of this plan Renton Municipal Airport/ Clayton Scott f'ield Master Plan Update -November 2007 3-ii Chapter 3 -Aviation Demand Forecast INTENTIONALLY LEFT BLANK Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2006 3 AVIATION DEMAND FORECASTS 3.1 INTRODUCTION The purpose of this chapter is to provide updated forecasts of General Aviation (GA) activity for Renton Municipal Airport/Clayton Scott Field (RNT). General Aviation is a term used to describe all aviation activities except that conducted by the commercial air carriers and the military. This covers a broad range of activities including pilot training, business, recreational, agricultural, and charter aviation. GA airports serve a vital role in support of the nation's air transportation system. RNT is classified by the FAA as a General Aviation Reliever Airport. The airport is an important component of the regional airport system, serving the general aviation needs of the Seattle metropolitan area and southern King County, Washington. For most airports, forecasting is a key clement in the airport planning process. Forecasts are used for determining future airport requirements, analyzing alternative development plans, assessing possible environmental effects of proposed plans, and determining the economic implications or future growth and development. However, circumstances for RNT are a little different from many general aviation airports. The presence of Boeing 8737 aircraft manufacturing adjacent to and using airport facilities creates unique demands and operating requirements on the Airport. Under this Airport Layout Plan (ALP) Update study, aviation demand forecasts will be used as a basis for identifying long-range facility requirements for the Airport. The updated activity estimates for RNT arc prepared for the short, intermediate, and long- range time frames: 2010, 2015, 2020 and 2025, beginning with FAA Terminal Area Forecast (T AF) 2004 activity as the base year for the forecasts. 3.2 DEMAND ELEMENTS There are numerous kinds of activity that can occur at an airport on a daily, monthly, and yearly basis. The level and kind of activity depend upon many factors and usually reflect the services and facilities available to aircraft operators, the meteorological conditions under which the airport operates (daily and seasonally), and businesses located on the Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2007 Chapter 3 -Aviation Demand Forecast airport or within the community the airport serves. Based on these factors, the forecast for RNT includes based aircraft, aircraft operations, and aircraft fleet mix. Several additional forecasts are derived from these activities including aircraft operational mix and peaking. The following aviation activities have been addressed under the demand forecasts: + General aviation activity Based aircraft Based aircraft fleet mix Aircraft operations + Military operations + Total airport operations Itinerant, local, and instrument operations + Operations by aircraft type • Critical aircraft 3.3 HISTORICAL AVIATION ACTIVITY Historical FAA records of aviation activity at RNT are presented in Exhibit 3-1 through Exhibit 3-4 on the following pages. Included in the historical operations statistics are a limited number of large commercial aircraft take-offs and landings attributable to the Boeing aircraft manufacturing facility adjacent to the Airport. The actual number of these large aircraft operations can vary from year to year depending on Boeing aircraft orders and company production schedules. However, based on information in the RNT Business Plan, in 2001 B737s generated approximately 30 to 32 operations per month or 360 to 384 operations per year, approximately 90 percent of which are take-offs. During the same time period B757s generated on average four operations per month. The Boeing Company reports that, through August 2005, the backlog of unfilled 8737 orders amounts to 1,057 aircraft. At historical production rates, this amounts to a three year backlog in 8737 series aircraft production. In 2004, Boeing canceled production of the 8757 therefore no future 8757 activity is anticipated at the airport. Renton Municipal Airport/ Clayton Scott Field Master Plan lJpdate-Novemhu 2006 3-2 Chapter 3 -Aviation Demand Forecast Exhibit 3-1: Historical Aircraft Operations-1976 to 2004 ----- 200,000 180,000 160,000 • 140,000 C ! 120,000 100.000 1 80,000 Local Operations <! 60,000 40,000 20,000 1976 1981 1986 1991 1996 2001 Source: FAA Terminal Area Forecasts i I 800 700 600 500 400 300 200 100 0 1976 Exhibit 3-2: Historical Based Aircraft/Operations per Based Aircraft -1976 to 2004 , ' -, \ -' ' ' .., I ' ' ' ' I # \ .. ' ., ' ' 1981 1991 1996 2001 --Based ,Ajrcraft , Operations per Based Aircraft Renton Municipal Airport/ ClaJ·lon Scott Field Master Plan Update -November 2006 3-3 Chapter 3 -Aviation Demand Forecast Over the T AF reporting period from 1976 through 2003, RNT has experienced significant fluctuations in operations activity. The fluctuations appear to have been driven by changes in the level of operations per based aircraft. As depicted in Exhibit 3-3, while the number of based aircraft has slowly increased over the reporting period, the annual operations per based aircraft have shown substantial variation and a slow overall decline. By 2004, operations per based aircraft reached their lowest level of the reporting period. The variation in based aircraft operations is believed attributable to changing levels of flight training activity, borne out by the variation in local operations over the same period as shown in Exhibit 3-4. Exhibit 3-3: Historical Aviation Activity Itinerant Operations Year Air Carrier Air Taxi General Aviation Military Total 199,s__ _ 1 ________ 1, __ 6,_s, _______ --------------"-"-'-, ________________ ,s _1 .. ,1 ___ 1 __ ,3 __________________ _ 86 60,205 1996 87 875 43,962 1997 154 l.[02 34.808 1998 299 967 37.392 -----------+--------------- 1999 378 672 39,358 -----,--------------------------------------------- 2000 363 683 49.037 -----, _____ _ 2_0_0 __ 1 , ___ 4_0_6 2,375 41,353 2002 438 1,268 ............................... 2003 2004 189 203 638 939 41.681 37, l 38 35,669 55 44,979 ··-·-·----··-·-·----··-·-·-·-·---····-·- 35 36,099 91 38.749 143 40,551 105 50.188 261 44,395 74 43,461 38 40 38,003 36,851 Local Operations Genenl Aviation 85,033 Military 60 Total 85,093 Total Instrument Operations Operations 145,298 4,092 69,643 12 69,655 114,634 3.172 ·······-·-·-·-···-·-·--· .. -·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-··"···-·-· 61,179 22 61,201 97,300 2,983 62,810 16 62,826 101,575 3.292 65,952 6 65,958 106,509 3.335 81,054 65,810 69,779 58,332 50,375 ................................ 32 81,086 131,274 3.396 16 65,826 110,221 4,358 ...................... ···············--·- 20 2 69,799 58,334 50,375 113,260 4,121 96,337 ],280 ------------- 87,226 3,436 Exhibit 3-4: Historical Based Aircraft Year Single-Jet Engine Multi-Helicopter Other Total Based Engine Engine Aircraft 1995 263 0 21 0 0 284 1996 Not ~~P.?!!':.~.--N<?t .rc~?_r_l~<l. -----~~~-~.c-~?~!~~-·· Not_rcpo1:1cd ..... Not_ Rcp()~Cd ·-·-·-·-...... N.()t ... ~.~!)Orlcd ·-·-·-·-· ·- [997 263 0 0 0 284 1998 26) 0 0 0 284 1999 263 0 21 2 0 286 2000 263 0 21 2 0 286 2001 263 0 21 2 0 286 2002 263 0 21 2 0 286 2003 264 0 21 2 0 287 2004 265 0 21 2 0 288 Renton Municipal Airport/ C]ayton Scott Field Master Plan Update -November 2006 3-4 Chapter 3 -Aviation Demand Forecast Of note is that the current FAA TAI: only reports actual activity through 2003. Data for 2004 has been forecast. l lowevcr. a comparison of TAF forecasts with actual 2004 ATCT operations counts, available through the FAA Air Traffic Activity Data System (ATADS). are nearly identical to TAF 2004 forecasts. For continuity, TAF 2004 data has been used throughout this report in lieu of the actual 2004 AT ADS operations count. There are slight discrepancies in the reported number of based aircrati at the airport. The RNT Business Plan (2002) reported 290 based aircraft at the Airport in year 2000 compared to the FAA' s 286. The current 5010 Form for RNT (July, 2005) also lists 290 based aircraft at the airport, although the breakdown by type is different from both the FAA and Business Plan allocations. According to the current 50 IO Form, existing based aircraft at Renton break down is shown in the table to the right. Exhibit 3-5: Existing Based Aircraft Single-Engine__ _ ___ ----------~69_____ _ _ JelEngine ___________________ _ __________________ _ __ MuUi:Engine ___ _ 12 Helicopters---------------------------7 -· -------·--·-··--~- Othe_r(Glider) __ _ ___ _ ) Total Based Aircraft 290 Source: RNT 5010 Form, July, 2005 The existing number of based aircraft and fleet composition, as reported in the Airport's current 5010 Form, will be used as the basis for future demand forecasts in this analysis. 3.4 PREVIOUS AVIATION ACTIVITY FORECASTS The most recent aviation demand forecasts for RNT include those prepared under the FAA 's Terminal Area Forecasts, FAA Aerospace Forecasts, the Washington State Department of Transportation (WSDOT) Washington State Airport System Plan (WSASP), the Puget Sound Regional Council's (PSRC) 2001 Regional Airport System Plan (RASP), and the RNT Business Plan_ Not all of the previous forecasts address the same demand variables or use the same planning horizons_ The role or contribution of each of the previous forecasts is summarized below. 3.4.1 FAA TERMINAL AREA FORECASTS The FAA-s Terminal Area Forecast (TAF) is updated annually using records from the Airport Traffic Control Tower (A TCT). Forecasts are prepared for all airports in the United States based on national trends and local historical growth trends_ The T AF Renton Municipal Airport/ Clayton Scott Field ]\faster Plan Update -NoYember 2006 3-5 Chapter 3 -Aviation Demand Forecast represents the most current forecast data available. The projections made in the most recent Terminal Area Forecast are shown in the Exhibit 3-6. The T AF forecasts no local military operations and only 40 itinerant operations per year at RNT through the end of the forecast period. 3.4.2 FAA AEROSPACE FORECASTS The FAA prepares national forecasts of aviation activity to provide information to state and local authorities, the aviation industry, and the general public. Recent versions of these forecasts include the FAA Aerospace Forecasts (Fiscal Years 2005-2016), and the FAA Long-Range Forecasts (Fiscal Years 2020 to 2030). These forecasts are not airport specific but rather use long-term macro-economic trends to project industry-wide aviation growth rates and activity levels. The FAA forecasts the overall general aviation fleet to grow I.I percent annually through 2016 and 0.9 percent per year from 2017 through 2030. However. different segments of general aviation will grow at different rates. The differing growth rates are considered in the activity forecasts presented below. Exhibit 3-6: FAA Terminal Area Forecasts for RNT 2004 2005 2006 2007 2008 203 203 203 203 203 939 939 --------·---·- 939 939 ---·-"·----- 939 35.669 36.101 40 40 36,851 37.283 36533 40 37,715 36,935 40 38,117 ·--·---·-·--··-------·-·---·-·--·-·-··-··-·-·--······-····-····-·· 37.342 40 38,524 ....... , ___________________ 2009 40 203 939 37.753 38,935 39.351 2010 40 203 939 38,169 ------·----------···-··-···--··-·-····-······ 50.375 50.954 51,533 52.073 52,619 53J70 53. 728 2011 40 203 939 38589 39.771 54291 . -··-·--···-·--···-·- 2012 40 203 939 39,014 40.196 54.860 2013 I-___ :_:_: ____ ----·-'-·'·-'···-·-·-·----: _:_.: ___ ::. ________________ 4,_0_, _____________ ·-·· : __ :_• __ :_:: ________ 1_ 203 939 39.443 2014 40 I------------203 939 39,877 4L059 56.016 2015 40 203 939 40.316 41.498 56.603 2016 40 203 939 40.760 41,942 57J96 ,---·--·--·----------·------ 2017 40 203 939 41.209 42.391 57.796 2018 40 203 939 41.663 42.845 58,402 2019 40 203 939 42.121 43.303 59.014 2020 40 203 939 42.585 43.767 59.632 50.375 50.954 87,226 88,237 51.533 89,248 3.436 3,472 3509 288 289 290 -----·------·-------·-··-.. --·-·-.. ··--·-""""-··-·-····-·--·--·--·---· 52.073 90,190 52,619 91,143 53.170 92,105 ..................... 53.728 93,079 54.291 94,062 54.860 95,056 ---------------------···-- 55,435 96,060 56J}l6 97,075 56,603 98,101 57.196 99,138 57,796 100,187 58.402 101,247 59014 !02,317 59,632 103,399 3,544 291 -. ___ .................. . 3,579 292 -------------·---- 3,614 293 3.650 294 3.686 297 3,723 298 -·-··-·-··----·-·--·-·-·--······-·--·--·-·· 3,759 3,797 3,834 3.873 299 300 301 302 3.911 303 3,950 304 3.989 305 4,029 308 Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2006 3-6 Chapter 3 -Aviation Demand Forecast 3.4.3 WASHING TON ST A TE AIRPORT SYSTEM PLAN (WSASP) The State of Washington Department of Transportation/ Aviation Division maintains the Washington State Airport System Plan, which includes short-tenn forecasts as well as facility and capital programming data for public-use airports throughout the state. Although the WSASP reports 2002 based aircraft and operations data for RNT, forecast data for the airport is limited to 2005 based aircraft (275). As a result, the WSASP has little to contribute to this forecasting effort. 3.4.4 2001 REGIONAL AIRPORT SYSTEM PLAN (RASP) The RASP, prepared by the Puget Sound Regional Council (PSRC), employed a wide range of national, state and regional data and growth models to forecast aviation demand throughout the Puget Sound region on a county-by-county basis. The RASP then allocated projected regional demand among area airports and assessed the ability of each airport to accommodate its share of projected activity based on a set list of criteria. The RASP allocated the following aviation activity to RNT through year 2020. Exhibit 3-7: 2001 RASP Forecasts for RNT i Year Based Aircraft ! Aircraft Operations i I 1998 (Base Year) 240 100,710 2005 254 103,357 2010 263 I 05,288 2015 271 I 07,482 2020 278 109,482 Source: 2001 R,:gional Airport System Plan Renton Municipal Airport/ Clayton Scott Field Master Plan Update -November 2006 3-7 Chapter 3 -Aviation Demand Forecast 3.4.5 RNT BUSINESS PLAN The 2002 Business Plan for RNT presented demand forecasts for the airport through 2021. The forecasts were based on the 2001 RASP projections, with adjustments made to reflect changed conditions and circumstances since the RASP had Exhibit 3-8: RNT Business Plan -------------------- Year Based Aircraft 290 Aircraft Operations 137,589 141,841 2000 2001 2006 2011 2016 2021 ------------------------------------------------- 147,000 153,348 314 157,889 Source: RNT Business Plan been completed. Renton based aircraft were only projected for 2021, while Renton operations were forecast for 2006, 2011, 2016 and 2021. The Business Plan forecasts for the Airport are summarized in Exhibit 3-8 below. 3.4.6 SUMMARY OF PREVIOUS FORECASTS The recent aviation demand forecasts for RNT presented in the planning studies cited above are summarized in Exhibit 3-9 and Exhibit 3-10 below. Exhibit 3-9: RNT Operations Forecasts 190,000 ------ 170,000 -150,000 --.. --C --0 :;;; 130,000 I I!! --, " C. 0 110,000 j 0 _j .... 90,000 I 70,000 j 50,000 1985 1990 1995 2000 2005 2010 2015 2020 -RNT Bus. Plan -Historical --RASP --TAF Renton Municipal Airport/ Clayton Scott Field Master PJan Update -November 2006 3-8 Chapter 3 -Aviation Demand Forecast Exhibit 3-10: Summary of Previous Forecast . BasedAireraft Forecasts Op¢rntiil~s Fdr<\tasts Year FAA WSASP RASP RNT llus. FAA WSASP RASP RNT Bus. TAF Plan TAF Plan Forecast Base Year Data 1998 100,710 1999 240 2000 290 136,972 2001 2002 252 II 2003 287 96,337 Forecast Years 2004 288 87,226 2005 289 275 254 88,237 103,357 2006 290 89,248 141,841 2007 90,190 2008 2009 92,105 2010 93,079 105,288 2011 94,062 147,000 2012 95.056 2013 96,060 ---· . --·-- 2014 97.075 2015 301 271 98,101 l 07,482 ---·--,----,-- 2016 302 99.138 153.348 2017 303 100,187 2018 304 101,247 ----- 2019 305 102.317 2020 308 278 103,399 109,482 ... ········---·-··""'" 2021 314 157.889 Renton Municipal Airport I Cla)rton Scott Field Master Plan Update -November 2006 3-9 Chapter 3 -Aviation Demand Forecast 3.5 AVIATION DEMAND FORECASTS At RNT, the Airport Business Plan (December, 2002) relied heavily on the findings, methodology and conclusions of the RASP, which preceded it. The recommended forecasts for based aircraft and general aviation operations presented in the RASP were based on growth rates contained in the FAA long-range forecasts available at the time. The long-range FAA growth rates applied to the region were an average annual operations growth of 0.5 percent throughout the forecast period, and a 1.0 percent growth in regional based aircraft between 1998 and 2010, dropping to 0.85 percent per year growth between 2010 and 2020. However, the net growth rates for operations and based aircraft at Renton presented in the RASP forecasts differed from the regional rates due to how regional activity was allocated between the airports within the study area. 3.5.1 BASED AIRCRAFT FORECAST In selecting a forecast for the RNT ALP Update, five based aircraft forecast models were evaluated. The T AF, as well as the previous RASP and RNT Business Plan forecasts were extrapolated through 2025 by extending the overall long-term average annual growth rate through the end of the forecast period. Similarly, the existing FAA Terminal Area Forecast was also extended to 2025 using the same overall historical growth rate applied between 2004 and 2020. New based aircraft forecasts were prepared using the updated FAA national long-range growth rates for general aviation contained in the FAA Aerospace Forecasts (July, 2005), and by applying the RASP growth rate assigned to RNT to the actual existing based aircraft count. The RASP based aircraft growth rate, at 0. 7 percent average annual growth, is higher than the TAF and RNT Business Plan models, but lower than FAA national long-range growth projections. The based aircraft forecasts are presented in Exhibit 3-11 on the following page. Given potential future changes in the character of aviation act1v1ty at King County International Airport/Boeing Field (BF!), it would be reasonable to assume that RNT will absorb general aviation activity that is either displaced or chooses to relocate from BF!. Furthermore, in recent years the Boeing Company has released considerable airside acreage at Renton which is now available for other aviation-related development. It is believed that these factors will contribute to a higher growth rate in based aircraft at Renton over the forecast period. Renton Municipal Ai.-port / Clayton Scott Field Master Plan Update-~ovemher 2006 3-10 Chapter 3 -Aviation Demand Forecast The RASP Growth Rate (Base Adjusted) model is recommended as the based aircraft forecast for RNT. During validation tests. the model forecast 289 based aircraft at the Airport in 2004, and 291 in 2005. which correlate well with the actual 290 aircraft reported at RNT on the 2005 50 IO Form. 200s' (Actual) 2010 2015 2020 2025 AAGR Exhibit 3-11: Based Aircraft Forecasts l"J\)\L<ing.c;:, iLi::,isP . Range Gro;wtlf ... : Gfowth Rates . . . ~ate I 290 290 306 324 312 355 :i:i 5 1.0% ii· -0,7% FAATAF' Extrapolation 290 294 301 308 313 .'RisJ>' E~tl'llpoJatiort -(Baffd on. ·240, Altera ft in' 1999) 290 263 271 278 287 .......................... -·--··- 0.4% 0.7% 1 Original RAS!' growth rate applied to 2UU./ •fctual hased aircraji :: Forecast extrapolated to 2025 using same growth rule us preceding years. 3 As reported on 2005 5010 Form. 3.5.2 BASED AIRCRAFT FLKE:T MIX Renton Airport: Husities'.S: Plan 2 290 301 307 313 319 0.4% The following discussion allocates the based aircraft forecast, presented above, by aircraft type using FAA long-range forecasts for the general aviation fleet. The comparison of the existing Renton based aircrall lleet mix to current national averages. presented in Exhibit 3-12. indicates that the airport has a much higher proportion of single-engine aircraft. and lower percentages of multi-engine. turbo-jet and other categories (including experimental and sport aircraft), than found nationwide. However. the fleet mix allocation at RN! is expected to change in the years ahead. The RNT Business Plan carried forward the extensive analysis of the PSRC RASP relative to the allocation of future aviation demand within the region. The Business Plan produced a 2021 based aircraft lleel mix forecast for RNT. The 2021 fleet mix allocations hy percent Renton :Municipal Airport/ Clayton Scott Field ]\:Jaster Plan Update-November 2006 3-11 Chapter 3 -Aviation Demand Forecast are presented in Exhibit 3-13. For comparison purposes, the FAA electronic TAF model fleet mix forecast for 2020, the last forecast year in the model, is also presented in the exhibit Exhibit 3-12: Existing RNT Fleet Mix 7 0.3% 2.4% 6.9% 3.0% Turbo-Jet Rotorcraft Other 1 0.3% 20.9% ""···-·-·-·-·-·-····-·-···-·-·-·--.. ··-·--·------··-·--·-----·--·-·--·-·---·---·--.. ··-··-·-·--··-·-·--·-·-··········-·-·-·-·-·-·-··-- Total Based Aircraft 290 100.0% 100.0% Sources: RNT 50/0 Form, July 2005 FAA Aerospace Forecasts -2005 to 2016. July, 2005 Exhibit 3-13: Existing Fleet Mix Forecasts Single-Engine 92.8% 85.0% 91.9% .. -···-·-··-·-·-·-··-· .. ··----·-·---·--·-·-·· .. -··-·-·--·--·--·-···--·--·-·--·····--·-·-·-·--·-·-·-·-·---····-··-·-·-·-·· .. ··-·-·-·--·--·----------··--·-·-·------·--····-----·-·-·---····-·-·--·---·-·-·-·-·---·-·-·--·- Multi-Engine ------------------------------ Jet Engine ___ ---·----· ·-------·-·--·-- I lelicopters Other (Exp/Sport/Glider) Total .'·)ources: RNT Business Plan FAA Electronic TAF 4.1% 0.3% 2.4% 9.9% 3.2% 1.9% 0.3% 0.0% . --·--·--·--·-·----·-------------·--------·--·--·--·--·-----·-·--·----·-·--·--·-------·-·--···--·------·-·-·--··--· 100.0% 100.0% 7.5% 0.0% 0.6% 0.0% 100.0% The RNT Business Plan fleet mix forecast is accepted as the more accurate representation of future based aircraft fleet composition for the airport. This fleet mix allocation is the result of extensive analysis of regional demand in the PSRC RASP and the RNT Business Plan. The high level of operations, land area constraints and the potential emphasis of King County International Airport/Boeing Field on large commercial aircraft activity is Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2006 3-12 Chapter 3 -Aviation Demand Forecast expected to contribute to relocation of smaller general aviation and corporate/business aircraft to other airports, and RNT in particular. Furthermore, strategic business objectives of the RNT Business Plan and more recent Airport Development Study (2005) target the capture of more corporate/business aviation activity at RNT in the future as well. As a result, the higher percentages of multi-engine, turbo-jet and rotorcraft aircraft represented in the RNT Business Plan forecast appear reasonable. The based aircraft fleet mix forecast is presented in Exhibit 3-14 below. The fleet mix forecast is derived from the RNT 13usiness Plan fleet mix allocations discussed above. Exhibit 3-14: Based Aircraft Fleet Mix Forecast Aircraft Type 2005 2010 2015 2020 2025 No. 2(,9 272 274 276 278 Single-Engine % 92.8°--;) 90.3% 87.9% 85.5% 83.0% No. 1c 18 24 31 38 Multi-Engine (% 4.1 1\u 5.9 1X1 7.TYO 9.5 1% 11.3% No. 4 7 10 13 Jet Engine ~/0 O .. Y\i 1.2()/o 2.1% 3.0% 3.9% ------------- No. 7 7 7 6 6 Helicopters ~/u 2.4()/;) 2.3% 2.1% 1.9% 1.8% Other No. 0 0 () ( Exp./SporliG lid er) % OY:-·o 0.2% 0.1%1 0.0°/i1 o.orYo No. 290 301 Total Based Aircraft 312 323 335 % 100.0 1~~ 100.0% 100.0% 100.0% 100.0% 3.5.3 AIRCRAFT OPERA TIO NS FORECAST This element of the forecasts projects aircraft operations occurring at the airport over the course of the 20-year planning period. Historically, Renton Airport has experienced significant fluctuations in operations activity from year-to-year. The fluctuations are driven primarily by significant swings in aircraft utilization rates (operations per based aircraft) and local general aviation operations. As already noted, this pattern likely reflects dramatic changes in the level of flight training activity at the airport. Renton Municipa] Airport/ Clayton Scott Fie]d Master Plan Update -November 2006 3-13 Chapter 3 -Aviation Demand Forecast Seven operations forecast models were explored. Three of the models extrapolated the RASP, Renton Business Plan and existing T AF forecasts to 2024 based on their average annual growth rates in the preceding years. Three additional forecasts applied the operations growth rates contained in the existing Terminal Area Forecast, the RASP, and the Renton Airport Business Plan to the 2004 Renton aircraft operations. The final forecast model applied an annual operations per based aircraft ratio, as calculated from the existing T AF, to the recommended based aircraft forecast presented above. As calculated from the TAF, operations per based aircraft are expected to grow from 303 to 339 over the forecast period for an average annual increase of 0.6 percent. The operations forecast models are presented in Exhibit 3-15 and Exhibit 3-16. 0 C 0 I C. 0 ~ ... 3-14 170,000 160,000 150,000 140,000 130,000 120,000 110,000 100,000 90,000 80,000 70,000 1995 Exhibit 3-15: Aircraft Operations Forecasts 2000 -1-istorical -FAATAF -RASP -RASP Growth Rate 2005 2010 2015 2020 -RNT Business Ptan Growth Rate -RNT Bus. Plan -FM Long-Range Gro'Mh Rate -Ops per Based 2025 Renton Municipal Airport I Clayton Scott Field Master Plan Update-November 2006 Chapter 3 -Aviation Demand Forecast Exhibit 3-16: Aircraft Operations Forecast Models 1rn]({)l RN'l':n ... t-.... TAF ' ~ffiipl>l$fio• _·, E:rttapolation 2004 87,226 87.226 Actual R~SP FAAt-R Extrapolation Gro~it11: Rat~ 87.226 87.226 RASP Base Adjusted Grol'·th Rate. RNT Bus. Plan Ops J>cr Bm Adjusted Based GrGWtb Rate Ai#a_ft 87.226 87,22!> -·--····-·····--··---····-------------- 87.226 87.837 88.451 89.071 89.694 90.322 90.954 91.591 92.232 92,878 93.528 94.182 94,842 95.506 96,174 96.847 97.525 98.078 98.722 99.365 100.009 l 00.653 0.7% 2005 140,991 88,237 IO.Lh7 87,837 .... -·····--·-·-··"-""' ______ ----- 2006 141,841 89,248 103.743 8&.451 ------------···-····--·-·-·--·········- 2007 142.873 90,190 104.129 89.071 89.959 ,, :/f%1' ....... ··-········· '-"••" -·· . ~ .' --.. ·-···- 2008 143,905 91,143 104.5!6 89.694 90.990 -------_ ----· _ 92.,1© ·--,,, 2009 144,936 92. 105 !04. 902 90-322 2010 145,968 93,079 1 ()5_288 90,954 -_______ .,_, __ ,,_ 92.022 93,054 94.086 95.155 9(1225- 97,295 98,364 99.43'l I 00.542 ... ---,~;~-~-:.' __ __ . -;_ 95;1J0'.0 '!i6'.u1.: 2011 147.000 94,062 2012 148,070 95,056 ----- 2013 149,139 96.060 ,,.. -···------.................................... _,,, ___ - 2014 150209 97.075 2015 151,278 98.l O 1 2016 I 52-348 99JJ8 -··-····-·--···-···-···---·--''"····--------- 2017 I 53.456 JOO. 187 2018 154.564 101,247 -----------·-···· 2019 155.673 102.317 2020 156_ 781 103.399 ·-···················-·"····"·- 2021 157,889 I 04.210 -----------------------····--·-··--··········· 2022 160.519 105.215 2023 161,922 106.220 2024 163.325 I 07.224 2025 164,728 108,223 AAGR 3.1% ' 1.0% l 05.727 91_591 106.166 92.232 ]()(,_(,04 92.878 107.0-U 93,528 107.-432 94,182 107.882 94,842 lU8.2!C 95.506 108.682 96.174 109.082 96,847 J()l)..182 97,525 109.83() 98,208 110.2.12 98,895 110.6T.' 99-588 IIUJ:l'l 100.285 I J l.997 100.987 1.2% ' 0.7°/o ,. .• ·-.· .. -~.,..,,._ .... :,,, .97,479 -_ 9U66 .. -----···--·--··-··· 100,275' ·"" .. --···------ 101.705 . ---·-·-------·-----·-----· 103.157 101.650 ___ ,,,,_,,106,129L_ I 02. 758 ______ , ___ 107.647 __ _ 103.867 108,480-- 104.975 105.832 -_________ ,,_,, __ 106.887 107.942 109.095 1.1% ··----··-_;-·, .... -..... 1 OriginaljOrecasl growth rate was lower. A,·erage Annual Growth Rate calculated based on rate required to grow activity from actual 2004 levels to ex!rapoluted 202./ activity levels based on ori,;inaljOrecaSI. The recommended operations forecast for RNT is the Operations Per Based Aircraft ModeL The average annual growth rate in operations, while higher than the current TAF, results in operations levels close to the extrapolation of the original RASP forecast The current Tenninal Area Forecast for RNT projects operations per based aircraft growing at an average annual rate of 0. 7 percent The recommended operations forecast also reflects an average annual increase in the rate of operations per based aircraft to grow at 0.7 percent annually over the forecast period. The higher number of based aircraft reflected in the recommended based aircraft forecast account for the additional operations beyond those forecast under the FAA T AF. Even so, by 2025 the recommended operations forecast only exceeds the T AF Extrapolation by 7.3 percent Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2006 3-15 Chapter 3 -Aviation Demand Forecast The RASP calculated the Annual Service Volume (ASV) ofRNT to be 230,000 annual operations. This is consistent with the recommendations of FAA Advisory Circular 150/5060-5, Airport Capacity and Delay. Consequently, the recommended operations forecast of 116,000 annual operations in 2025 amounts to only approximately 50 percent of the estimated annual operational capacity of the airport. 3.5.4 LOCAL AND ITINERANT OPERATIONS Historically, between 1976 and 2003, local operations averaged 62 percent of total operations, while itinerant operations averaged 38 percent. The current FAA TAF for RNT forecasts local/itinerant operations at the airport to maintain a consistent 5 8 percent/42 percent split through 2020 -reflecting an anticipated increase in the percentage of itinerant activity. As the percentage of more sophisticated business-use aircraft locate at the airport, it is reasonable to assume that itinerant operations will increase and local training operations will constitute a smaller share of total operations. The T AF percentage allocation oflocal versus itinerant operations has been applied to the future operations forecast and is presented in Exhibit 3-17. Exhibit 3-17: Local and Itinerant Operations Forecast Local Operntions .. ________ S_?,?~1-___ ... ?~-'~-3~ _____ ?_!~~-__ 62,918 Itinerant Operations _____ ----·····-···-36,635 40,072 42,716 45,561 Total Operations 87,226 95,410 101,705 108,480 3.5.5 CRITICAL AIRCRAFT 67,403 48,809 116,212 The previous master plan for RNT cited the Beech King Air as the critical aircraft for the airport. The Beech King Air (C90) and Super King Air (B200) are assigned a B-11 aircraft classification under the FAA's Airport Reference Code (ARC) system. The B-11 ARC classification for the airport will also accommodate a range of corporate business jets. The runway length at RNT will be a limiting factor to Approach Category C business/corporate jets, many of which have take-off requirements close to, or greater than the available runway length at the airport. The Boeing 73 7 activity at the airport docs not generate sufficient operations to be classified as the critical aircraft for the Renton Municipal Airport/ Clayton Scott Field Master Plan lJpdate-November 2006 3-16 Chapter 3 -Aviation Demand Forecast airport (i.e. 500 itinerant operations per year). Consequently, it is recommended that the Airport Reference Code remain B-ll throughout the forecast period. 3.5.6 INSTRUMENT OPERATIONS An instrument operation is defined as an arrival or departure of an aircraft in accordance with an IFR f1ight plan or Special VFR procedures, or an operation where !FR separation between aircraft is provided by a terminal control facility. There arc three classifications of instrument operations: + Primary instrument operations are those departing or arriving at the primary airport -normally the airport at which the approach control facility is located. • Secondary instrument operations are departures or arrivals at all secondary airports, and + Overflights in which an aircraft transits an area without intent to land. Given the absence of an approach control facility at RNT, instrument operations are assumed to be comprised of Secondary instrument operations and/or overflights. Historically, instrument operations at RNT have ranged from 2.6 percent in the mid- 1970s to as high as 4.0 percent of total operations in 200 I. The FAA TAF forecasts instrument operations to remain at a static 3. 9 percent of total operations through 2020, which translates into a 1.0 percent average annual growth rate over the forecast period. However, extending the historical trend line of instrument operations at RNT through 2020 suggests they will constitute 4. 1 percent of total operations by that time, and 4.3 percent of total operations by 2025. The FAA long-range forecasts assume general aviation instrument operations will grow 1.5 percent annual through 2016, then increasing to 2.1 percent annual growth through 2030. Applying FAA long-range planning growih rates results in instrument operations growing from 3 .4 percent of total operations in 2003, to 5.0 percent in 2025. Renton !\.fonicipal Airport/ Clayton Scott Field !\'laster Plan Update-November 2006 3-17 Chapter 3 -Aviation Demand Forecast Exhibit 3-18: Instrument Operations Forecast FAA TAF Model 3,436 3,741 3,975 4,229 Historical Trend Model 3,436 3,567 3,985 4,446 4,53] I 4,972 5,789 -··-·-· .. ·-·----------·-----------------·---------·-·-----------···-·----......... -·--·-·-·-·-·-·-·-·-··-····-·--···--·-··-·---·--·-·--·-·---------------- FAA Long-Range Growth Model 3,436 3,605 4,140 4,871 Source: URS Corporation Note: 1 Extrapolated from growth rale in prior fhrecast years. The FAA Long-Range Growth Rate Model forecast of instrument operations at RNT has been selected as the recommended forecast. 3.5.7 MILITARY OPERATIONS Military operations are not market driven and therefore are independent of normal forecasting methodologies. The current FAA T AF projects a static 40 annual itinerant military operations and no local military operations at RNT through 2020. To the extent that past military operations contributed to the historical data used in developing total aircraft operations forecasts presented above, it is assumed that the 40 annual itinerant military operations are factored into the recommended operations forecast. 3.5.8 SUMMARY OF FORECAST ACTIVITY The forecasts presented in this chapter have been developed with information and historical data through the year 2004. Exhibit 3-19 presents a summary of the forecast total operations at Renton Municipal Airport/Clayton Scott Field through the year 2025. The Renton Municipal Airport Development Study (May, 2005) articulates the City's goal of increasing RNr s share of regional corporate aviation activity. particularly the large twin- Year 2004 (base) 2010 2015 2020 2025 Exhibit 3-19: Forecast Summary 50,591 55,338 58,989 62,918 67,403 ..J1ili!tilme11l Based - /.;())_>lirati<>DS Aircraft 36,635 87,226 3,436 290 ·········-········--·-········--···-···········-···--········-·--·-··--·-·-·-······---------··-····-··-··-··-··· 40,072 42,716 95,410 3,605 30 I --·-· ·---·····-······-----·--·----··············-·--······--·-···············-·-········ 101,705 4,140 312 45,561 108,480 4,871 323 -----·-······- 48,809 116,212 5,789 335 Note: Totals may not sum due to rounding. Renton Municipal Airpo.-t / Clayton Scott Field Master Plan Update-November 2006 3-18 Chapter 3 -Aviation Demand Forecast engine and jct market segments. The facility requirements and alternative evaluation phases of this ALP Update will explore facility development scenarios reflecting increased corporate aviation presence at the Airport. The selected development alternative will be reviewed relative to potential implications, if any, on the aviation demand forecasts presented here. Adjustments to these forecasts, if necessary, will be identified at that time. Renton Municipal Ai.-port / Clayton Scott Field Master Plan lJpdate -November 2006 3-19 4 FACILITY REQUIREMENTS 4.1 INTRODUCTION The purpose of this chapter is to determine the ability of the existing airside and landside facilities at the Renton Municipal Airport/Clayton Scott Field (RN!) to accommodate the future aviation activity levels presented in the previous chapter. The chapter will identify facility deficiencies and note improvements needed to meet the demand. Improvements are identified for those facilities that do not accommodate the forecast activity levels and the resulting requirements are prioritized over the forecast period based on anticipated demand and relative importance to the continued safe, efficient operation of the airport. Recommended improvements are allocated across three planning periods; short-range needs (present to five years), intermediate-range needs (six years to ten years), and long-range needs ( eleven years to twenty years). These planning time frames are estimates based primarily on the aviation demand forecasts. In most instances, the need for an improvement is tied to actual demand or need as it occurs and not to the time frame indicated in this analysis. In addition, where existing facilities do not meet FAA design criteria, measures required to achieve compliance are identified. 4.2 REQUIREMENTS ASSESSMENT Identification of airside and landside capacity and requirements for the airport are determined using planning guidelines and quantitative techniques set forth in FAA Advisory Circulars, the FAA Airport Design computer program and the Code of Federal Regulations (CFR). Airport facilities not specifically addressed in FAA planning documents are evaluated based on accepted industry standards. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-February 2004 Chapter 4: Facility Requirements 4.3 AIRPORT REFERENCE CODE AND CRITICAL AIRCRAFT The FAA uses the wingspan and approach speed of aircraft regularly using an airport to define the Airport Reference Code (ARC). The Airport Reference Code relates aircraft operational requirements to design standards that are applied to various components of the airfield. Aircraft used as the basis for determining the ARC are known as the airport's Critical Aircraft (also referred to as the Design Aircratl). The Critical Aircraft selected for the airport reflects the operating requirements of the most demanding aircraft expected to generate 500 or more itinerant operations per year (take-offs and landings). The Critical Aircraft can be a family of several similar aircraft or a composite of aircraft representing different wingspans and approach speeds. When using a composite aircraft to define the Critical Aircraft, the mix of aircraft operating at the airport influence which FAA design standards arc applicable. Current and future aircraft activity is considered when defining a composite Critical Aircraft. Each ARC has a corresponding set of FAA design standards which specify airport configuration and geometry. FAA design standards for the RNT Critical Aircraft and its associated ARC are discussed below. The aviation demand forecasts, presented in the preceding chapter, for RNT recommend retention of the existing Critical Aircraft, the Beech King Air (C90)/Super King Air (8200) series twin-engine corporate/business turbo-prop aircraft. This aircraft is assigned an ARC classification ofB-11. The B-IT ARC category also includes a variety of aircraft in the corporate/business jet fleet. Assigning a 8-II ARC to RNT does not preclude larger aircraft from using the airport. Rather, it simply means that the forecasts do not anticipate a sufficient number of itinerant operations by the larger aircraft to meet the Critical Aircraft definition. The 8-II ARC at RNT applies through the end of the forecast period, 2025. 4.4 AIRSIDE FACILITIES The airport's Airport Reference Code (ARC) determines which FAA clearance and dimensional standards are applied to the layout of the runway and taxiway facilities. Renton Municipal Airport I Clayton Scott Field Master Plan Update -February 2004 4-2 Chapter 4: Facility Requirements Based on an ARC of B-11, the standards applicable to RNT are reflected in Exhibit 4-1 below. Exhibit 4-1: Airport Design Airplane and Airport Data-Runway 15-33 Descriptor Aircraft Approach Category ___ _ Airplane Design Group Critical Aircraft Airplane wingspan (max. B-11 ARC) Primary runway end approac~ _v_isibility minimu'!ls are: _O~~-~-~ _1:1-ln~~~y e_1~~ _a_pp~()~-~~_vj~j~jlity minimums are: Airplane undercarriage wi~t~_!_!_ 15 x main gear track) Airport elevation __ _ Airplane tail height B II Beech King Air C90IB200 78.99 Not lower than I mile Not lower than 1 mile 15.00 feet 29 feet 14.8 feet Source: FAA Airporl Designjbr A4icrocomputapro[;ram (version 4.2D). Runway and Taxiway Width and Clearance Dimensions -Runway 15/33 Des(riptor Existing Facility Runway centerline to parallel runway centerline simultaneous operations when wake turbulence is not treated as a factor: VFR operations with no intervenin_g -~a~~\vay '(~R operations with_ ?~e-~nterv~_Et_i_I!_~ taxiway VFR operations with twc,_ inle_rvcn_i_ng ta_xiv,'ays !FR approach and departure with approach to near threshold NIA NIA NIA NIA 700 feet 700 feet -------------- 700 feet 2,500 feet less I 00 feet for each 500 feet of threshold stagger to a minimum of 1,000 feet. Runway centerline to parallel runway centerline simultaneous operations when wake turbulence is treated as a factor: VFR operations --------- !FR departures IFR approach and departure with approach to near threshold !FR approach and departure with approach to far threshold _!FR appro_~a::_c::_'h::_c::_s _________ _ NIA NIA NIA NIA NIA 2,500 feet 2,500 feet 2,500 feet 2,500 feet plus I 00 feet for each 500 feet of threshold stagger. 3.400 feet Renton Municipal Airport/ Clayton Scott Field Master Plan Update-February 2004 4-3 4--4 Chapter 4: Facility Requirements Runway centerline to parallel taxiway/taxilane centerline Runway centerline to ed15e of aircraft parking Runway width . ·--·--------·---- Runway shoulder width Runway blast pad width 303 feet 200 feet --------------- 10 feet NA NA Runway blast pad length Runway safety_area width ______________ _ Runway safety area length beyond each runway end or stopway end, whichever is greater 150 feet 300 feet 240 feet 250 feet 75 feet 10 feet ---- 95 feet 150 feet 150 feet 300 feet Runway object free area width 500 feet 500 feet ----------------·-··-·-- Runway object free area length beyond each runway 300 feet 300 feet end or stopway end, whichever is greater Clearway width _________________ _ NA 500 feet NA 75 feet Runway OFZ width 400 feet 400 feet Runway OFZ length beyond each runway end 200 feet 200 feet _ Inner-approach OFZ width 400 feet 400 feet ----------------- 1 n n er -approach OFZ length beyond approach light NA 200 feet system ------------ Inner-approach OFZ slope from 200 feet beyond threshold NA 50:1 Inner-transitional OFZ slope NA 0: 1 Width 200 feet from runway end 500 feet 500 feet Width 1200 feet from runway end Length 800 feet 1,700 feet Width 200 feet from runway end 500 feet Width 1200 feet from runway end 700 feet Length 1,000 feet Width 200 feet from the far end of TORA 500 feet Width 1200 feet from the far end of TORA 700 feet Length 1,000 feet Distance out from threshold to start of surface 700 feet 1,000 feet 500 feet 700 feet 1,000 feet 500 feet 700 feet 1,000 feet 0 feet Renton Municipal Airport/ Clayton Scott Field Master Plan Update -February 2004 Chapter 4: Facility Requirements Width.of surface_at start of trapezoidal section Width of surface ~-t_~~d of trapezoidal section Length ~[trapezoidal sectiOfl_ Length ofrectangular section 400 feet 1.000 feet 1,500 feet 8,500 feet ------·------ 4.5 Slope of surface "<i:ii~hl>ld surface at otberrunwayi~,k ~~---~'--'-==~=~~- Distance out from threshold to start of surface _ \Vi_dth_of_s_urface at start of trapezoidal section Width ofsurfac_~ at end oftrap_ezoidal section Length of trapezoidal section _ Length of rectangular section --------·--------- Slope of surface Taxiway centerline to parallel taxiv.:ayitaxilane centerline Taxiway centerline lo fixed or movable object ---·------------------------ Ta:>,'.~lane -=~~t=~~ne_~_o_parallel !~~~lane centerline ~xil_ane ce!1_~~~~ to ~~ed_~r mm;ablc-object Taxiway width ---------- __ Ta_)(iway shoulder widt!,_ __ __ Taxiw_?r safety ar_ea wid!_h ____ _ Taxl'vay object fi-ee a_r:ea width T~ilane object free area width __ Taxiway edge safety margin Taxi_~~)'_ ~ingtip cl_~_ara~~--- Taxilane wingtip clearance NA NA 50 feet 115 feet Source: FAA Airport Desi,;nfor Aficrocompwcr program (version ./.2DJ. LIGHTING No changes are recommended to existing runway lighting. 4.6 PAVEMENT MARKING 20:1 0 feet 400 feet ------------- 1,000 feet 1,500 feet 8,500 feet 20:1 105 feel 65.5 feet 97 feet 57.5 feet 35 feet IO feel 79 feet --------- 131 feel 115 feet 7_5 feet 26 feet 18 feet Current pavement markings are to be maintained unless the runway thresholds are relocated due to the revisions to the blast fence on Runway 33. Renton Municipal Airport/ Cla~·ton Scott Field Master Plan Update -February 2004 4-5 Chapter 4: Facility Requirements 4.7 NAVAIDS Airport navigational aids, including non-precision instrument approaches and, airport lighting, and weather and airspace were detailed in the inventory chapter of this plan update. The following sections detail improvements that may be needed. • Relocate Runway 33 PAP!s if runway 33 threshold is moved. • Upgrade A WOS to ASOS (Note: According to FAA Order 6560.20B -Siting Criteria for A WOS Systems -minimum location distance from runway centertline to sensors for Visual and Non-precision Runways is 500 feet. Existing distance is 408 feet. Cedar River hangars to south may be too close for wind sensor. • Install ceilometer • Relocate segmented circle to make way for new cast side development. 4.8 APPROACH AREA REQUIREMENTS AND RUNWAY PROTECTION ZONES Approach slope and runway protection zone standards are determined by the FAA. For runways accommodating precision instrument approaches, the approach slope ratio is 50: 1. For runways providing non-precision instrument and visual approaches, the slopes are 34:1 and 20:1 respectively. The Runway Protection Zone (RPZ) is a trapezoidal area at ground level representing the innermost portion of the approach surface to the runway end. The specific dimensions are defined by the aircraft operations and type to be conducted on the runway. If separate take-off and landing distances are identified for a runway, such as when a displaced threshold exists, separate RPZs are defined for the landing and departure ends of the runway. An RPZ begins 200 feet beyond the runway threshold and is centered along the extended runway centerline (for non-paved runways, it begins at the landing/takeoff surface). Its function is to enhance the protection of people and property on the ground through airport owner control over the RPZ area. Where practical, the airport should own the property under the approach and departure areas to at least the limits of the RPZ. It is desirable to clear the RPZ area of Renton Municipal Airport/ Clayton Scott Field Master Plan Update -February 2004 4-6 Chapter 4: Facility Requirements incompatible objects and activities. While it is desirable to clear all objects from the RPZ, some uses are permitted, provided they do not attract wildlife. The F Ai\ recommended dimensions for RNT Runway Protection Zones and approach slopes are shown in Exhibit 4-2. Exhibit 4-2: Approach Slope and Runway Protection Zone Dimensions Slope Length Existing Approach 15 34:l 500 10,000 Dimensions 1 : ---··-- 33 20: I 500 5,000 Existing RPZ 15 NJ\ 500 1,700 Dimensions: 33 NA 500 1,000 Future Approach IS No Change No Change . 1'l<l <:'hange Dimensions: 33 34:l 500 I0.000 Future RPZ 15 NA No Change __ __ r-:!_~ ~hange ------------. Dimensions: 33 NA 500 1,700 1 Approach surface starts at the end of the area usah/efor takeoff and landing. NA -Not Applicable Wiilihat Outer End (feet) 3,500 1,500 l.OIO 700 No ~han~e __ 3,500 No Chan_~_e ___ l.010 The Runway Protection Zones extend off airport property on both the north and south ends of the runway. Therefore, neither RPZ falls completely within the control of the airport. On the south, the RPZ extends across Airport Way South, a major arterial, and the minor arterials of South Tillicum and South Tobin Streets. The southern boundary of the south RPZ falls in the middle of an athletic field complex. Land uses within the south RPZ include commercial businesses. residential uses and public facilities/open space. Previous plans for the airport indicate the Iong-tenn goal of acquiring the property beneath the south RPZ. This is a sound recommendation and should be implemented as the funds and properties become available. Off the north end of the runway. the RPZ extends out over the surface of Lake Washington. Little action is required to protect this RPZ other than to inform boaters, particularly operators of large sailboats with tall masts, of the RPZ' s existence and the need to keep clear of the area. Renton Municipal Airport/ Clayton S('oU Field Master Plan Update -February 2004 4-7 Chapter 4: Facility Requirements 4.9 RUNWAY SYSTEM CAPACITY The capacity of the airfield is a measure of the theoretical maximum number of aircraft operations that can be accommodated on the airfield, or its components, over a specified period of time. The most widely accepted methodology for determining airfield capacity is described in FAA Advisory Circular 150/5060-5, Airport Capacity and Delay. The methodology presented in FAA Advisory Circular 150/5060-5 evaluates airfield capacity in two ways: • Hourly Capacity of Runways: The theoretical number of operations that can take place on the runway system in one hour. Hourly VFR and !FR capacities for a runway are based on calculations of runway-use configuration, percent arrivals, percent touch-and-go, taxiways, airspace limitations, and runway instrumentation. • Annual Service Volume (ASV): An estimate of the airport's annual capacity in terms of aircraft operations. The ASV accounts for differences in runway use, aircraft mix, weather conditions, and other factors that can occur over a year's time. Although a full-scale analysis of RNT' s hourly and annual operations capacity was beyond the scope of this study, reviews of forecast activity against previous ASV determinations and FAA hourly capacity estimates were conducted. The 2001 PSRC RASP determined that Renton Municipal Airport/Clayton Scott Field has an annual service volume of 230,000 operations. Existing annual operations at the airport constitute less than 40 percent of the ASV, and 2025 forecast operations only amount to 50 percent of this total annual capacity. Furthermore, reference to FAA Advisory Circular 150/5060-5, Airporl Capacity and Delay suggests RNT could be expected to have a capacity of 98 VFR operations and 59 !FR operations per hour. Based on the demand forecasts, peak hour VFR operations at RNT are expected to grow from 34, or 34 percent of hourly capacity in 2005, to 44 operations or 45 percent of hourly capacity in 2025. Given the lack of precision instrument approach capability at RNT, and the predominance of single-engine aircraft at the airport, a low percentage of which are typically instrument equipped, hourly !FR demand at RNT has not been calculated. However, !FR hourly demand is anticipated to be well below VFR peak hour demand and will constitute only a small percentage of hourly !FR capacity. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -February 2004 4-8 Chapter 4: Facility Requirements In conclusion, RNT is expected to operate well within its capacity limitations through the forecast period, 4.10 AIRCRAFT TIEDOWN AND STORAGE An assessment of aircraft tiedown and storage capacity depends on the distribution of aircrati between open tiedown positions and enclosed T-and conventional hangar spaces, Cross-referencing the existing RNT Airport Layout Plan with recent aerial photographic coverage of the airport, there are 170 dedicated tiedown positions, 78 individual aircraft hangars and two conventional hangar structures, Previous studies indicate a total of 85 aircraft hangar positions, which suggest seven aircraft are accommodated between the two conventional hangars, The airport aerial photographs also reveal additional informal aircraft parking at various locations around the airport, Of the 290 RNT based aircraft reported in 2005, it is assumed that 85 are accommodated by the existing T-and conventional hangar spaces, 170 are located in the dedicated open tiedown positions, and 35 are parked elsewhere on private lease areas around the airport. Airport management reports that all aircraft hangars are occupied and there is continuing demand for additional hangar space. Assuming 85 aircraft hangar positions, aircraft under cover constitute approximately 30 percent of the existing based aircraft. For planning purposes, it is assumed that by the end of the forecast period in 2025, 50 percent of based aircraft owners will prefer enclosed hangar space rather than open tiedown to provide greater security and protection for their aircraft. As a result, the future distribution of based aircraft between open tiedowns and aircraft hangars is projected as follows: Exhibit 4-3: Aircraft Ticdown and Hangar Allocations 01!£1i -Tied owns Year •<Based Aircraft Positions % Based Reqnired Aircraft Change 2005 290 205 70% 33 85 30% 0 20 I 0 301 196 650,/l) 26 105 35% 20 ------- 2015 312 187 60 1~/o 17 125 40% 40 -------- 2020 323 178 sso,,-u 8 145 4Y% 60 ------ 2025 335 168 50~/o -2 168 50% 83 Renton Municipal Airport/ Clayton Scott Field Master-Plan Update -Febrnary 2004 4-9 Chapter 4: Facility Requirements To calculate the future tiedown apron area required, the projected number of tiedown positions is multiplied by a "planning factor" reflecting the area required for each tiedown position on the apron. The FAA Advisory Circular 150/5300-13, Airport Design recommends allocating 300 square yards (2,700 square feet) of tiedown apron per based aircraft. This "planning factor" correlates well with the existing tiedown aprons at RNT which average approximately 272 square yards per aircraft -including allowances for taxilanes and required clearances. Consequently, the F AA's recommendation of 300 square yards of apron per tiedown position has been used in this analysis. Applying FAA planning recommendations to the 205 existing based aircraft occupying open parking positions at RNT, suggests that a total of 12.7 acres of open aircraft parking would be required if all aircraft were parked on dedicated tiedown aprons. Furthermore, applying the FAA guidelines to the 170 existing public apron tiedown positions suggests they could be accommodated on IO .5 acres. At present, RNT has approximately I 0.9 acres of apron parking dedicated to 170 public aircraft tiedowns, slightly more area than the I 0.5 acres suggested by application of FAA planning criteria. However, given that several of the tiedown areas accommodate only a few aircraft, efficient use of apron space is likely less than possible with larger aprons. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -February 2004 4-10 Chapter 4: Facility Requirements Long-range tiedown apron requirements for RNT and the land area required are presented in Exhibit 4-4. This projection assumes all based aircraft using open parking will eventually be located on a designated tiedown apron. Not reflected in the ticdown apron projections is transient parking apron. which will be addressed separately. As is evident, the number of open tiedown positions and the land area required to accommodate them decline over the planning period. based on the assumption that a higher percentage of the based aircraft will be stored in enclosed hangars. Even so, this estimate 1s conservatively high as I 7 percent of the existing 2005 based aircraft stored Exhibit 4-4: Aircraft Tiedown Area Requirements 2005 (t:"'.isting) 2010 2015 2020 2025 Ba@: TiedQWD:i:t:, }[j~~,~ij\;i;i~ji'.J;i:7; AiretJ,ft Posit_ionaf', (~~'!'~ y •rdkj ' . 290 205 61,500 ------- 301 196 58.800 -- 312 187 56.100 323 178 53.400 335 168 50.400 12.1 11.6 11.0 10.4 1 Fstimated hased on existing 10.9 acres of designaJed Liedown apron and FAA guideline of 300 sq. yds. per aircraft ji,r those parkr!d elsewhere on airport outdoors are located on private lease areas. Consequently, the present level of open aircraft parking at RNT represents the peak demand over the 20 year forecast period. Apron parking for transient aircraft is determined separately from based aircraft tiedown requirements. The following method was employed in calculating the number of aircraft that will require transient tiedown parking spaces. The resulting requirement for transient aircraft apron is shown in Exhibit 4-5. + Determine the average day number of itinerant aircraft operations ( derived from the demand forecasts). • Convert the itinerant operations to the number of arrival aircraft by dividing by two. + Divide the number of aircraft performing itinerant operations by two to account for the fact that some itinerant operations are performed by based aircraft. + Assume that no more than 50 percent of the resulting daily transient aircraft operations will require storage at any one period of time. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -February 2004 4-11 Chapter 4: Facility Requirements • Assume that an average transient tiedown space will require 360 square yards of area. This is larger than the 300 square yards dedicated to based aircraft tiedowns to account for the fact that transient aircraft tiedowns have to accommodate a range of aircraft types. Itinerant Operations Exhibit 4-5: Transient Apron Requirements 37,320 40,072 4,376 4,698 42,716 5,008 45,561 5,342 Peal:_Month Operations Average Day Operations ---'-'-'-'· --·---------------- Average Day Arrivals Based Aircraft Adjustment_ Transient Parking Spaces Required Transient Apron_<:_insq: yds)_ J ____ _ Transient Apron (in acres) 141 71 35 18 6,352 1.3 152 ---- 76 ----- 38 ___ _:__ __ 19 ----- 6,820 --~- 1.4 162 172 ------ 81 86 40 43 --------- 20 22 7,270 7,754 -------- 1.5 1.6 1 Calculated based on FAA recommended 360 square yards per transient aircrafi 48,809 5,723 185 92 46 23 ----- 8,307 1.7 As noted, there are 78 individual aircraft hangars and two conventional hangars on airport. Of the 78 individual hangars, seven are reported to have 60 foot door spans, able to accommodate larger aircraft. From Exhibit 4-6, future aircraft hangar positions are projected to increase from 85 at present to 168 by the end of the forecast period, constituting a need for 83 additional hangars by 2025. For planning purposes, the additional hangars are assumed to be individual units in nested hangar groups rather than freestanding or conventional hangar structures. Similar to the FAA's planning recommendations for tiedown areas, guidelines for T- hangars suggest planning for IO to 14 nested T-hangars per acre, depending on unit size and whether one-way or two-way circulation is provided. Using the 10 unit per acre guideline as a conservative estimate, 8.3 acres of additional land will need to be committed to aircraft hangars by 2025. The additional land to be committed to T-hangars by forecast benchmark years is summarized in Exhibit 4-6 below. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -February 2004 4-12 Chapter 4: Facility Requirements &std ':A,!~t!lff 2005 290 '' ---------- 2010 301 ----------·- 2015 312 2020 323 ----- 2025 335 Exhibit 4-6: Aircraft Hangar Requirements ' Positions. Required 85 105 125 145 ------- 168 Change from 2005 Levels (J 20 •10 60 83 0 2 acres 2 acres 2 acres 2.3 acres () 2 acres 4 acres 6 acres 8.3 acres In summary, the forecasts indicate that RNT should plan to expand aircraft hangar space by 20 units/2 acres in each five-year period through the end of the planning period. 4.11 VEHICLE PARKING, ACCESS AND CIRCULATION Vehicle parking for future airport development will need to be incorporated into each specific development concept. Existing parking is generally adequate for current activity levels, however, if seaplane passenger operations increase in the future, additional parking may be required. Due to uncertainty as to whether seaplane passenger activity will materialize, no specific land allocations for seaplane passenger parking are included in this plan update. However, activity should be monitored in anticipation that demand may occur in the future. Vehicle circulation on the airport is accomplished via the perimeter road, which extends along the west, south, and a portion of the east side of the airport. No changes are proposed to the existing perimeter road. Vehicle access lo the airport is currently available from the west via Rainier Avenue, from the south via the main Airport entrance from Airport Way, and on the southeast from Logan Avenue. To better control access and security to the Boeing facilities and east side airport uses, airport management has expressed a desire to close the Logan Avenue entrance/exit. Furthermore, the location of this access point on a sharp curve of a major arterial is undesirable from a traffic safety standpoint. Closure of the entrance would be facilitated, in part, by acquiring the property on the south side of and immediately adjacent to the entrance. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-Fcbrnar-y 2004 4-13 Chapter 4: Facility Requirements 4.12 SUPPORT FACILITIES AND SERVICES The previously approved Airport Layout Plan for RNT identifies a number of proposed upgrades and improvements to airport facilities. Previously recommended improvements remaining to be implemented are carried forward into the current ALP Update where appropriate. Where conditions or circumstances supporting previously recommended improvements may have changed, updated recommendations are provided. The airport development concepts reflect needs identified in the facility requirements analysis, as well as facilities and services proposed in response to the Renton Municipal Airport Development Study (2005). Specific aviation-related business activities are discussed in more detail under the development concepts. 4.13 PERIMETER FENCING AND EQUIPMENT The current perimeter fence at RNT is sufficient for the needs of the airport. Any improvements or alterations of the fencing will result from changes in land development on the airport or increased FAA mandated security requirements at general aviation airports. Neither development can be predicted at this time 4.14 AIRPORT LAND AREA AND COMPATIBLE LANDSIDE DEVELOPMENT A significant expansion of airport boundaries or substantial land acqms1t10n 1s not proposed under this ALP Update. The limited land area of the airport and the close proximity of most of the airport's property to the runway/taxiway system limits Jandside development opportunities. Consequently, it is recommended that all airport property that has airside access be preserved for land uses that require airside locations by the nature of their business activities. Airport land uses not specifically requmng an airside accessible location should be considered for relocation to non-airside properties. Airport business activities falling into this category include remote and/or overflow vehicle parking, seaplane float storage facilities, airport shops and maintenance facilities, and other office and business facilities not dependent on direct frontage or ready access to the Airport Operations Arca. Renton Municipal Airpo.-t / Clayton Scott Field Master Plan Update-February 2004 4-14 Chapter 4: Facility Requirements 4.15 MINOR PROPERTY ACQUISITIONS The previous Airport Layout Plan identifies off-airport properties within the south RPZ for future acquisition. This recommendation is carried forward into this update. The airport should continue to seek acquisition of all parcels lying within the south RPZ as funds and properties become available. In lieu of outright land acquisition within the RPZ, avigation easements should be secured in order to provide some degree of protection lo the airport. The airport's desire to acquire the out-parcel adjacent to the existing access/egress point at the comer of Airport Way and Logan Avenue has already been mentioned in the vehicle access and circulation discussion. Lastly, airport management has noted the possible acquisition of the parcel of land located between the West Perimeter Road and Rainier Avenue on the north side of the Rainier Avenue airport entrance. Due to topographic limitations, tl1is parcel is the only land suitably located and sufficiently close the main aviation service business and seaplane operations area to fulfill a variety of non-airside functions as discussed under compatible landside uses above. 4.16 SEAPLANE BASE IMPROVEMENTS Regular maintenance of the channel to the seaplane dock and ramp will be an on-going activity for the airport as deposition of materials from the adjacent Cedar River occurs over time. Seasonal storage of seaplane floats currently occupies a significant portion of airside property. An informal review of aerial photography or the airport revealed 38 sets of seaplane floats stored at various locations around the airport. This storage activity suggests the extent or seasonal conversions of aircraft from wheels to floats and back again that takes place at RNT over the course of a year. Given that floats constitute a significant investment to aircraft owners, a more secure and formalized procedure for storing floats may be warranted. The potential need for seaplane passenger parking 111 the future has already been discussed above. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -February 2004 4-15 Chapter 4: Facility Requirements 4.17 DEVELOPMENT CONCEPTS Development concepts were prepared to investigate alternatives for responding to future facility requirements and airport business development objectives. The alternatives reflected the facility requirements derived from the aviation demand forecasts and the Airport's role and business development objectives recommended in the 2005 Airport Development Study. The future facility requirements used in developing the conceptual alternatives were primarily driven by the based aircraft tiedown and hangar requirements presented in the preceding analyses. The more generalized business and management objectives applied to the conceptual alternatives may be summarized as follows: • Provide for a mix of aviation activities. • Accommodate the operational requirements of Boeing's aircraft manufacturing activities. • Provide for continued growth of seaplane operations/activity, • Continue to provide for personal and recreational use general aviation, preserve area for existing users and accommodate the needs of new users to the extent possible. • Enhance and expand corporate and business aviation services and support facilities. • Increase the ability to accommodate based and transient corporate aviation. • Provide a dedicated area for rotorcraft activity and storage that is separate and distinct from fixed wing activity. 4.18 PLANNING CONSIDERATIONS AND ASSUMPTIONS The layout of the airport is dictated by the configuration of the runway/taxiway system, the property boundaries, and the applicable FAA criteria for setbacks and safety areas as determined by the Critical Aircraft and Airport Reference Code. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-February 2004 4-16 Chapter 4: Facility Requirements Planning constraints which limit the development options and opportunities at the airport include: • The airport's limited land area, • The limited site depth that is available between the runway/taxiway system and the perimeter road and airport property boundary, • '!be requirements of the FAR Part 77 Surfaces and mandated safety areas further limit the amount of land available for development, • The Boeing aircraft manufacturing operations require preserving setbacks and object free areas suitable for C-III aircraft on portions of the airport that are beyond the requirements needed to maintain the airport's B-1! ARC designation, and • The lack of' precision approach capabilities to either runway. The potential to gain additional dcvclopablc airside land was evaluated by reducing the existing 300 foot runway/taxiway separation distance to 240 feet, consistent with ARC B- Ii standards. Reducing the Taxiway A and B Object Free Areas to B-II standards was also considered. However, these changes were ultimately rejected since they would limit Boeing's ability to tow B-737 aircraft from the manufacturing facility to the test facility and/or could disrupt general aviation operations while Boeing aircraft movements were in progress. 4.19 DEVELOPMENT ALTERNATIVES Three alternative development concepts were prepared for RNT. Each concept emphasized slightly different aspects of the future facility requirements and different components of the general aviation market. The development concepts focused on three areas of the airfield where the greatest opportunities for change exist -Apron "A" North, Apron "B" and Apron "C". Each development concept is summarized below. 4.20 CONCEPTUAL ALTERNATIVE 1 The underlying precept of Alternative 1 was to meet the demand for based aircraft tiedown and hangar facilities as identified under the Facility Requirements analysis. The Renton Municipal Airport/ Clayton Scott Field Master Plan Update -February 2004 4-17 Chapter 4: Facility Requirements concept also provided a "test case" for evaluating maximizing developable airport land by applying ARC B-II runway/taxiway separation standards. Exhibit 4-7: Concept Alternative I Summary Tiedowns 170 168 174 Hangar Po_si~Cl_ns 85 168 169 ------------ Transient Tiedmvns Undetermined 1 23 18 2 Total Positions 255 359 361 1 Existing Transient tiedowns assumed included in aggregate number o,f public tiedown positions. 2 Transieni tiedowns estimated based on Critical Aircraft. The number of aircraft accommodated may be more or less depending on actual aircraft present at any given time. Alternative 1 slightly exceeds the 2025 facility requirements for aircratl tiedown and hangar positions. The number of transient positions, although less than the forecast requirement, assumes that all transient aircraft are the size of the King Air B200 Critical Aircraft -an unlikely occurrence. In addition, the proximity of the transient apron to a large Group I aircraft tiedown area would allow overflow aircraft parking in this area since extra tiedown positions are anticipated. This alternative assumes that additional airside land is gained by reducing the runway/taxiway separation to 240 feet under the B-11 ARC standards, as well as by reducing the Taxiway A Object Free Area to B-11 standards. To take advantage of the reduced setback requirements, a new parallel taxiway would need to be constructed along the full length of the west side of the runway. Given that large Boeing 73 7 aircraft use this taxiway as they are towed to the Boeing apron areas for testing, the taxiway would need to be constructed to bear the weight of the larger, heavier aircraft. Renton Muniripal Airport/ Clayton Scott Field Master Plan lJpdate-February 2004 4-18 \ \ I,._..- \- '\. \\ \ I \ \ \ \ \ ' I \ \ \,_,~~~--CJ c=J r--; µ 0 ---::____:_ ---=---~ ~ ~~~-----;;;: ~_:-----:,c-,. c--~ ~ ------i I _o ~ /, t:::J . " ....__l I '-c ,_••-1· 1·· J(/ L,__J < • ' ->-,-·--> .. \ /-/'--.. ,. /: ·. \ ,-)iiTLr?'L ·:.J'..J 1,S1-1G'-1 "._I ~ -~.:_c:::::_----,,c --~-/(~~1:J -- ... I n Gnq J I ,-, C\, 1,_ _____ \ ;I" • • • I O -,_, .· > " . . '-' Ci _____ I -1• -· , -_/ .11,, -·, "\ c::::J ~ ~ 1· --__ , ''j" 1 D--c \ ,, --,,,s-,,, I • O S O '.l ' --· .-/ ,.C-' J"'·· -I ,---;-_ --------='---c: I i -,J,,,,,~~------~>"J' "----·-r -1· =---~ G ,, .--r; .. I _.d-_ ~ _ ___ . __ ,_,>,_ <C,/ -_ __ ~n> /~--.. ~ _ , C ,__:,-_. 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JJ --==c---,.. ___ [) _ ~-(\_' · // _ Qrih , ---"';-c~-; --" ----:--:__ _ =_--:"c= -._ _,: \( ' e"' u _, a -F ,0 -~ V, / -n ~ "' " " D ' ' -.,----_, -, ~ -""'' ""'"" Q.croi<iio ' D,, .0 c;-,Y ,,;:, , r_Doo: "[\ c, D -,•,D,, --\ c_----- ~CRAFT OPERATIONS--3]5_ !_l___.,-1) 'y;-«-"' dJ/~_i----=c . -c::._ '._---=-· ~=-/\_ r:,\l .--, ----116900 · ,!-<;) --.//. o"-0 oo· c-,-_----• ___I ' / o -CJ L,J Q O[b -' Alternative 1 (B-11 Standards) Meet Facility Requirements FOR PROOF OF CONCEPT ONLY. CONCEPTUAL SKETCHES HAVE NOT BEEN SUBJECTED TO DETAILED ENGINEERING DESIGN. ,- , ___ I I______:] ~--- EXISTING BUILDING EXISITING PAVEMENT EXISITING ROADWAY I ] EXISITING PARKING --c:::=J - PROPOSED BUILDING PROPOSED PAVEMENT PROPOSED ROADWAY PROPOSED PARKING --::•.""1)'r";i). - 20ll 0 r~ 4(][, S:::'A1 r N L"f< 0<~<\'Y (j .£m~) -~ + 1'-p. ~--RENTON MUNICIPAL AIRPORT/ CLAYTON SCOTT FIELD 1JRS 1~1 4TH AVEJIJE SLIJE 1«1CJ, SFATTI..E. ~ 98101 (206} 4.l&-2700 DESIGNED BY: AHC DATE: MARCH 2008 DRAWN BY: ALO CHECKED BY: JJY Exhibit 4-8 PROJECT MANAGER: JJY PAGE 4-19 Chapter 4: Facility Requirements Under Alternative I there is little land available for corporate/business aviation activities -a stated goal of the 2005 Airport Development Study. A small corporate aviation facility is identified on land immediately south of the seaplane facilities near the airport's Rainier Avenue entrance. There are no sites allocated to larger individual corporate/business class aircraft hangars. As a result, although the smaller private and recreational general aviation aircrati arc well accommodated under Alternative 1, the City's objective to provide for an expanded corporate/business aviation presence at the airport is limited. 4.21 CONCEPTUAL ALTERNATIVE 2 Similar to Alternative I, Alternative 2 is also predicated on application of B-II runway/taxiway separations and taxiway object free areas to gain additional development area. As a result, Alternative 2 also assumes construction of a new west side parallel taxiway to open additional airside property for development and includes the associated construction and operational impacts to Boeing's activities on the airfield. Alternative 2 explored an increased corporate/business presence by providing large individual hangars sized to accommodate B-11 aircraft similar to the Beech King Air 8200 (Critical Aircraft) as well as smaller nested T-hangars. Alternative 2 incorporated the corporate/business flight center depicted in Alternative L including four additional transient tiedown positions, as well as adding 18 large corporate/business class hangars for larger aircraft. Item Ticdowns Hangar Positions ---- Transient Tiedovms Total Positions Exhibit 4-9: Concept Alternative 2 Summary 2005 Existing 170 85 Undetennined 1 255 2025 Facility Re uirements 168 168 23 359 94 187 22 2 303 1 Existing Transient tiedowns assumed ;ncluded in aggregate number ofpu.blic tiedown positions. 1 Transient tiedowns estimated based on Critical Aircrafi. The number of aircraft accommodated may be more or less depending on actual aircrc{/i present at any given lime. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -February 2004 4-21 Chapter 4: Facility Requirements In Alternative 2, the corporate/business hangars are located adjacent to the corporate aviation facility on the site occupied by small general aviation aircraft tiedowns in Alternative I. As a result, Alternative 2 has the fewest public tiedown positions of any of the alternative development concepts, and fewer total aircraft tiedown and hangar positions than Alternative I. 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CONCEPTUAL SKETCHES HAVE NOT BEEN SUBJECTED TO DETAILED ENGINEERING DESIGN. _____J - ===i c:=_J AIRCRAFT OPERATIONS 100,000 EXISTING BUILDING EXISTING PAVEMENT EXISTING ROADWAY EXISTING PARKING --C=:J - PROPOSED BUILDING PROPOSED PAVEMENT PROPOSED ROADWAY PROPOSED PARKING •C }'', /iS,> ------~ '.~__,.~----- ;:::,c:, O }GG L:X:• SC.ll,LL !~J Alternative 2 (B-11 Standards) Airprot Development Study .. ·~0-y (] .u_;R~; .,;, ' ~<, RENTON MUNICIPAL AIRPORT/ CLAYTON SCOTI FIELD URS 1501 oJIH A'f'ENtJE SUITE 1400. SEATnE, WASHINI.TON 911101 (2o8) 438-2700 DESIGNED BY: AHC DATE: MARCH 2008 DRAWN BY: RLO CHECKED BY: JJY Exhibit 4-10 PROJECT MANAGER: JJY PAGE 4-23 Chapter 4: Facility Requirements 4.22 CONCEPTUAL ALTERNATIVES 3A AND 3B Conceptual Alternatives 3a and 3b depict variations on an expanded corporate flight center, corporate hangars and a mix of small aircraft hangars and tiedowns. The expanded corporate flight center occupies land allocated to corporate hangars under Alternative 2, thereby reducing the number of corporate hangars that may be accommodated. The primary difference between Alternatives 3a and 3b are in the layout configurations of each of the three planning areas -Apron "A" North, Apron "B" and Apron "C". The layout configurations also impact the overall number of aircrall that can be accommodated, and the relative allocation between tiedown apron and hangar spaces. Exhibit 4-11: Concept Alternatives 3a and 3b Summary : 2005 Existing Tiedo\vns 168 118 144 _H~~~~ Structures Hangar Positions Transient Tiedowns Total Aircraft Positions Corporate Aircraft Maintenance Facility 170 78 85 131 129 ------------ Executive Terminal I Undcterm ined 255 None None 168 23 359 -------- 140 136 ] 2 8 5 266 285 ----------- 3 Yes Yes ------· ---- J Yes Yes Existing Transient tiedowns assumed inctudf.!d in aggregate number ofpublic tiedown positions. 2 J j Transient tiedowns eslirnated based on Critical Aircraft. The number of aircraft accommoda!ed may he more or less depend;ng on actual aircn~/1 presew al any given time J One ve1y large corporate hangar (assumed lo accommodate two Gulfstream V aircraft) may he constructed in lieu qj"Corporate Aircraji .\fuintenance Facility. ' One larJ!e corporate hangar (assumed to accu111111odate two Citation X aircraft) may be constructed in lieu qf Executive Terminal. 5 One corporate hangar /assumed to accommodate one Citation X aircraft) may be constructed in lieu qf Executive Terminal. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -February 2004 4-25 Chapter 4: Facility Requirements Under Alternative 3a, an estimated total potential of 266 aircraft are accommodated. If corporate hangars are constructed in lieu of a Maintenance Facility and Executive Terminal, total aircraft positions could be increased to 270. For Alternative 3b, estimated total potential aircraft accommodated are 285 if a Maintenance Facility and Executive Terminal are developed, or 288 aircraft if corporate hangars are constructed instead. Concept Alternatives 3a and 3b are presented on the following pages. 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CONCEPTUAL SKETCHES HAVE NOT BEEN SUBJECTED TO DETAILED ENGINEERING DESIGN, AIRCRAFT OPERATIONS 84,100 - c:::J EXISTING BUILDING L_J EXISTING PAVEMENT [ ___ _.I EXISTING ROADWAY C=::::J EXISTING PARKING --c:::J - PROPOSED BUILDING PROPOSED PAVEMENT PROPOSED ROADWAY PROPOSED PARKING ~' ~, '.. ,..:;;;+. ---.. F ------------. --~ ' - )00 C 200 400 ::. IN 11 I I RENTON MUNICIPAL AIRPORT/ CLAYTON scon FIELD 1JRS 1501 fflt Amu: SUITE 1400, SfATTlf. 1M5tlNGTON 911101 (206} 438-2700 DESIGNED BY: RHC DATE: MARCH 2008 DRAWN BY: RCO CHECKED BY: JJY Exhbit 4-12 PROJECT MANAGER: JJY PAGE 4-27 \ \ .. '--~-~---, ~" "\ ) II II l:r ',I 11-1, li-t L:-=;: I I I I \, \ FOR PROOF OF CONCEPT ONLY. CONCEPTUAL SKETCHES HAVE NOT BEEN SUBJECTED TO DETAILED ENGINEERING DESIGN. 0 0-, c=J c=J c=J c=J G G C ot=J Do r\ -~ - I 1i ~ ,, !I !i I 1; : l I ,, I !! , I ,, I · : !1 " = 11: 'W I -, _J•·1~ ~ 'I : ! : I : I: Gr:::=--t' JL ,-L .. 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I Chapter 4: Facility Requirements 4.23 FINDINGS AND CONCLUSIONS Alternatives relying on application of B-Il standards to the airport do not yield significant additional building/hangar area due to height limitations imposed by the FAR Part 77 Surfaces. To avoid penetrations of the Part 77 Transitional Surface, structures must be located far enough away from the Primary Surface such that much of the property gained by changing to the B-11 standards is not usable for facility development. Although some additional land area would become available for tiedown apron, to take advantage of it a new full-length parallel taxiway would need to be constructed along the entire west side of the runway, with pavement strength sufficient to accommodate Boeing B-737 aircraft movements. The potential revenues derived from the additional tiedowns that could be created would not offset the cost of taxiway construction, taxiway lighting and signage relocation. As a result, Alternatives I and 2 predicated on ARC B-11 standards and Taxiway "A" relocation were rejected as impractical. 4.24 PREFERRED DEVELOPMENT CONCEPT Based on the preceding analyses, both Alternatives 3a or 3b were considered viable and a "hybrid" alternative that combined elements of both was developed for adoption by the City and presented for public comment. The public comment process included two public meetings in the city of Renton and one open public meeting in the city of Mercer Island. During these meetings the range of alternatives and the recommended alternative was explained as was the reasoning that led to its selection. As a result of the presentation it was clear that the citizenry did not agree with the analyses conclusions. Several key issues were identified: I. Development of a Fixed Base Operation (FBO) intended to serve business jets was not an acceptable plan for the airport since it was assumed that this would lead to increased impact on residential communities. 2. Development of a new, curved instrument approach procedure to Runway 15 was identified as needed to serve the FBO's jet center. This wouldn't be needed if the recommended alternative were altered to eliminate the FBO facility that was designed to increase jet activity. Renton l\'lunicipal Airport/ Clayton Srott Field Master Plan Update -February 2004 4-29 Chapter 4: Facility Requirements 3. The existing character of the airport was generally seen as being acceptable within the community, although some community residents expressed a general disapproval of the airport's continued existence. 4. Additional environmental factors would need to be considered before either the City of Renton or the City of Mercer Island could approve the recommended plan. These included a detailed noise analysis intended to determine the impact that the proposal would have on sleep disturbance and educational interruptions. Because of these concerns, the city decided to delay the final decision on the recommended Airport Layout Plan, pending the result of further analyses. While these additional studies were being conducted, the Boeing Company decided to re-lease areas on a portion of Aprons A and all of Apron B in support of their 737 manufacturing facility. The preferred concept, will be used as the basis for updating the Renton Airport Layout Plan, and for identifying future projects and improvements at the airport needed to implement the Plan. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -February 2004 4-30 \ I \\ ______ j \.----~~ C ------' \ \ ,• I I. ' \ ' \ I ' \ ~~~ I r-,___r- CJ~ ·------'----~----:::;:-•• ~:;::-:::-~;:-::.__ _=c·s---cc~--=-,c;,-~ -. -~ u L,_:J •··;. 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"., =·-[,' LJ · 'JC Q ·-' U 1 'I" c u O ---· ~ j :~' j?"'?,.,v ~ .Lr-J -----rg---,- 00 & qo ·~' [J ~: "'Ef =i 1_-=6 UV a., __ :b -------_ .. -.· .~ ;~ l l :-::I Q]C:JD ~ .D D. --n__ n .". ·\, '(\2- / -_ · C'.-n° sa,c D o D , o TJ .i) " " .. _ t1c W O ~,;;'> --;-" -,~' -· .~o" e,:_\,,;:::.'_j < \, --·cc, ..'! c .2 : 'lf ~ '1 "[i" if ~ JJ r,...,,,J> "'3-.~. ,~" l.QDtJ i, ' ,c/ '.'\ ", 0 ,-,,.~· .C '. ·"-" ~ BASEDAIRCB_A~ ['j'== IJmilM.i1~0D [l'~~-S2 ".[?'~{ .. ~ __ ,/"':_:,:,'_1;:/c:D. _ 0 0_~'.1~ 'Dre lJ 11 ·Dn A;,:i.f~ \ AIRCRAFT OPERATIONS ----1§.Q _ U ~. 1.J .Y; [)" /<'.:·:" , , ·. cc~~_: .== __t _ _!=B~6.;,L501Q_O " ' / C t:J O CJDQ 00D[b i.:;-- Prefered Development Concept FOR PROOF OF CONCEPT ONLY. CONCEPTUAL SKETCHES HAVE NOT BEEN SUBJECTED TO DETAILED ENGINEERING DESIGN. [::-:::J EXISTING BUILDING L I EXISTING PAVEMENT =-=::J EXISTING ROADWAY 1 EXISTING PARKING --c=i 11111'11 PROPOSED BUILDING PROPOSED PAVEMENT PROPOSED ROADWAY PROPOSED PARKING ,~'~ci>) ~----=----i.,,..-' - :;::,:·, 0 200 SC/.. IN I Ll I - 1-UU ~~~ 6'~< ~, RENTON MUNICIPAL AIRPORT I CLAYTON SCOTT FIELD 1JRS 1501 4TH AVENUE SlJITE 1400, S£ATTl£, WA9IIGTON !M101 (206) 4Jll-2700 DESIGNED BY: RHC DATE: MARCH 2008 DRAWN BY: RLO CHECKED BY: JJY Exhibit 4-14 PROJECT MANAGER: JJY PAGE 4-31 5.1 INTRODUCTION This chapter describes and graphically depicts recommended development for the Renton Municipal Airport/Clayton Scott Field (RNT). The program, covering a period of 20 years reflects input received over the course of the planning process from the City, the Airport Advisory Committee, the FAA, airport users, and the general public. The analyses and findings or the previous chapters of the ALP Update provide technical and policy guidance for the plan's outcome. It is important to note that the projects included in the program for RNT relate to safety, maintenance, or the need to accommodate future demand. Additionally, in some instances improvements relate to development of airport land for aeronautical dependent and/or aeronautical related business. It 1s recommended that implementation of the improvement program 5 AIRPORT PLANS be monitored by the Airport on a year-by-year basis as circumstances may dictate to insure that facilities are brought on line as needed. The following airport plans are depicted graphically and include synopses describing tbe associated information: + Sheet 1, Title Sheet + Sheet 2, Airport Layout Plan Renton Municipal Airport/ Clayton Scott Field Master Plan Update -November 2007 Chapter 5 -Airport Plans • Sheet 3, FAR Part 77 Airspace Plan, Runway 15-33 • Sheet 4, Inner Runway Approach Surfaces, Runways 15 and 33 • Sheet 5, On-Airport Land Use Plan • Sheet 6, Community Land Use Plan • Sheet 7, Airport Exhibit 'A' 5.1.1 TITLE SHEET The Title Sheet, Sheet I, serves as an introduction to the Airport Layout Plan (ALP) drawing set, providing a location and vicinity map of the airport and an index of the drawings included in the ALP. 5.1.2 AIRPORT LAYOUT PLAN The Airport Layout Plan, Sheet 2 depicts the airside and landside projects included in the improvement program in a graphic manner. Details on these are; Airfield Design RNT primarily services small general aviation users with limited use by the Boeing Commercial Airplane Company associated with the 73 7 manufacturing facility located adjacent to the airport. The analyses conducted in this ALP Update shows that Runway 15-33 should continue to be maintained to meet the needs of 8-Il general aviation aircraft weighing less than 60,000 pounds. However, certain elements of the airport will need to be maintained at a higher standard to allow for movement of the 737 aircraft from the manufacturing plant to the test facilities. This is limited to the parallel taxiway (Taxiway A). Specific improvements to the airfield at RNT are as follows; 5-2 • Redesign the jet blast fence located on Runway 33 to allow for clearer approaches to this end. • Continued pavement rehabilitation of the runway and taxiway system. • Establishment of an improved instrument approach procedure to Runway 15, and a new procedure to Runway 33. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -November 2007 Chapter S -Airport Plans Seaplane Base Improvements Currently, the Wiley Post Seaplane Facility is located on the south shore of Lake Washington. Docking and landsidc facilities are provided at RNT with a dock capable of accommodating three or four l1oatplanes. An aircraft launch/retrieval ramp is also provided to facilitate movement o!" the tloatplanes into and out of the water to allow for service and storage. These facilities are relatively new and in good condition. They provide seaplane access to the FBOs and floatplanc operators who are based at the airport. Aircraft Aprons and Storage Improvements Given the limited land area that is available for aircraft storage and services at RNT, it is recommended that all airport land that has access to the airfield be reserved for aviation use purposes. This includes the following. t Redevelopment of the area on the northwest portion of the airport to allow for expansion of the tloatplane service facilities. This includes the potential for a passenger service terminal. U.S. Customs and Border Patrol facilities for screening international passengers and flights, and automobile parking for customers. t Apron B will continue to be part of Boeing's operation at RNT. In the event that Boeing evacuates the area in the foture, development should include based aircraft tiedown spaces for small piston aircraft. This is recommended due to the fact that building heights will be limited due to the f AR Part 77 Surface restrictions. The recommendation could include a GA flight center where llight training and other services arc offered. t On the airport's east side. Apron A is to be expanded for general aviation hangars and tiedown development. The apron will be expanded to the south to the current compass rose. Land, including the compass rose and areas to the south will remain leased to the Boeing Company. • The final land development shown on the ALP is the reservation of the existing Boeing leasehold on the eastside including Aprons C and D and the connecting taxiway bridge for future GA development should Boeing choose to leave the area in the future and demand for facilities exceed the levels forecast in this report. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -November 2007 5-3 Chapter S -Airport Plans 5.1.3 FAR PART 77 AIRSPACE PLAN, RUNWAY 15-33 The airspace plan for RNT is depicted in Sheet 3. The drawing illustrates the imaginary surfaces defined in Federal Aviation Regulation (FAR) Part 77, Obstructions to Navigable Airspace as they apply to RNT. The surfaces indicate airspace that should not be penetrated by objects of natural growth, man-made objects, or terrain. The following subsections contain descriptions of the various airspace surfaces together with specific dimensional criteria as applied to RNT. Primary Surface The primary surface is an imaginary surface of specific width longitudinally centered on a runway and extending 200 feet beyond each end of that runway. The primary surface width is dependent upon the type of approach procedure available for that runway. The primary surface width for Runway 15-33 is 500 feet based on the existence of a non- precision instrument approach to Runway 15. This dimension is applicable for both current and future conditions. Although it is expected that improvements will be made to the instrument approach capacity at RNT, none are likely to upgrade the approach beyond its current capabilities. Approach Surface The approach surface is an imaginary inclined plane beginning at the end of the primary surface and extending outward to distances up to 50,000, depending upon the type of approach procedure for the runway. The width and slope of the approach surface are also dependent on the type of approach procedure available on the runway. The approach slope to Runway 15 is based on the current non-precision approach. It begins 200 feet from the physical end of the runway, is 500 feet wide at that point. It extends outward for l 0,000 feet and upward at a slope of 34: I at which point it is 3,500 feet wide. This approach will be continued throughout the planning period. For Runway 33 the existing approach is limited to visual conditions. It begins 200 feet from the end of the runway where it is 500 feet wide. It extends outward for 5,000 feet and upward at a slope of 20:1 at which point it is 1,500 feet wide. In the future, this approach is likely to be improved to a non-precision instrument approach with visibility minimums greater that Y. mile. This will change the approach to match the current Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2007 5-4 Chapter 5 -Airport Plans approach to Runway 15. It will begin 200 feet from the physical end of the runway. be 500 feet wide at this inncm1ost poinl. It then will extend outward for 10,000 feet and upward at a slope of 34: 1 at which point it will be 3,500 feet wide. Horizontal Surface The horizontal surface 1s an 11nagmary plane 150 feet above the established airport elevation. The shape of the plane is determined by striking arcs from the end of each primary surface. The radius of" each arc is based on the most demanding type of approach procedure planned for the runway. The individual arcs are then connected by lines tangent to the arcs. For RNL the airport elevation is 29 feet above mean sea level, making the Horizontal Surface 179 feet MSL. Conical Surface The conical surface is an imaginary inclined plane beginning at the edge of the horizontal surface and extending outward al a 20: I slope for a distance of 4,000 feet. At RNT the conical surface begins at 179 feet at extends outward and upward to 379 feet. Transitional Surface The transitional surface is an inclined plane extending outward from the primary surface, at a 7:1 slope until it intersects with the horizontal surface. Along the approach surface it extends upward from the approach surface to the intersection with the horizontal surface. In reviewing the FAR Part 77 Imaginary Surfaces drawing, it is seen that numerous objects penetrate the defined surfaces including trees, buildings and terrain. These penetrations are a limiting factor on the airport's ability to provide better instrument approach procedures. 5.1.4 INNER RUNWAY APPROACH SURFACE, RUNWAYS 15 AND 33 The existing and future Inner Approach Plans and Profiles for both runway ends are shown on Sheet 4. This drawing depicts the critical inner portions of the approach zones for each runway end. On the sheet. existing and potential future obstructions to the approaches have been idcntific<l and are noted and an obstruction removal plan is provided. Renton l\tunidpal Airport/ Clayton Scott Field Master Plan llpdate-November 2007 5-5 Chapter S -Airport Plans The city does not own outright or retain easements for all portions of the RPZs to either runway. This could complicate the process of removing any obstructions. It is recommended that the city investigate and pursue the acquisition of easements until all area within the RPZs is under some fonn of height and land use control under the city's land use and zoning ordinances. 5.1.5 LAND USE PLAN The updated Airport Land Use Plan reflecting the recommendations of the Airport Layout Plan Update Report is presented on Sheet 6. Land within the existing airport property boundary is currently zoned for Light Industrial Use according the city's Zoning Ordinance. Operation and maintenance of the airport is a compatible use within this zone. The Airport property encompasses approximately 168 acres of land. This has been subdivided in this report to represent the proposed long range development plan. Each of the subdivisions is compatible within the overall Light Industrial Zone and include. 5-6 + Aircraft Operations Area: This area is comprised of the runway and taxiway facilities, and the Object Free Areas and Runway Safety Areas associated with the runway. The Aircraft Operations Area is defined by a combination of requirements and recommendations promulgated by the Federal Aviation Administration in Advisory Circular 150/5300-13, Airport Design, and Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable Surfaces. No development is allowed within this area except that permitted by FAA and specifically required to support aircraft operations at the Airport. This use category encompasses more than 98 acres of the airport property. + General Aviation -Floatplane Support: This designation includes those landside facilities that are required to support the continuation of floatplane operations at the Wiley Post Seaplane Base. Permitted uses include floatplane storage, passenger processing and services, floatplane storage, and maintenance areas and parts storage. The area set aside for this use is approximately 5.5 acres. + Aviation Use: All uses in support of the based aircraft are included in this category. Some possibilities include FBO services, aircraft storage and tiedown facilities, T-hangars, conventional hangars, aircraft maintenance and repair, specialty services, and other aviation activities and businesses. This category includes nearly 52 acres ofland. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2007 Chapter S -Airport Plans + Non-Aviation: A small portion of airport property is not suited for aviation use due to physical separation or topographic conditions. This land should be developed for non aviation purposes or held in reserve as open space. Should the city develop the property for non-aviation purposes it will be essential that the revenue derived form these developments be dedicated to the airport. 5.1.6 OFF-AIRPORT LAND USE RNT is an urban airport surrounded by residential, commercial and industrial development. To the east the land has been designated for development as an Urban Center. This land is currently occupied by the Boeing Company's 737 manufacturing facility. To the south the land is a mixture of residential and commercial center (downtown). To the west it is either commercial arterial or residential. On the north the airport is bordered by Lake Washington. No zoning exists in this direction. To assure that land in the airport area remains compatible ""ith airport operations three critical factors must be considered. The first is height hazards, as represented on the FAR Part 77 Imaginary Surfaces Plan. The second is safety for both aircraft operators and people on the ground. The final consideration is aircraft noise. At RNT the oft~airport land use planning drawing considers these three elements using guidance materials from the Washington State Department of Transportation (WSDOT), Aviation Division publication entitled "Airports and Compatible Land Use". The compatibility planning boundary for the geographic area encompassed by this land use plan represents a composite of the following: • DNL 65 noise contour for the year 2025. + FAR Part 77 Imaginary Surfaces; and the t Safety Compatibility Planning Zones as set forth in the WSDOT guidance. Sheet 6 shows the off-airport land use planning recommendations made as part of the ALP Update. Noise At the present time, daily aircran operations do not generate much attention and since most are conducted by small. piston powered aircraft, noise hasn't been a community issue. Preparing and implementing plans for compatible land uses in the airport vicinity within the 65 DNL noise contour is strongly encouraged. FAA Advisory Circular Renton Municipal Airport/ Clayton Scott F'ield Master Plan Upd:tte-November 2007 5-7 Chapter 5 -Airport Plans 150/5020-1, Noise Control and Compatibility Planning for Airports, provides guidance for determining land uses that are compatible with these noise levels. The noise analysis for RNT used both existing and forecast operational data as the foundation for detem1ining noise impact levels around the Airport. Aircrafl mix and day /night operations breakdowns were estimated for the forecast period based on information obtained from Air Traffic Control Tower (ATCT) personnel. Noise contour maps were prepared to represent existing conditions and the conditions expected at the end of the 20-year planning period. Flight operations for a typical day were used to determine the following: + The number of aircrafl departures and arrivals, • The type of aircraft used in these operations, + The percentage of aircraft operations that occur during nighttime hours, + The runway usage patterns, and • Aircraft arrival and departure flight paths. Discussions with Airport Management and A TCT personnel were used to define flight corridors (flight tracks) and the percentage of use of each track on a typical day. Using this data, the information was formatted for input into the F AA's Integrated Noise Model (!NM), Version 6.0B. Based on the output from the !NM, noise exposure contours were plotted on base maps showing DNL 65 and above values. As is seen on the attached map, the airport noise contours are fully contained on airport property for both the current and the year 2025. Therefore, it is not anticipated that the airport's noise impact on the surrounding communities will change as a result of the recommended improvements. Height Height requirements around an airport are defined by Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable Airspace. The Part 77 Surfaces surrounding RNT have been discussed and defined previously in this chapter. The Airspace drawing illustrates the airspace that should be clear of obstructions, including objects of natural gro\\1h, man-made objects, and terrain. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -November 2007 5-8 Chapter 5 -Airport Plans Safety The Washington Land Use Planning Handbook provides guidance to airports on identifying Aircraft Accident Safety Zones surrounding airports. These safety zones are defined based on both the runway system and the nature of aircraft activity associated with the runway. The zones arc based on statistical analyses of historical aircraft accident data obtained from a broad cross-section of airports. The objective of the zones is to preclude development of non-compatible land uses in those locations on airport property that statistically, may have a higher risk of aircraft accidents. There are six Aircraft Accident Safety Zones identified in the Airports and Compatible Land Use document including: • Zone 1: Runway Protection /.one, • Zone 2: Inner Safety Zone, • Zone 3: Inner Turning Zone, • Zone 4: Outer Safety Zone, + Zone 5: Sideline Safety Zone, and • Zone 6: Traffic Pattern Zone. The dimensions of these zones depend on the runway length, level of approach precision, and character of aviation activity -i.e. small general aviation, corporate aviation, air carrier or military. The Safety Zones applied to Renton Municipal Airport are depicted in Sheet 6 and the recommendations on the compatible and non-compatible land use activities within each are presented below. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -November 2007 5-9 Chapter 5 -Airport Plans Exhibit 5-1: Washington State Guidelines for Accident Safety Zones Population Density Residential vs. Non- Residential Land Special Function Land Use Population Density Residential vs. Non- Residential Land Special Function I.and Use Avoid Land Uses that concentrate people indoors or outdoors I. 0 -5 people per acre 2_ Airport sponsor should purchase property if possible. 3. Zone land uses, which by nature, will be relatively unoccupied by people -----·-··--·-·-··-·-·-(i.e.: mini-stor~~e. smalf_parking Jots.)---~~--··-·. ·--··----- Prohibit all residential land uses. All non-residential land uses permitted outright subject to 1he Populalion Density and Special Function Land Use guidelines Prohibit all Special Funclion Land Uses Avoid Land Uses that concentrate people indoors or outdoors Prohibit all residential land uses. Alt non-residential land uses pennitted outright subject to the Population Density and Special Funclion Land Use guidelines Prohibit all Special Function Land Uses I. Create height hazard overlay ordinance around the airport. 2. Airport sponsor should purchase property if possible 3. Airport sponsor should obtain avigation and obstruction easements. 4. During site development process, shift all struclures away from the runway centerlines if possible. 5. Landscaping requirements shaTI establish only tow gro,1.•ing vegetation 6. Prohibit high overhead outdoor lighting 7. Require downward shading of lighting to reduce glare 8 Evaluale all possible permitted conditiona1 uses to a-.sure compatible land use I Prohibit overhead utilities and all noise sensitive land uses_ 2. Zone land for uses other than for schools, play fields. hospitals, nursing homes. daycare facilities and churches. 3 Limit storage of large quantities of hazardous or flammable matenals. 4. Ensure permitted uses will nol create large areas of standing water or generate smoke/ steam, etc I . 0 -5 people per acre 2 Zone land uses. which by nature, will be relatively unoccupied by people "··-··-·-·-(i.e::_ Jl1ini_~s~orage, small parking lots) ___ " ___ ... I. Create a height hazard overlay ordinance around the airport 2 Obtain avigation and obstruction easements 3. During site development process. shift all structures away frQm the nmway centerlines if possible 4 Prohibit moblle home parks 5. Landscaping requirements shall establish only low growing vegetation 6. Prohibit high overhead outdoor lighting 7. Require downward shading of lighting to reduce glare 8. Evaluate all possible pennitted conditional uses to assure compatible land use I. Prohibit overhead utilities and all noise sensitl\'e land uses. 2 Zone land for uses other than for schools, play fields. hospitals. nursing homes. daycare facilities and churches. 3. Limit slorage of large quantities of hazardous or flammable matertals. 4 Ensure permitted uses will not create large areas of standing water or generate smoke/ steam, etc. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-November 2007 5-10 Chapter 5 -Airport Plans Population Density Residential vs. Non- Residential Land Special Function Land Use Population Density Residential vs. Non- Residential Land Special Function Land Use Avoid Lmd Uses that concentrate people indoors or ou!dours Limit residential development to one dwelling unit per Cive acres. All non-residential land uses permitkd outright subject to the Special Funclion Land Uses. Prohibit all Special Function Land lh.::. LaDd'.Use GuideJfoes Limit populatmn concentrations Maximum of one dwelling um! per fi\'c acres in rural ar1:as one dwelling uniL per 2.5 acres in urban areas AU non-residential land uses permitted outright subject to 1hc Special Function I .and Uses Prohibit all Specrnt Functmn Land l lsi::s Zoue3 Land Use Planning Strategies <25 people per acre 2 /,one lanJ uses, v. hich by their nature, will be rclmivcly unoccupied by . .P.~.?.~.1-~ .. L!:.::.: .. '.!.~-~1!~~-??!.~~:. _F?_rk~!1g __ lots ! Create a hc1ghl haz:ard O\'erlay ordinance around the airport 2 Obtain avigation and obstructmn easements 3 During site de,,eJopmenl process. shift all stmctures away from the runway centerlines if possib!t" -I f>rohibit mobile home parks 5 Landscaping requirements shall establish only low growing vegetation 6 Prohibit high overhead outdoor lighting 7 Require downwarJ shading ()f hghling to reduce glare X 1:valuatc all possihlc permitted conditional uses lo assure compatible land use l'rohihil overhead utilities and all noise sensitive land uses. 2 lone land for uses other than for schcx1ls, play fields, hospitals, nursing homes, daycare facilities and churches Limit storage of large quantities of hazardous or flammable materials . ..J. 1:11sure permiltcd uses v. ill not create large areas of sianding water or generate smoke/ steam. e1c. Zone4 Land Use Planning Str&tegie$), <40 people per acre m buildings. <75 people per acre outside buildings I. Create a height hazard overlay ordinance around the airport. 2 Ohtain avigation casements 3 Cluslered development to maintain density as long as open space remains unbuilt. Place clustered development away from 1hc extended runway ccn!Crline. .-t Prohlhit mobile home parks Require dowm.,.ard shading of lighting to reduce glare (> h afuatc all possible pem1itted conditional uses lo assure compatible land us,.; t:, aluate noise scnsitiw land uses in light of aircraft noise contour lines \\hen establishing new zoning 2 l'rt)hibit overhead ut1hties and all noise sensitive land uses. /,nnc land for uses other than for schools_ play fields, hospitals, nursing homes, daycare facilities and churches. I ,1111it storage of large quan1111es. of hazardous or flammable materials. 5 1-'tisurc permitted uses will not create large areas of standing waler or ---------------------~·'~''_'"-'-'"~'-'~s_m_c~>k_·c~/~s~tcccam_ etc:·_------------------ Renton Municipal Airport/ Clayton Scott Field Master Plan lJpdate-November-2007 5-11 ,::Landlrse ~ltaracietistics Population Density Residential vs. Non- Residential Land Special function I.and Use LaDdtfse ctiaraetertstics · Lanc1Us~1': G1-1-iddi11_e~~:2-: Avoid Land Uses that concentrate people indoors or outdoors Prohibit all residential land uses_ Alt non-residential land uses permitted outright subject to the Population Density and Special Function Land Use guidelines Prohibit all Special Function I .and Uses Land])si,:,m:c Gllidtli~¢$EE Population Density Limit large concentrations of ---~~pre __ _ Residential vs. Non-Maximum of one Residential Land dwelling unit per five acres in mral areas, one dwelling unit per 2.5 acres in urban areas Special Funclion Land Use All non-residential land uses pcrmilled outright subject to the Special Function Lmd Uses Prohibit all Special Function Lmd Uses Chapter 5 -Airport Plans I. O -5 people per acre 2. Zone land uses, which by nature, will be relatively unoccupied by people -"--·--(i._e·· __ mi_ni-s_torage, small parking lots) __ ~-~----,---------.. ----- 1. Airport sponsor should purchase property if possible 2 Create a height hazard overlay ordinance around the airport. 3. Obtain avigation and obstruction easements. 4. During site development process. shift all structures away from the runway centerlines if possible. 5. Landscaping requirements s.hall establish only low growing vegetation 6. Prohibit high overhead outdoor lighting 7. Require downward shading of lighting to reduce gtare 8. Evaluate aJI possible pennitted conditional uses to assure compatible land use I. Prohibit overhead utilities and all noise sensitive land uses. 2. Zone land for uses other than for schools, play fields, hospitals. nursing homes, daycare facilities and churches. 3 Limit storage oflarge quantities ofhazardolls or flammable materials. 4 Ensure permitted uses will not create large areas of standing water or generate smoke/ steam, etc. Fewer than 100 people per acre in buildings. fewer that 150 people per acre outside buildings I. Prohibit mobile home parks 2. Create a height hazard overlay ordinance around the airport 3. Obtain avigation and obstruction easements 4. Clustered development to maintain density as long as open space remains unbuilt. Place clustered development away from extended runway centerline 5. Require downward shading of lighting to reduce glare 6. Evaluate all possible pem1illed conditionat uses to assure compatible land use 1. Prohibit all Special Function Land Uses 2. Evaluate noise sensitive land uses in light of aircraft noise contour lines when establishing new zoning Source: Washington State Department of Transportation, Aviation Division, "Airports and Compatible Land Use, Volume I", revised February I 999. Renton Municipal Aiq>0rt / Clayton Scott Field Master Plan Update-November 2007 5-12 Chapter 5 -Airport Plans 5.1. 7 AIRPORT PROPERTY MAP The Airport Property Map is shown on Sheet 7. This map depicts how various tracts of land within the airport boundaries were acquired. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -November 2007 5-13 5-14 INTENTIONALLY LEFT BLANK Chapter 5 -Airport Plans Renton Municipal Airport/ Clayton Scott Field Master Plan Update -November 2007 RENTON MUNICIPAL AIRPORT/ CLAYTON SCOTT FIELD Airport Layout Plan Drawing Set Sheet Index SHEET 1 OF 7: TITLE SHEET SHEET 2 OF 7: AIRPORT LAYOUT PLAN SHEET 3 OF 7: FAR PART 77 AIRSPACE PLAN, RUNWAY 15-33 SHEET 4 OF 7: INNER RUNWAY APPROACH SURFACE, RUNWAYS 15 AND 33 SHEET 5 OF 7: ON-AIRPORT LAND USE PLAN SHEET 6 OF 7: COMMUNITY LAND USE PLAN SHEET 7 OF 7: AIRPORT EXHIBIT 'A' TITLE SHEET DRAFT RENTON MUNICIPAL AIRPORT / CLA VTON SCOTT FIELD URS 1so1 41H A'IEMJE SUIT[ uoo. snmr. 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MIE AflE Ill MICHlD !IIIC !IAlllCE Cll£T l'EERIIQQG. -_-_-J I -j 200 , I I I I 0 200 400 • ~ SCALE IN FEET -:-- ·0-~~Y a • .!ID~: ~~ + '&'[Y,rO)' - ~ .- AIRPORT EXHIBIT 'A' DRAFT RENTON MUNICIPAL AIRPORT/ CLAYTON SCOTT FIELD """' .... SET WONIJWOiT N CASE ~qtMl'ER 5ECTION CORNER _.__ • r="""" ' """'-' PMCaJ ---.:iial: A I-9'.11' a.Ml.. -. . "' .. "" .. -. ·t-"'. . -.._ ... · ~ er arv E:ASDENr PURDWiE IV QTY -FEE ...U: IU.00 . .. ··--;u- SEPT, 1947 ........ .... .... LFM 11 t_;;~~£!'4 l. llUIIM't MJm:1111 mNE CCN111a. IS 'M otMRSt9' ,1111 E'.11!EEN1" Flllt JU. ._ .... URS 1501 fflt ~ SUITE 14«1, 5EATTl.E,. WASHNrn»1 98101 (206) 438-2700 ...., '"""" ..... + IMIWlto'P' PRalB:1UI ZONE (RPZ) ~I """"' c:==:J -~4 "'""-. PMCEL~ I-----;; PNicii. -I_ """" . f'tMC:H&:-er aTY FEE siiu: -Pl~_¥~-8'1"Cf!Y ~ """""""'"" -Nicl-WIE _ BY cnv """"""'"" ~BY(ffi +-,,,,,_, -""' fASDENT '·" ... ... ... ""' .,, "'"'""" PD'. 1911:i ""-'.""--+ Fm 11198 .,__ ....,y-,1J14 JAN. 1849 4. VDE 1$ QI[ JEaEffW.. Mil COlilllJDI. ~ N 'II£ IP.I Fat ~ :n. lHESE -IIBillllUD JtJ NDl'IPilll.E UN) IJ!lES. &. HIE" Mf. Ill 08Srl0.E fllEE ZONE (t'f2) OB£T l'8EMIIIIS. ,o. REVISIONS DESCRIPTION DESIGNED BY: ALO DATE: MARCH 2008 DRAWN BY: ALO CHECKED BY: JJY SHEET 7 OF 7 BY !APP.I DATE PROJECT MANAGER: JJY PAGE 6 IMPLEMENTATION PLAN 6.1 INTRODUCTION In this chapter, projects and improvements recommended in the Airport Layout Plan are compiled and organized into a comprehensive capital development program. The schedule for implementation of the individual projects was developed lo balance the needs identified in the analyses against the city's financial priorities. The implementation plan encompasses three phases of development including: + Phase I: Encompasses the 5-year period extending from 2007 to 2011. Projects assigned to Phase I are scheduled on a year-by-year basis, consistent with the FAA's Capital Improvement Program (CIP) format. + Phase II: Encompasses the 5-year period extending from 2012 through 2017. Projects are again allocated to specific years. + Phase Ill: Encompasses the 10-year period from 2018 through 2027. These projects are grouped together in a ten year program that will be subject to prioritization al a later <late. In developing the 20-year implementation plan several factors were considered. The first is the probable timing of the need for the improvement. Next, the scheduled was adjusted to reflect the financial realities of the City of Renton, FAA and other funding sources. Finally, a plan that balances the timing with the financial capabilities was prepared as shown herein. Cost estimates used in this chapter were provided for each project using the financial planning techniques that are appropriate to long-range planning. Detailed cost estimates should be prepared and the implementation program costs updated as projects become more specifically defined. The implementation plan represents the City's intentions for accomplishing the recommended projects and improvements. While a reasonable degree of certainty in project scheduling is needed to provide a coherent approach to development, vanous factors may cause schedule changes in the plan over time. including: Renton Municipal Airport/ Clayton Scott Field Master Plan llpdate-April 2008 6-1 Chapter 6: Implementation Plan + Financial Feasibility: The financial feasibility of projects may change due to changes in project costs or available funding. • Unanticipated Needs: An ALP Update cannot anticipate all potential demands placed on the Airport through the end of 2027. Requests from existing or prospective tenants, new business opportunities or unforeseen circumstances may arise at any time and create needs not anticipated in the current plan. + Changing Priorities: Over time, changes in Airport business and strategic plans are likely to occur in response to the dynamic nature of the aviation industry. Such changes are likely to trigger revisions or adjustments to the CIP. 6.2 IMPLEMENTATION PLAN The projects listed in Table X are required to maintain the level of operational safety and service that the City of Renton has committed to at the Renton Municipal Airport. The primary factor that will influence the recommended Capital Improvement Program is the city's ability to finance improvements without redirecting money from the general budget. The City has directed that the airport must be managed in a manner that allows it to be self-sufficient. Therefore any improvements will need to be financed through fees assessed to the facility's users. To determine whether or not this will impact the long- term improvements at the airport the cost of each recommendation must be calculated and financing options examined. To make this determination the cost of the recommended improvements was estimated using planning level calculations that assigned current unit prices for each element of the projects. Federal, local, and private shares were then computed based on the following considerations. In the past, the City has used a combination of Federal Aviation Administration (FAA) Airport Improvement Program (AIP) state entitlements, discretionary grants, private third party funds, and slate grants to fund projects at the airport. The cost breakdowns shown in Table X, Capital Improvement Program Funding, reflect a continuation of these funding sources. Renton Municipal Airport I Clayton Scott Field Master Plan Update-April 2008 6-2 Chapter 6 -Implementation Plan 6.2.1 AIP STATE ENTITLEMENTS The Renton Municipal Airport is eligible for an annual grant under the Airport Improvement Program (AIP), state entitlement program. This grant totals $150,000 per year. 6.2.2 AIP DISCRETIONARY GRANTS The FAA can also provide discretionary grants to airports for projects that have a high federal priority for enhancing the safety or capacity of the national airport system and that cannot be otherwise funded. Although the amounts of individual grants vary, they can be significant. Discretionary grant applications arc evaluated based on need, the FAA's project priority ranking system and the FJ\A's assessment of a project's significance within the national airport and airway system. It is felt at this time that the FAA will make grants available to the City for projects that are eligible for federal funding. While no guarantee of funding availability is implied. the status of the grant program combined with the needs at the airport make it likely that money will be made available. 6.2.3 PRIVATE THIRD PARTY FINANCING Many airports use private third party financing when the improvements will be primarily used by a private business or other organization. Such projects are not eligible for federal funding. Projects recommended in this master plan that will require such funding include hangars and FBO facility expansion Table, shows the projected cost of the recommended facilities as well as the probable source of the funding. Included are estimates to account for sales taxes, engineering and construction administration, and contingencies. Renton Municipal Airport I Clayton Scott Field Master Plan Update -April 2008 6-3 Chapter 6: Implementation Plan Exhibit 6-1: Capital Improvement Plan • Project D~f!iP!i/>'1i ' /:<''' -. ''" # Airfield Pavements Overlay Runway -Engineering _____ $150,000 -~----···-·-· Over_iay_ Runway_-_Engine_ering 3 ····-···--·Overlay __ I{ unway ____________________ _ 4 Overlay Blast Pad -RW 33 ................. ,, _____________ ,, ________________________________ _ 5 Overlay Blast Pad -RWIS ·-.................. ,_, __ ,, _____ _,_,__, _______ --------- 6 .. __ ltt:co11stnJctTaxiway B 7 Overlay Taxiway N Totat:4irfi.eld Projects Apron Pavements $70,000 $3,294,900 $266,300 $306,200 $1,300,700 $419,400 $5,807,500 ': "' FAA Share City Share. •. P.-fyllti\,,•'. $135,000 $63,000 $15,000 $0 $7,000 $0 ----------------·-----------.........•••............... $2,965,410 $329,490 $0 ................................... $239,670 $26,630 $0 $275,580 $30,620 $0 . ··-· -·---·---·---··-·-·--·--·-··--·--······-·······-·······-·" $1, 170,630 $130,070 $0 -. -. -........... _, ________ ,.,, ... ,-,.·-·-··· .. ·---·-··-·----·-··""" $377,460 $41,940 $0 $5,226,750 $580,750 $0 8 Reconstruct Leven Apron l -······-----~-),038,]~~---··-$0 $0 $1,038,100 9 _ Overlay SeaplaneApron (860)____ ~~~1_01_(}_~--$0 $0 $431,100 ···········································•········· " _I!) ___ Overlay.B 840Apr"11 _____ $2_32,600 $0 $0 $232,600 _1_1__ _(?~c~laL~outheast. Han15arApro11. 1_2 ___ ()ve_rlay B 840 Apro11 13 . Overlay EastGA Apron $725,200 $267,500 $2,652,200 14 Overlay Cl Apron $592,900 ----· --------·-·--·-·-----· ··-·--·--·-·-·-·-·-·--·-·-... ··-···-·-·-·-·--····-- I S ____ Overlay B622Apron ·-·······--. 16 ... ()verlay~outhcastHangar Aprnn 17 Overlay B 540/560 Apron ............ 18 Reconstruct Apron B2 19 Overlay B 8~0ftceron _ 20 Overlay I3243 Arron_ . 21 Reconstruct B 860 22 " _()verlat 13 8~!)~8~9 J\p~"" ..... 2 3 ()yerlay 13()~/J\C E _J\prnn Total Apron Proje£'t.'i $164 ,500 $960,300 $1,233,600 $566,700 $256,400 $321 $459,600 $208,500 $33, I 00 $10,143,500 $0 $0 $2,386,980 $533,610 $148,050 $0 $0 $510,030 $0 $0 $0 $725,200 $0 $267,500 ······-····--··-·······-····· $265,220 -·-···-······--·-·--·-· $59,290 $16,450 $0 $0 $0 $0 $960,300 $0 $1,233,600 $56,670 $0 ----,-·-----·- $0 $256,400 $0 $0 $0 •.............. $321,200 $459,600 $208,500 $33,100 S6,167,200 $0 $0 $0 $0 $3,578,670 $397,630 Renton Municipal Airport/ Clayton Scott Field Master Plan lJpdate-April 2008 6-4 Chapter 6 -Implementation Plan Capital Improvement Plan (Continued) # Project Description Other Pavements 24 Overlay Perimeter Road .... ··-....................... _,_,,,,, 25 Overlay Apron Vehicle Lane Total Road Projects ----------- Parking Lots 26 .. _EastBoein~ Park in_g .. 27 BOS/ACE 28 B 243 Parking .......................................... 29 Tower Parking 30 B 790/800/820 Parking 31 32 _Seap_I~_n~ Base Par~i!_1_g COC Parking 33 Apron C Parking 34 Boe.i~~"~~:-~}ng Lot Tota_/ l'_a!_l<_i~i:l_ot Projects _ TOTAL PROGRAM Total Cost $2,151.900 $6,059.300 $8,2/1,2()() $1,990300 $207.000 $112.200 $157,800 $1,105,500 $364,100 $220.000 $416.100 $808,800 $5,381,8//() $29,544,000 so so so -------·-·----·-so $2,765,272 $0 .... ----------------------------·-·--····- $6,059,266 $0 $8,824,538 so -----------·--------·---- $2,288,901 $0 -·----···---·--·----·-·--···-· --··-·-····---------·---·-·······------so $0 $207,000 so $0 $1 so $157,800 $0 -----------so $552,750 $552,750 so $182,050 $182,050 so $252,944 so $41 100 $0 so $930,082 $0 -....... ··---------------so $4,780,627 $1,070,842 $8,805,420 $14,583,545 $7,238,042 Renton Municipal Airport/ Clayton Scott Fit>ld Master Plan Update-April 2008 6-5 Chapter 6: Implementation Plan INTENTIONALLY LEFT BLANK Renton Municipal Airport/ Clayton Srntt Field Master Plan Update-April 2008 6-6 Chapter 6-Implementation Plan # Project Description Airfield Pa\.'ements Overlay Runway -Engineering Total Cost 2007 Capital Improvement Plan (Continued) Phase I 2009 2010 2011 .. .2. ....... _?v~rl.ay._R_unway __ -Engineering $ I 50,000 I $150.000 S70,000 $70,000 .... __ .. . .. , . . ··--· 3 Overlay Runway ..................................... -,., ......... _, __ 4 Overlay Blast Pad -R W 3 3 --,--·-·--·-·------···---------···--·-····-··"······-·······-·. -·----- 5 Overlay Blast Pad-RWl5 -----------------.. ,.,_ ____________ --·-··--·--·-··"" ________ ,,,,. 6 Reconstruct Taxiway B 7 Overlay_Taxiway N Apron Pavements Reconstruct Leven Apron I Overlay Seaplane Apron (860) .. f!~.: :~.t.~~L .. ~--(~-~.? ... ~~~l~:_r! ! ! Overlay Southeast Han[;ar /1pron "-----,-----". "·-···-· """ ·-·· .. ---......... . Overlay B 840 Apron $3,294,900 $266,300 $306,200 $1,300,700 $419,400, $1,038. I 00 5.13 LI 00 $232.600 $725,200 $267,500 $3,294,900 8 9 10 11 12 13 14 15 Overlay East GA Apron OverlayC 1. Apron Overlay B 622 Apron. $2,652,3~0+ . - $592,900 $164,500 16 Overlay Soulheas/ Hangar ,J!'ron ... $96,?.,300 17 Overlay B 540/560Apron $1,233,600 18 .Reconstruct.Apron B2 $566,700 19 ()verlayB860Apron $256,400 20 Overlay B 243 Apron $321,200 ,----------···-·""""""""""""'" 21 Reconstruct B 860 Apron 22 Overlay B 850/860 Apron 23 Overlay BOS/ACE Apron $459,600 .......... ··-..... , ..... $208,5?~ + . _ $33,100 $266,300 $306,200 -··-·· ... .. . . ·I Sl,038,100 $431,100 $232,600 $267,500 $2,652,200 $592,900 $164,500 2012 Renton Municipal Air-port/ Clayton Scott Field Master Plan llpdate-April 2008 2013 $1,233,600 Phase II 2014 $566,700 $256,400 $321,200 2015 $459,600 $208,500 $33,100 Phase Ill .. ie\l'l',2021'· [)(Anli~al Co$t) 6-7 6-8 Chapter 6: Implementation Plan Capital Improvement Plan (Continued) · Phase 111· , 20UJ. # Pr.;j~ tilriptic,~'' 21/lf. i.\:fo,•::;1:i , 2017-2027 (Annual Cost) Other Pavements i:·-·6:::::;:;::ne~::::dLane -------------!!:~!~::~~} . -.· ··· ··. ··. ----- ·····-·--·-····---··-····-·-·--··--·---··--·····-·······---.. -.... -·--·----·-·--·-------···-···· .. ·-· ···--------------..--··--·---. ----------------------_[ ______ ------~-----. -------------------- ·········································.· .•.. 1.·.$]~1!~1:;.r~:;I~~~~;:r::;:t.~t11:1I::~/-~~t::_~ [ $1~~~~:~!~J Parking Lots 26 ~~~t13Clei,~!; ~arkill)t $1,990,300 -···-··----·····J.·---···----$398,060 I $398,060 i ... $398,o6oJ .$398,o6oJ $398,060 27 BOS/ACEParking __ . $207,000 .. ... -·-···-··-·--·--+·-·------·-··-' ---·····-·· $41,400 , $41,400 · $41,400 I $41,400 I $41,400 --__ ---. _, ------------------0-··-·----·-··-·-·----·-·· ·------·--------------~--------------,-- 28 29 30 31 32 33 34 B 243 Parking $112,200 +·············· Terminal Parking $157,800 , ...... , ......... . B790/89Cl/82gparki11i; ___E,10.5.,500 __ ···-············ ' , , , Seaplane Base Parking $364,100 [ i : I ·····-•.•.. ····-. . --· ····-··------. -. -···-·····----·--·---·-···-··------·---' .. coc .. Parking_·--··················· _________ $220,000·+-·········---····'··········· '?.P:()11 i;: .. ~."!.1'i 111t............. . _ ········-----~:IJ?}g9_ . -- B0ein1,Parkin.g_Lot $808,800 I $22,440 ' $22,440 : $22,440 ' $22,440 ---··------·-~··------------!-··-·-···-----········--·-··--·-··-····:--···----··· $31,560 : $31,560 i $3 I ,560 : $31,560 . .. ······-············ .. ----·-··--·---------· ,--··--·-·---·----·-·-------·· $22,440 $31,560 $221,100 $221,100 $221,100 $221,100' $221,100 ·······························---·---·----~-· --·-· ··-. '.. .. ······-----·-+·-··· --·····- $72,820 • $72,820 . $72,820 : $72,820 I $72,820 •··• · ····-••• --· · [-------·-----·-----· ·-:···-·····"-"""""""""""" ........ ,. ........... t"° · · · """""···-·· '. ---···-··--"····-··""'"""'"-·I $44,000 : $44,000 , $44,000 i $44,000 i $44,000 ····-······ >-·-··-~ ' ----·--····-:····--·--·----··----······:-··············----·--···1-- $83,220 : $83,220 . $83,220 • $83,220 i $83,220 $161,760 '. $161,760 i . $161,760 i . $161,760 [ $161,760 ....... -----·--------·-· ·----·-·········-···--·---·"-· ·---·-··-·"" ···-···-··-·····---'-- Total AJPEli!;ible _Total -Not AIP Eligible __ Total _ ::=:: ~:~:~!;:~~~ t::-$220,0~6.: ·-$3,294,9: :~~ $2,274,J~ci , $4,402,3~ci! .$ I,720,l~~ j $;~~~:!~~· •...• :t~!!::~~ J ··:~:~~:~~6.: ····· $;~::~6~ : _$2~}i~~~~-----·--_ _ ~~ ... $3,678,900 $3,952,200 , $3,862,900 i S3,386,7oo I $2,751,100 so $29,544,000 $220,000 , $3,294,900 ' $2,274,300 . $4,402,300 , $1,720,100 Financial Analysis -------········--·--·-·------··"· ··1----------·------·-·--·-·····-. "-·-·-·-········--"···--·-·-··","''"'"-···-······-····-· FAA Contribution I $209,000 : $3,130,155 : $2,160,585 : $4,182,185 $1,634,095 j $912,285 $1,171,920 i $1,087,085 · Non-PrimaryEntitlement _ . _ ·-_ _ --· ... __ $150,000.[ ._$150,000J . $150,000 ___ $150,000 : $150,000 .. .. $150,000 •.... $150,000 i $150,000 ' $634,695 . . _$31,4451 ....... -... $0 $150,000 •... $150,0001 .......... $150,000._ ........ F AApiscretionary Request. <::unmla_t_i_ve _ [?i screti ()n_ary __ )leq uest_ $59,000 $2,980,155 i ---· ··---,-·---·-- .•.... $5'1,000 $0 $3,039,155 $0 $2,010,s8s $4,032,185 J $5,049,740 ' $0 $113,715 $9,081,925 $0 $220,115 $1,484,095 $ I 0,566,020 $0 $86,005 $762,285 • $1,021,920 i $937,085 ' $484,695 -$118,555 ----··-----·----,------·--·-·-·-----· :--------··-·-.. ·-·----·--·····-··•··--·-···-·-·--·-··--·-········l··-·-·-·-- $11,328,305' $12,350,225 [ $13,287,310 i $13,772,005 $13,653,450 $0· ·· $oi· ·· $0 ···$() ·· $0 -$150,000 ... ······------- $13,503,450 .. S_tate A_ppcntion111e11t ~equest Local Contribution Local _f_~~!~i_!'_ll_~i_?_~ __ wit_~_?_llt .?.~~~~~-t_i_?.r:1~12'. Private Contribution $164,745 ···········+ $11,000 -:---------------·--·4·------·-·--·--·-·--·-····-···· ,-·-······---·-·········-----·-·-... ·-·- $2,766,615 : $2,780,280 i $2,775,815 $2,752,005 ' . -. . ---. -. -.. ·------·----·----·~ -------·-········--·-·····--·-····' .. -·--·--·-·····----.... ····--·-: $70,000 [ $3,144,900 i $2,124,300 : $4,252,300 $1,570,100 ' ............... $01 .. $01 ...... $0 ..... $0! $3,528,9~ci I ·· $3,802,2~6 ._$3,712,9~~ : .... $3,236,7~6 $2,601,700 I $0 I Renton Municipal Airport/ Clayton Scott Field Master Plan Update -April 2008 $2,720,255 -$150,000 $0 $0 $0 $0 A.1 ABBREVIATIONS AC -Advisory Circular ADF -Automatic Direction Finder ADPM -Average Day of the Peak Month AGL -Above Ground Level AIP -Airport Improvement Program ALP -Airport Layout Plan ALS -Approach Lighting System ALSF-1 -Approach Light System with Seyucncc Flasher Lights ARC -Airport Reference Code ARFF -Airport Rescue and Fire Fighting ARP -Airport Reference Point ARTCC -Air Route Trafiic Control Center ASDA -Accelerate-Stop Distance Available ASR -Airport Surveillance Radar ASV -Annual Service Volume ATC -Air Traffic Control A TCT -Airport Traffic Control Tower AVGAS -Aviation Gasoline BRL -Building Restriction Line CIP -Capital Improvement Program CL -Centerline DBA -A-weighted Decibels DH -Decision Height DME -Distance Measuring Equipment DNL -Day-Night Sound Levels DOT -Department of Transportation EA -Environmental Assessment A GLOSSARY Renton Municipal Airport/ Clayton Scott Field Master Plan Update-April 2008 EIS -Environmental Impact Statement EP -Enplaned Passenger EPA -The United States Environmental Protection Agency FAA -Federal Aviation Administration FAR-Federal Aviation Regulation FBO -Fixed Based Operator FIS -Federal Inspection Service FSS -Flight Service Station GA -General Aviation GPS -Global Positioning System HIRL -High Intensity Runway Lights IFR -Instrument Flight Rules ILS -Instrument Landing System INM -Integrated Noise Model ISTEA -Jntermodal Surface Transportation Enhancement Act LDA -Landing Distance Available LDN -Day-Night Sound Levels (See DNL) LIRL -Low Intensity Runway Lights MALS -Medium Intensity Approach Light System Appendix A: Glossary MALSF -Medium Intensity Approach Light System with sequence flashing Lights MALSR -Medium-Intensity Approach Lighting System with Runway Alignment Indicators MGW -Maximum Gross Weight MIRL -Medium Intensity Runway Lights MLS -Microwave Landing System MSL -Mean Sea Level NA VAID -Air Navigation Facility/Aid NDB -Non-Directional Beacon NPIAS -National Plan oflntegrated Airport Systems OAG -Official Airline Guide OFA -Object Free Area OFZ-Obstacle Free Zone PAPI -Precision Approach Path Indicator PFC -Passenger Facility Charge PIR -Precision Instrument Runway RAIL -Runway Alignment Indicator Lights Renton Municipal Airport I Clayton Scott Field Master Plan Update-April 2008 A-2 Appendix A: Glossary REIL -Runway End Identifier Lights RSA -Runway Safety Area RPZ -Runway Protection Zone RVR -Runway Visual Range TAF -FAA Terminal Area Forecasts TODA -Take-Off Distance Available TORA -Take-Off Run Available UHF -Ultra High Frequency VASI -Visual Approach Slope Indicator VFR -Visual Flight Rules VHF -Very High Frequency WAD -Washington State Department of Transportation, Aeronautics Division WSCASP -Washington State Continuous Airport System Plan WSDOT -Washington State Department of Transportation A.2 DEFINITIONS Active Aircraft -Aircraft registered with the FAA and reported to have flown during the preceding calendar year. Activity -Used in aviation to refer to any kind of movement e.g., cargo flights, passenger flights, or passenger enplanements. Without clari ti cation it has no particular meaning. ADF -Automatic Direction Finder. Advisory Circular (AC) -A series of Federal A,iation Administration (FAA) publications providing guidance and standards for the design. operation and performance of aircraft and airport facilities. AGL -Abcwe Ground Level. Airport Improvement Program (AIP) -A congressionally mandated program through which the FAA provides funding assistance for lhe de,e!opmenl and enhancement of airport facilities. Renton Municipal Airpo.-t / Clayton Srntt Field Master Plan Update-April 2008 A-3 Appendix A: Glossary Air Cargo -Commercial freight, including express packages and mail, transported by passenger or all-cargo airlines. Air Carrier -An airline providing scheduled air service for the commercial transport of passengers or cargo. Air Navigation Facility (NA VAID) -Although generally referring to electronic radio wave transmitters (VOR, NDB, ILS), it also includes any structure or mechanism designed to guide or control aircraft involved in flight operations. Air Route Traffic Control Center (ARTCC) -FAA-manned facility established to provide air traffic control services to aircraft operating in controlled airspace, en route between terminal areas. Although designed to handle aircraft operating under IFR conditions, some advisory services are provided to participating VFR aircraft when controller work loads permit. Air Taxi-An air carrier certificated in accordance with FAR Part 135 and authorized to provide, on demand, public transportation of persons and property by aircraft. Air taxi operators generally operate small aircraft "for hire" for specific trips. Air Traffic Hub -Air traffic hubs arc not airports; they are cities and Metropolitan Statistical Areas requiring aviation services and may include more than one airport. Communities fall into four classes as determined by each community's percentage of the total enplaned passengers by scheduled air carriers in the 50 United States, the District of Columbia, and other U.S. areas designated by the Federal Aviation Administration. Hub designations are determined by the following criteria: I. Large Hub: 1.00 percent 2. Medium Hub: 0.25 percent to 0.99 percent (cont.) 3. Small Hub: 0.05 percent to 0.249 percent 4. Nonhub: Less than 0.05 percent. Aircraft Approach Category -A grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum gross landing weight. The aircraft approach categories are: Renton Municipal Airport/ Clayton Scott Field Master Plan Update -April 2008 A-4 Appendix A: Glossary Category A -Speed less than 91 knots: Category B -Speed 91 knots or more but less than I 21 knots; Category C -Speed 121 knots or more but less than 141 knots: Category D -Speed I 41 knots or more but less than 166 knots; and, Category E -Speed 166 knots or more. Aircraft Gate Position -An aircraft operational stand close to the tem1inal building and related to a specific passenger loading gate. Aircraft Mix -The classification of aircrafi into groups, which are similar in size, noise, and operational characteristics. Aircraft Operations -The airborne movement of aircraft. There are two types of operations: local and itinerant defined as follows: I. Local Operations are performed by aircraft which: (a) operate in the local traffic pattern or within sight of the airport; (b) arc known to be departing for or arriving from a local practice area. 2. Itinerant operations are all others. Airfield -A defined area on land or water including any buildings, installations, and equipment intended to be used either wholly or in part for the arrival, departure or movement of aircraft. Airplane Design Gronp -A grouping of airplanes based on wingspan. The groups are: Group I: Group II: Group III: Group IV: Group V: Group VI: Up to, but not including 49 feet 49 feet up to, but not including 79 feet 79 feet up to, but not including 118 feet 118 feet up to, but not including 171 feet 171 feet up to, but not including 214 feet 214 feet up to, but not including 262 feet. Airport Layout Plan (ALP) -An FAA required map of an airport depicting existing and proposed facilities and uses, with clearance and dimensional information showing compliance with applicable standards. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-April 2008 A-5 Appendix A: Glossary Airport Reference Code (ARC) -A coding system used to relate airport design criteria to the operational and physical characteristics of the airplanes intended to operate at the airport. It is a combination of the aircraft approach category and the airplane design group. Airport Reference Point (ARP) -The location at which the designated latitude and longitude for an airport are measured. Airport Service Area -The geographic area that generates demand for aviation services at an airport. Airport Surveillance Radar (ASR) -Radar providing position of aircraft by azimuth and range data without elevation data. It is designed for a range of approximately 50 miles. Airport Traffic Area -Unless otherwise specifically designated that airspace with a horizontal radius of five statute miles from the geographic center of any airport at which a control tower is operating, extending from the surface up to but not including 3,000 feet above the surface. Airside -That portion of the airport facility where aircraft movements take place, airline operations areas, and areas that directly serve the aircraft (taxiway, runway, maintenance, and fueling areas). Also called the airport operations area. Airspace -The area above the ground in which aircraft travel. It is divided into corridors, routes, and restricted zones for the control and safety of aircraft. All-Cargo Carrier -An air carrier certificated in accordance with FAR Part 121 to provide scheduled air freight, express, and mail transportation over specific routes, as well as the conduct of nonscheduled operations that may include passengers. Alternate Airport -An alternate destination airport if flight to the original destination cannot be completed. Ambient Noise Level -Background noise level, exclusive of the contribution made by aircraft. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -April 2008 A-6 Appendix A: Glossary Annual Service Volume (ASV) -A reasonable estimate of an airport's annual capacity. It accounts for differences in runway use. aircraft mix, weather conditions, etc., that would be encountered over a year's time. Approach End of Runway-The near end of the runway as viewed from the cockpit ofa landing aircrali. Approach Surface -An imaginary surface longitudinally centered on the extended runway centerline and extending outward and upward from each end of the primary surface. An approach surface is applied to each end of the runway based upon the planned approach. The inner edge of the approach surface is the same width as the primary surface and expands uniformly depending upon the planned approach. Approved Instrument Approach -Instrument approach meeting the design requirements, equipment specifications, and accuracies. as determined by periodic FAA flight checks, and which are approved for general use and publication by the FAA. Apron -A defined area where aircraft are maneuvered and parked and where activities associated with the handling of flights can be carried out. ARFF -Aircraft Rescue and Fire Fighting. A TC -Air Traffic Control ATCT -Airport Traffic Control Tower. AVGAS -Aviation gasoline. Fuel used in reciprocating (piston) aircraft engines. Avgas is manufactured in the following grades: 80/87. 1 OOLL, I 00/130, and 115/145. Avigation Easement -A form of limited property right purchase that establishes legal land-use control prohibiting incompatible development of areas required for airports or aviation related purposes. Based Aircraft -Aircraft stationed at an airport on an annual basis. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -April 2008 A-7 Appendix A: Glossary BRL -Building Restriction Line. Capacity -(Throughput capacity). A measure of the maximum number of aircraft operations, which can be accommodated on the airport component in an hour. Capital Improvement Program (CIP) -A scheduled of planned projects and costs, often prepared and adopted by public agencies. CAT I (one) -Category I Instrument Landing System, which provides for approach to a height above touchdown of not less than 200 feet and with Runway Visual Range of not less than 1,800 feet. CAT II (two) -Category II !LS approach procedure, which provides for approach to a height above touchdown of not less than I 00 feet and a RVR of not less than 1,200 feet. CAT III (three) -Category III !LS approach, which provides for an approach with no decision height and a RVR of not less than 700 feet. Ceiling -The height above the ground of the base of the lowest layer of clouds or obscuring phenomena aloft that is reported as broken or overcast and not classified as scattered, thin, or partial. Ceiling figures in aviation weather reports may be determined as measured, estimated, or indefinite. Certificated Route Air Carrier -One of a class of air carriers holding certificates of public convenience and necessity. These carriers are authorized to perform scheduled air transportation over specified routes and a limited amount of nonscheduled activity. Charter -A nonscheduled flight offered by either a supplemental or certificated air carrier. Circling Approach -An instrument approach procedure in which an aircraft executes the published instrument approach to one runway, the maneuvers visually to land on a different runway. Circling approaches are also used at airports that have published instrument approaches with a final approach course that is not aligned within 30 degrees of any runway. Clear Zone -See Runway Protection Zone Renton Municipal Airport/ Clayton Scott Field Master Plan Update-April 2008 A-8 Appendix A: Glossary Clearway -A clearway is an area available for the continuation of the take-off operation, which is above a clearly defined area connected to and extending beyond the end of the runway. The area over which the clearway lies need not be suitable for stopping aircraft in the event of an aborted take-off. Clearways are applicable only in the take-off operations of turbine-engined aircraft. Commercial Air Carriers -An air carrier cerli ficated in accordance with FAR Parts 121 or 127 to conduct scheduled services on specified routes. These air carriers may also provide nonscheduled or charter services as a secondary operation. Four carrier groupings have been designated for statistical and financial data aggregation and analysis: I. Majors: Air carriers with annual operating revenues greater than $1 billion. 2. Nationals: Air carriers with annual operating revenues of between $100 million and $ I billion. 3. Large Regionals: Those carriers whose revenues are between$ IO million and $99,999,999. 4. Medium Regionals: Air carriers with annual revenues less than $10 million. Commuter Air Carrier -An air carrier certificated in accordance with FAR Part 135, which operates aircrall with a maximum of 60 seats, and provides at least five scheduled round trips per week between two or more points, or carries mail. Commuter/Air Taxi Operations -Those arrivals and departures performed by air carriers certificated in accordance with FAR Part 135. Condemnation -Proceedings under which a property interest may be forcibly acquired: government may condemn land through the power of eminent domain: an individual may apply inverse condemnation to obtain just compensation for a property interest taken by the government without prior agreement Conical Surface -An imaginary surface extending outward and upward from the periphery of the horizontal surface al a slope of 20: 1 for a horizontal distance of 4,000 feet. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-April 2008 A-9 Appendix A: Glossary Control Areas -These consist of the airspace designated as Federal Airways, additional Control Areas, and Control Area Extensions, but do not include the Continental Control Areas. Control Tower -A central operations facility in the terminal air traffic control system consisting of a tower cab structure using air/ground communications and/or radar, visual signaling, and other devices to provide safe and expeditious movement of air traffic. Control Zones -Areas of controlled airspace, which extend upward from the surface and terminate at the base of the continental control area. Control zones that do not underlie the continental control area have no upper limit. A control zone may include one or more airports and is normally a circular area with a radius of five statute miles and any extensions necessary to include instrument departure and arrival paths. Controlled Airspace -Airspace designated as continental control area, control area, control zone, or transition area within which some or all aircraft may be subject to air traffic control. Critical Aircraft -The aircraft, which controls one or more design items, based on wingspan, approach speed and/or maximum certificated take off weight. The same aircraft may not be critical to all design items. Crosswind -When used concerning wind conditions, the word means a wind not parallel to the runway or the path of an aircraft. dBA -Decibels measured on the A-weighted scale to factor out anomalies. Decibel ( dB) -The standard unit of noise measurement relating to a logarithm scale in which 10 units represents a doubling of acoustic energy. Decision Height (DH) -During a precision approach, the height (or altitude) at which a decision must be made to either continue the approach or execute a missed approach. Declared Distances -The distances the airport owner declares available and suitable for satisfying an airplane's take-off distance, accelerated-stop distance, and landing distance requirements. The distances are: Renton Municipal Airport/ Clayton Scott Field Master Plan Update -April 2008 A-10 Appendix A: Glossary Take-off run available (TORA) -The runway length declared available and suitable for the ground run or an airplane taking olT. Take-off distance available (TODA) -The TORA plus the length of any remaining runway and/or clearway (CWY) beyond the far end of the TORA. Accelerate-stop distance available (ASDA) -The runway plus stopway (SWY) length declared available and suitable for the acceleration and deceleration of an airplane aborting take-off. Landing distance available (LDA) -The runway length declared available and suitable for a landing airplane. Design Hour -The design hour is an hour close to the peak but not the absolute peak, which is used for airport planning and design purposes. It is usually the peak hour of the average day of the peak month. Displaced Threshold -Actual touchdown point on specific runways designated due to obstructions, which make it impossible to use the actual physical runway end. Distance Measuring Equipment (DME) -An airborne instrument, which indicates the distance the aircraft, is from a fixed point, usually a VOR station. DOT -Department of Transportation. Effective Runway Gradient -The maximum difference bel\veen runway centerline elevations divided by the runway length, expressed as a percentage. Eminent Domain -Right of the government to take property from the owner, upon compensation, for public facilities or other purposes in the public interest. Environmental Assessment (EA) -A report prepared under the National Environmental Policy Act (NEPA) analyzing the potential environmental impacts ofa federally funded project. Renton Municipal Airport/ ClaJton Scott Field Master Plan llpdate-Ariril 2008 A-II Appendix A: Glossary Environmental Impact Statement (EIS) -A report prepared under NEPA fully analyzing the potential significant environmental impacts of a federally funded project. EPA -The United States Environmental Protection Agency. FAR Part 77 -Federal Aviation Regulations, which establish standards for determining obstructions in navigable airspace. Federal Aviation Administration (FAA) -A branch of the U.S. Department of Transportation responsible for the regulation of all civil aviation activities. Fixed Base Operator (FBO) -An individual or company located at an airport providing commercial general aviation services. Final Approach -The flight path of an aircraft which is inbound to the airport on an approved final instrument approach course, beginning at the point of interception of that course and extending to the airport or the point where circling for landing or missed approach is executed. Fixed Wing -For the purposes of this report, any aircraft not considered rotorcrafl. Flight Plan -A description or outline of a planned flight, which a pilot submits to the FAA, usually through a Flight Service Station. Flight Service Station (FSS) -Air traffic facility operated by the FAA to provide flight service assistance such as pilot briefing, en route communications, search and rescue assistance and weather information. General Aviation -All civil aviation operations other than scheduled air services and non- scheduled air transport operations for remuneration or hire. Global Positioning System (GPS) -GPS uses a group of many satellites orbiting the earth to determine the position of users on or above the earth's surface. This system will provide at least non-precision approach capability to any airport having published instrument approach procedures. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -April 2008 A-12 Appendix A: Glossary HIRL -High Intensity Runway Lights. Horizontal Surface -A horizontal plane 150 feet above the established airport elevation, the perimeter of which is constructed by swinging arcs with a radius of 5,000 feet for all runways designated as utility or general; and 10,000 feet for all other runways from the center of each end of the primary surface and connecting the adjacent arc by tangent lines. Instrument Flight Rules (IFR) -These rules govern the procedures for conducting instrument flight. Pilots are required to follow these rules when operating in controlled airspace with visibility ofless than three miles and/or ceiling lower than 1,000 feet. Instrument Landing System (ILS) -!LS is designed to provide an exact approach path for alignment and descent of aircraft. Generally consists of a localizer, glide slope, outer marker, middle marker, and approach lights. This type ol.precision instrument system is being replaced by Microwave Landing Systems (MLS). Instrument Runway -A runway equipped with electronic and visual navigation aids for which a precision or non-precision approach procedure having straight-in landing minimums has been approved. Itinerant Operation -All aircraft operations at an airport other than local. Landing Area -That part of the movement area intended for the landing and takeoff of aircraft. LDN -Day-night sound levels; a method of measuring noise exposure. Local Operation -Aircraft operation in the traffic pattern or within sight of the tower, or aircraft known to be departing or arriving from flight in local practice areas, or aircraft executing practice instrument approaches at the airport. LIRL -Low Intensity Runway Lights. Mean Sea Level (MSL) -Elevation above Mean Sea Level. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-April 2008 A-13 Appendix A: Glossary Medium-Intensity Approach Lighting (MALSR) -This system includes runway alignment indicator lights. An airport lighting facility, which provides visual guidance to landing aircraft. Microwave Landing System (MLS) -An instrument landing system operating in the microwave spectrum, which provides lateral and vertical guidance to aircraft with compatible equipment. Minimums -Weather condition requirements established for a particular operation or type of operation. MIRL -Medium-Intensity Runway Lights. Movement Area -The runways, taxiways and other areas of the airport used for taxiing, takeoff and landing of aircrafi, exclusive of loading ramps and parking areas. Navigational Aid (NA VAID) -Any visual or electronic device airborne or on the surface which provides point to point guidance information or position data to aircraft in flight. Non-Directional Beacon (NDB) -Transmits a signal on which a pilot may "home" using equipment installed in the aircraft. Non-Precision Instrument Approach -An instrument approach procedure with only horizontal guidance or area-type navigational guidance for straight-in approaches. Object Free Area (OFA) -A two-dimensional ground area surrounding runways, taxiways, and taxi lanes which is clear of objects except those whose location is fixed by function. Object Free Zone (OFZ) -The airspace defined by the runway OFZ and, as appropriate, the inner-approach OFZ and the inner-transitional OFZ, which is clear of object penetrations other than frangible NA V AIDS. Runway OFZ -The airspace above a surface centered nmway centerline. Inner-approach OFZ -The airspace above a surface centered on the extended runway centerline. It applies to runways with an approach lighting system. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-April 2008 A-14 Appendix A: Glossary Inner-transitional OFZ -The airspace above the surfaces located on the outer edges of the runway OFZ and the inner-approach OFZ. It applies to precision instrument runways. Obstruction -An object, which penetrates an imaginary surface described in FAR Part 77. Peak Factor -The factor applied to the annual operations to determine the peak hour activity. PIR -Precision Instrument Runway. Precision Approach Path Indicator (PAPI) -Provides visual approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high intensity focused light beams. Precision Instrument Approach -An instrument approach procedure in which electronic vertical and horizontal guidance is provided, e.g. !LS and MLS. Primary Surface -A surface longitudinally centered on the runway, extending 200 feet beyond each end of the runway. The elevation of any point on the primary surface is the same as the elevation of the nearest point on the runway centerline. Rotorcraft (e.g. Helicopter) -A heavier-than-air aircraft supported in flight by the reactions of the air on one or more power-driven rotors on substantially vertical axis. Runway End Identifier Lights (REIL) -These lights aid in early identification of the approach end of the runway. Runway Protection Zone (RPZ) -The ground area under the approach surface, which extends from the primary surface to a point where the approach surface is fifty feet above the ground. This was formerly known as the clear zone. Runway Safety Area (RSA) -A defined surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion from the runway. Renton Municipal Airport/ Clayton Scott Field Master Plan Update -April 2008 A-15 Appendix A: Glossary Segmented Circle -A system of visual indicators designed to provide traffic pattern information at airports without operating control towers. Touch and Go Operation -Practice Jlight performed by a landing touch down and continuous take off without stopping or exiting the runway. Transitional Surfaces -These surfaces extend outward and upward at right angles to the runway centerline and the extended runway centerline at a slope of7:1 from the sides of the primary surface and from the sides of the approach surfaces. Transitional surfaces for those portions of a precision approach surface which project through and beyond the limits of the conical surface extend a distance of 5,000 feet measured horizontally from the edge of the approach surface and at right angles to the runway centerline. Transport Airport -An airport designed, constructed and maintained to serve airplanes in Aircraft Approach Category C and D. Utility Airport -An airport designed, constructed and maintained to serve airplanes in aircraft approach category A and B. VASI -Visual Approach Slope Indicator. See definition of PAPI. Visual Flight Rules (VFR) -Flight rules by which aircraft are operated by visual reference to the ground. Weather conditions for flying under these rules must include a ceiling greater than 1,000 feet, three-miles visibility and standard cloud clearance. Wind Coverage -Wind coverage is the percent of time for which aeronautical operations are considered safe due to acceptable crosswind components. Wind Rose -A scaled graphical presentation of wind information. Renton Municipal Airport/ Clayton Scott Field Master Plan Update-April 2008 A-16