# 8NTENTS

CHANDLER 

# MUNICIPAL AIRPORT Chandler, Arizona


# AIRPORT MASTER PLAN

INTRODUCTION

AIRPORT USERS I-I STUDY OBJECTIVES 1-2 AIRPORT ROLE 1-3



### Chapter One 

## INVENTORY

AIRPORT DEVELOPMENT HISTORY 1-2 ChandlerAirport Commission 1-2 AIRPORT SETTING 1-3 AIRPORT FACILITIES 1-3 Airside Facilities 1-3 TERMINALAREA FACILITIES 1-8 General Aviation Terminal Building 1-8 Aircraft ParkingApron 1-8 Aircraft Hangar Facilities

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1-8 Fixed Base And Specialty Operators 1-9 Fuel Facilities 1-10 Utilities 1-10 AIRSPACE AND AIR TRAFFIC CONTROL 1-11

### Chapter One (Continued)
Airspace Structure

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1-11 AreaAirports 1-13 Air Traffic Control

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1-15 SOCIOECONOMIC CHARACTERISTICS 1-15 Population 1-15 Employment 1-16 Income 1-17 AIRPORT AREA LAND USE AND

TRANSPORTATION CONSIDERATIONS 1-19 Transportation Network 1-19 CLIMATE 1-19 SUMMARY 1-21



### ChapterTwo 

## AVIATION DEMAND FORECASTS

FORECASTINGMETHODOLOGY

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-2 NATIONAL AVIATION TRENDS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-3 AIRPORT SERVICE AREA 2-6 SOCIOECONOMIC PROJECTIONS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-7 Population 2-7 Employment

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-9 GENERAL AVIATION FORECASTS 2-10 BasedAircraft Forecasts

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-10 BasedAircraft FleetMix 2-16 Annual General Aviation Operations 2-17 MILITARYACTIVITY 2-20 PEAKING CHARACTERISTICS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-21 ANNUAL INSTRUMENTAPPROACHES 2-22 FORECAST SUMMARY

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-23



### Chapter Three 

## FACILITY REQUIREMENTS

AIRFIELD CAPACITY

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-1 Capacity Analysis 3-3 Conclusions 3-5 AIRFIELD REQUIREMENTS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-6 Runways

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-9 Taxiways 3-12 Navigational Aids And Lighting

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-12

### Chapter Three (Continued)

LANDSIDE REQUIREMENTS 3-14 General Aviation Facilities 3-14 AVIATION SUPPORT FACILITIES 3-18 Air Traffic Control Tower (ATCT)

. . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-18 AirportAccess And Vehicle Parking 3-19 Fuel Storage

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-20 SUMMARY 3-22



### Chapter Four 

## DEVELOPMENTALTERNATnffiS

DO-NOTHINGALTERNATIVE 4-2 TRANSFERAVIATION SERVICES 4-3 CONSTRUCTION OF A NEWAIRPORT SITE 4-4 AIRPORT DEVELOPMENTALTERNATIVES 4-5 Airfield Alternative Considerations 4-5 Airfield Alternative A 4-11 Airfield Alternative B 4-13 Airfield Alternative C 4-13 Airfield Alternative D 4-14 Landside Alternative Considerations

. . . . . . . . . . . . . . . . . . . . . . . . .. 4-15 Landside Alternative A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.. 4-17 Landside Alternative B 4-19 Landside Alternative C 4-20 SUMMARY 4-20



### Chapter Five 

## AIRPORT PLANS

DESIGN STANDARDS.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5-2 AIRPORT LAYOUT DRAWING 5-2 TERMINALAREA PLAN

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5-4 AIRSPACE PLAN

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5-5 Approach Zones Profiles 5-6 Runway Protection Zone Plans and Profiles 5-7 ON-AIRPORT LAND USE PLAN 5-7 Airport Property Plan 5-8

## Chapter Six 

## FINANCIAL PLAN

AIRPORT DEVELOPMENT SCHEDULES

AND COST SUMMARIES 6-1 ShortTerm Improvements 6-2 Intermediate Term Development 6-5 Long Range Improvements

. . . . . . . . . . . .. 6-5 CAPITAL IMPROVEMENTS FUNDING 6-5 Federal Aid To Airports

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 6-5 FAAFacilities And Equipment Program 6-7 State Aid To Airports.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 6-8 Local Funding 6-9 SUMMARY 6-14



## MARKET RENT ANALYSIS

EXHIBITS

lA LOCATION MAP after page 1-4 IB EXISTINGAIRPORT FACILITIES

0 •••••• 

### after page 1-4 lC AREAAIRSPACE after page 1-8 1D CHANDLER MUNICIPAL AIRPORT LAND USE PLAN after page 1-20

2A U.S. ACTIVE GENERAL AVIATION AIRCRAFT FORECASTS after page 2-6 2B AIRCRAFT SERVICE AREA after page 2-8 2C BASED AIRCRAFT PROJECTIONS after page 2-16 2D ANNUAL OPERATIONS PROJECTIONS after page 2-20

3A AIRPORT REFERENCE CODES

. . . . . . . . . . . . . . . .. after page 3-8 3B WINDROSE after page 3-10 3C AIRFIELD REQUIREMENTS

0 •••••••••• 

### after page 3-22 3D LANDSIDE REQUIREMENTS after page 3-22

4A AIRFIELD ALTERNATIVE A 1,700' NORTH

- 250' SOUTH Afterpage 4-12 4B AIRFIELD ALTERNATIVE A NOISE EXPOSURE CONTOURS Afterpage 4-12 4C AIRFIELD ALTERATIVE B 1,450' NORTH

- 500' SOUTH After page 4-14 4D AIRFIELD ALTERNATIVE B NOISE EXPOSURE CONTOURS After page 4-14

## EXHIBITS (Continued)

4E AIRFIELD ALTERNATIVE C 1,450' NORTH

- 250' SOUTH After page 4-14 4F AIRFIELD ALTERNATIVE C NOISE EXPOSURE CONTOURS After page 4-14 4G AIRFIELD ALTERNATIVE D 1,700' NORTH

- 500' SOUTH After page 4-14 4H AIRFIELD ALTERNATIVE D NOISE EXPOSURE CONTOURS After page 4-16 4J LANDSIDE ALTERNATIVE A After page 4-18 4K LANDSIDE ALTERNATIVE B After page 4-20 4L LANDSIDE ALTERATIVE C After page 4-20

COVER SHEET

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. after page 5-8 AIRPORT LAYOUT DRAWING after page 5-8 TERMINALAREA DRAWING after page 5-8 PART 77 AIRSPACE DRAWING after page 5-8 APPROACH PROFILES DRAWING

. . . . . . . . . . . . . . . . . . . .. after page 5-8 INNER PORTION OF RUNWAY 4RAPPROACH

SURFACE DRAWING after page 5-8 INNER PORTION OF RUNWAY 22LAPPROACH

SURFACE DRAWING after page 5-8 INNER PORTION OF RUNWAY 4L-22RAPPROACH

SURFACE DRAWING after page 5-8 ON-AIRPORT LAND USE DRAWING after page 5-8 AIRPORT PROPERTYMAP after page 5-8

6A SHORT TERM PLANNINGHORIZON IMPROVEMENTS, FY-2000 THROUGH FY-2004

..... after page 6-4 6B INTERMEDIATE TERM PLANNING HORIZON IMPROVEMENTS (6 to 10 years) after page 6-6 6C LONG RANGE PLANNINGHORIZON IMPROVEMENTS (10 to 20 years) after page 6-6

# INTRODUCTION**,I~** 

### ..... ---------------------- 

# II'

v 

### CHANDLERMUNICIPALAIRPORT

P 

### AIRPORT MASTERPLAN

# INTRODUCTION CHANDLER MUNICIPAL AIRPORT

The Chandler Municipal Airport Master Plan is being fina11ced through a cooperative effort by the City of Cha11dler and the Arizona Department of Tra11sportation (ADOT), Aeronautics Division. This Airport Master Plan is a comprehensive study providing a11 analysis ofairport needs, defi11i11g its role within the regional airport system, and evaluating alternatives with the purpose of providing direction for the future development ofthis facility.

This Master Plan will replace the previous Master Pla11 which was completed in 1982. It is typical for communities to periodically update their Airport's Master Plan particularly in view of the dramatic changes occurri11g in both the aviation industry and in the Phoenix MetropolitanArea.

The commitment to conduct this Master Plan is evidence that the City of Chandler recognizes both the challenges inherent in providing for the future

I-I aviation needs as well as the importance of Chandler Municipal Airport to the community and Phoenix Metropolita11 Area. The cost of maintaining a viable airport is an investment which can yield impressive benefits to a commu11ity. By maintaining a sound, flexible master plan, Chandler Municipal Airport will continue to be an eco11omic asset and a
source of pride for the residents of the City of Cha11dler and the surrou11ding regio11.



### AIRPORTUSERS

The FAA currently defines three broad categories of aviatio11 activity: air carrier, ge11eral aviation, a11d military. Cha11dler MU11icipal Airport is served only by general aviation activity. General aviation includes every type of civil flying other tha11 certificated air carriers and military. General aviation flyi11g or usage falls into four major categories.

## STUDYOBJECTIVES

To accomplish the objective of this study, the Airport Master Plan will supply the following information:



### • Inventory of Existing Conditions

- Assemble and organize relevant information and data for Chandler Municipal Airport, the City of Chandler, and Maricopa County. 

## •

•

• Business

- The use of an aircraft for executive or business transportation. This category consists of aircraft used by an organization and operated by professional pilots to transport its employees and property (not for compensation or hire) and aircraft used by an individual for transportation required for his
or her business.



### Commercial

- The use of an aircraft for commercial purpose (other than commuter and air carrier), including: air taxi, aerial application, special industrial usage, aerial surveys, advertising, aerial photography, and emergency medical transportation.



### Instructional

- The use of an aircraft for flight training under the supervision ofan instructor. 

## •

• Forecasts

- Develop detailed projections of future aviation activity, by quantity and type. 

### Facility Requirements Estimate the current and future levels of airfield capacity and delay. Identify the facility requirements needed to meet projected demand for existing, short, intermediate, and long term time frames.



### • Personal

- The use of an aircraft for a variety ofpersonal
reasons.
General aviation is the largest and most significant element ofthe national air transportation system. According to the 

### National Plan of Integrated Airport Systems (NPIAS), general aviation aircraft constitute approximately 98 percent ofall aircraft in use today. Certificated airlines
serve fewer than 600 airports in the country, while there are more than 15,000 general aviation airports in the United States. General aviation provides the time saving link for corporate travel that has made the shift to smaller communities feasible and extremely attractive.



### 1-2 

### •

•

• Airport Alternatives Evaluate concepts ofthe various alternatives for airport development as determined by current and future facility requirements. 

### Airport Layout Plan

- Refine the recommended airport development concept into the airport's final plan for development.



### Financial Plan

- Prepare a capital improvement program to assist in the implementation of the recommended development plan. Establish development priorities, schedule proposed development items and estimate

### development costs, as well as a determination of the airport's future cash flow. Conduct a rates and charge analysis and prepare "draft" policy regarding rates and charges.

One ofthe most important elements of the planning process is the direct involvement of those parties which could potentially be most affected by the results of this study. This is accomplished through the use of a Planning Advisory Committee (PAC), which reviews the work of the study team. The PAC will meet four times during the preparation ofthe Airport Master Plan document. In addition, two Public InformationWorkshops will be held during the preparation ofthe study, providing the general public with an opportunity to obtain information about the study and to present comments and concerns. With the assistance of local input, the Master Plan for Chandler Municipal Airport will reflect the necessary future development needed to meet the growing aviation demands ofboth the community and the region.

1-3 

## AIRPORTROLE

Owned and operated by the City of Chandler, the Chandler Municipal Airport is classified in the NPIAS as a reliever airport to Phoenix Sky Harbor International Airport. The 290 reliever airports across the country have an average of 207 based aircraft and account for 29 percent ofthe nation's general aviation fleet. Reliever airports are located in major metropolitan areas and serve to provide pilots with an attractive alternative to using congested hub airports. Airports classified in the NPIAS are eligible for federal funding from the Airport Improvement Program (AlP).

This Master Plan will examine and consider all ofthe activities currently taking place at Chandler Municipal Airport and strive to produce a plan that will support all airport users while at the same time remain sensitive to environmental and community
concerns.

# Chapter Three FACILITY REQUIREMENTS

CHANDLERMUNICIPAL AIRPORT AIRPORT MASTERPLAN

## CHAPTER THREE 

# 1\C 

# L Y



# EQUIREME TS CHANDLER MUNICIPAL AIRPORT

To properly plan for the future of Chandler Municipal Airport, it is necessary to translate forecast aviation demand into the specific types and quantities offacilities that can adequately

serve this identified demand. This chapter uses the results of the forecasts conducted in Chapter Two, as well as establishing planning criteria, to determine the airfield (i.e., runways, taxiways, navigational aids, marking and lighting), and landside (i.e., hangars, general aviation terminal building, aircraft parking apron, fueling, automobile parking and access) facility requirements.

The objective of this effort is to identify, in general terms, the adequacy of the existing airport facilities, outline what

new facilities may be needed, and when these may be needed to accommodate forecast demands. Having established

3-1 these facility requirements, alternatives for providing these facilities will be evaluated in Chapter Four to determine the most cost-effective and efficient

means for implementation.



### AIRFIELD CAPACITY
Analysis of airfield capacity and delay

was examined for this master plan utilizing FAA Advisory Circular (AC) 150/5060-5, Airport Capacity and Delay. The methodology presented in this advisory circular and utilized here produces statements of airfield capacity inthe following majorterms:
Hourly Capacity of Runways: The maximum number of aircraft operations that can take place in one hour.
Weighted Hourly Capacity: Average of hourly capacities for various runwayuse scenarios weighted according to percentage ofuse.



### Annual ServiceVolume: The annual capacity or a maximum level ofaircraft operations that may be used as a reference in planning the runway system.



### Annual Aircraft Delay: Total delay incurredby all aircraftonthe airfieldin
one year.

The capacity ofan airportis affected by severalfactors includingairfieldlayout, meteorological conditions, runway use, aircraft mix, percent arrivals, percent touch-and-go's, and exit taxiway locations. These factors are described in the following paragraphs.



### • Airfield layout refers to the location and orientation of the runways, taxiways, and terminal

area. Exhibit IB depicted the existing layout of Chandler Municipal Airport including two runways in a parallel configuration. Primary Runway 4R-22L is 4,850 feet long by 75 feet wide, while parallelRunway4L-22Ris 4,395 feet long by 75 feet wide. The runways
are separated by 700 feet runway centerline to centerline. Designed primarily for general aviation operations, Runway 4R-22L is strength-rated at 30,000 pounds single gear wheel loading (SWL) while Runway 4L-22R is strength rated at 14,000 pounds SWL.



### • Meteorological conditions analysis considers weather conditions as they affect runway utilization, orientation, and aircraft separation requirements. With the

3-2 desert climate, Chandler Municipal Airport operates under VFR conditions over 98 percent of the time, while IFR conditions exist approximately two percent of the time.



### • Runway use refers to the percentage of time each runway configurationis utilized, the number of runways, and the runway orientation. Discussions with air traffic control tower (ATCT) staff indicates that Runway 4R-22L is utilized primarily for training operations in order to keep traffic patterns on the south side of the airport. Because it is located nearer theterminal area, Runway4L-22Ris utilized for transient operations and
some training operations. Approximately60percentofthetotal operations at the airport are conducted on Runway 4R-22L. The direction oftake-offs and landings is often determined by the direction of the prevailing winds. Wind data collected from the area and discussion with ATCT indicate that winds are generally from the eastsoutheast or west-southwest, thus, Runways 4 and 22 are utilized an equal percentage ofthe time.



### • Aircraft mix for the capacity analysis is defined in terms of the four aircraft classes. The aircraft mix at Chandler Municipal Airport currently includes three ofthe four classes. Classes A and B consist of small and medium-sized propeller aircraft and somejets, all weighing 12,500pounds orless. These aircraft

are associatedprimarilywithgeneral aviationactivity, butdoinclude some air taxi and commuter aircraft. Thecurrent aircraft mix also includes a small percentage ofClass C aircraft which consists of aircraft weighing between 12,500 pounds and 300,000 pounds. These aircraft include all business jets as well as larger general aviation and commuter propelleraircraft. Mostbusinessjets and propellor driven aircraft which fall into Class C weigh less than 60,000 pounds. For Chandler Municipal Airport, current and future Class C aircraft utilizing the airport will be large turbo-prop and businessjet aircraft.

• Percent arrivals as they relate to the total operations ofthe airport is important in determining capacity. Undermostcircumstances,thelower thepercentageofarrivals,thehigher the hourly capacity. Except in unique circumstances, the aircraft arrival-departure split at general aviation airports is typically 50-50. At Chandler Municipal Airport, traffic information indicated no significant deviation from this pattern, and arrivals were estimated to account for 50 percent of design period operations.

• Percenttouch-and-goanalyzesthe percentage of total aircraft operations that are training operations. Atouch-and-gooperation is normally associated with general aviation training and involves an aircraft making a landing and an immediate take-off without coming to a full stop or exiting the runway. A high percentage of touch-and-go traffic normally results in a slightly higher operational capacity. At

3-3 Chandler Municipal Airport, touchand-go operations currently account for 60 percent ofannual operations. It is likely that Chandler Municipal Airport will remain primarily a training facility. Therefore, this percentage is expected to remain relatively stable in the short term, then decrease slightly over the remainder ofthe planning period as corporate aircraft usage increases.

• Exit taxiways have a significant effect on airfield capacity since their locations directly determine the occupancy time ofan aircraft on the runway. Runway 4L-22R is equipped with seven exits while Runway 4R-22L is equipped with a total offive exit taxiways which can be used for aircraft operations. Given the runway configuration, the capacityanalysis gives creditto exits located within a prescribed range from a runway's threshold. This range is based upon the mix index of the aircraft that use the runway. Underthis criteria, the exitrangefor both runways is 2,000 to 4,000 feet. The exits must be at least 750 feet apart to be credited as separate exits. Runways 4R, 22L, and 22R have an exit rating of two, while Runway 4L has an exit rating of three.



### CAPACITYANALYSIS

The preceding information was used in conjunction with the airside capacity methodology developed by the FAA to determineairfieldcapacityforChandler Municipal Airport.Hourly Runway Capacity

The first step in the analysis involved the computation ofthe runway hourly capacity. Wind direction, the percentage of IFR and PVC weather, and the number and locations of runway exits then become important factors in determining the weighted hourly capacity.
Considering the existing runway system, the existing and forecast aircraftmix, a touch-and-go factor of50 percent, and the taxiway exit rating of the existing runway, the hourly capacity was computed. The existing maximum hourly capacity during VFR conditions totaled 263 operations per hour, while IFR operations totaled 57 operations per hour.

The percentage of Class C aircraft is projected to increase from three to approximately eight percent for the airport over the long range planning horizon. This factor contributes to a decline in the hourly capacity of the runway system. In the long range, the maximumhourlycapacityofthecurrent runway system under VFR conditions will decline to 243 operations. The capacity of the airfield, however, will notbe exceededby designhourdemand within the planning period.

The weighted hourly capacity averages the hourly capacities ofthe runway in VFR, IFR, and PVC conditions. At Chandler Municipal Airport, the weighted runway capacity is equal to the hourly capacity because IFR and PVC conditions occur an insignificant percentage ofthe time.

3-4 Annual Service Volume

Once the weighted hourly capacity is known, the annual service volume (ASV) can be determined. ASV is calculated by the following equation:

ASV= C xDXH

The current weighted hourly capacity (c) is 247 operations per hour. The current ratio of annual demand to average daily demand (D) was estimatedto be 336. This is expectedto remain constant over the long range planning period. The ratio ofaverage daily demand to average peak hour demand (H) was estimated to be 5.5 in 1998. As operations increase, the percentage of hourly operations is expected to increase as operations will spread out throughout the day becominglessconcentratedinanygiven hour.

The current ASV for Chandler MunicipalAirportwas determinedtobe 456,000 operations. As mentioned earlier, the percentage of Class C aircraftutilizing the airportis expected to increase to approximately eight percent. Although a higherClass Cmix would result in a lower ASV, the increase in the hourly ratio contributes to aASVincreaseto 512,000 operations in the long range. With operations in 1998 totaling 190,192, the airport is currently at 42 percent of its annual service volume. Long range annual operations areforecasttoreach 300,000 operations which would equal 59 percent ofthe airport's ASV. Table 3A summarizes the airport's ASV over the long range planninghorizon.

### Annual Delay

As an airport approaches capacity, it begins to experience increasing amounts ofdelay to aircraftoperations. Delays occur to arriving and departing aircraft during both VFR and IFR conditions. Arriving aircraft delays result in aircraft holding in the airport traffic pattern or waiting. Departing aircraftdelays resultinaircraftholding

on the taxiway or apron until safety allows for the aircraft to depart. As an airport's operations increase, delayincreases exponentially. Because ChandlerMunicipalAirportisprimarily utilized as a training facility and weatherconditions do notplay an large role in aircraft delay, annual delay at ChandlerMunicipalAirportiscurrently estimated at 634 hours. Analysis of delay factors for the long range planning horizon indicate that annual delay can be expected to reach 3,000 hours. 

### Table 3A summarizes the capacity analysis conducted for Chandler Municipal Airport.

TABLE3A Demand/Capacity Summary ChandlerMunicipal Airport
Short Intermediate Long 1998 Term Term Range
Annual Operations 190,192 207,000 250,000 300,000
Annual Service Volume Inputs

Weighted Hourly Capacity 247 242 235 228 Daily Demand Ratio 336 336 336 336 Hourly Demand Ratio 5.5 5.9 6.3 6.7 Annual Service Volume 456,000 480,000 497,000 512,000 Average Delay per Operation 0.2 0.3 0.4 0.6

(min) Total Annual Delay (hours) 634 1,035 1,667 3,000



### CONCLUSIONS

From the analysis, it was determined that annual operations at Chandler Municipal Airport are anticipated to reach approximately 59 percent ofthe airport's ASV in the long range ofthe planning period. FAA Order 5090.3B, 

### Field Formulation ofthe National Plan ofIntegratedAirport Systems (NPIAS), indicates thatimprovements to capacity should be planned once operations reach 60 percent of the

3-5 airport's ASV. If operations and aircraft mix equal levels projected for the longrange, the airportwill notneed to make capacity improvements.

In addition to the basic capacity requirements, several other facility components must be examined to
ensure that the airport is properly planned to meet the future needs. The following sections will outline the facility needs associated with future demand. That information, combinedwiththis capacity analysis, willprovide the background for examining various alternatives to meet future aviation demands ofthe Chandler area.



## AIRFIELDREQUIREMENTS

Airfield requirements include those facilities related to the arrival and departure of aircraft. These facilities

are comprised ofthe following items:

• Runways

• Taxiways

• Airfield Marking and Lighting

• Navigational Aids

The selection of the appropriate FAA design standardsforthedevelopmentof the airfield facilities is based primarily upon the characteristics ofthe aircraft which are expected to use the airport. Themostcritical characteristics arethe approach speed and the size of the criticaldesign aircraftanticipatedto
use the airport now or in the future. The critical design aircraftis defined as themostdemandingcategoryofaircraft which conducts 500 or more operations per year. Planning for future aircraft

use is of particular importance since design standards are used to plan separation distances betweenfacilities. These standards must be determined
now since the relocation of these facilities will likely be extremely expensive at a later date.

The Federal Aviation Administration has established criteria for use in the sizing and design of airfield facilities. These standards include criteria which relate to aircraft size and performance. According to FederalAviationAdmini3-6 stration Advisory Circular CAC) 150/5300-13, Airport Design, an aircraft's approach category is based upon 1.3 times its stall speedinlanding configuration at that aircraft's maximum certificatedweight. The five approach categories used in airport planning are as follows:


### Category A: Speeds of less than 91 knots.


### Category B: Speeds of 91 knots or more, but less than 121 knots.


### Category C: Speeds of 121 knots or more, but less than 141 knots.


### Category D: Speeds of 141 knots or more, but less than 166 knots.


### Category E: Speeds of 166 knots or greater.

The secondbasic design criteriarelates to aircraft size. The Airplane Design Group (ADG) is based upon wingspan. The six groups are as follows:


### Group 

### I: Up to but not including 49 feet.


### Group II: 49 feet up to but not including 79 feet.


### Group III: 79 feet up to but not including 118 feet.


### Group IV: 118 feet up to but not including 171 feet.


### Group V: 171 feet up to but not including 214 feet.


### Group VI: 214 feet or greater.Together, approach category and ADG identify a coding system whereby Airportdesigncriteriaarerelatedtothe operationalandphysicalcharacteristics ofthe aircraftintendedto operate atthe airport. This code, the Airport Reference Code (ARC), has two components: the first component, depicted by a letter, is the aircraft approach category and relates to aircraft approach speed (operational characteristic); the second component, depicted by a Roman numeral, is the airplane design group and relates to aircraft wingspan (physical characteristic). Generally, aircraft approach speed applies to runways and runway-relatedfacilities, whileairplane wingspan primarily relates to separation criteria involving taxiways and taxilanes. Exhibit 3Agraphically depicts typical aircraft within their associated ARC.

FAA advises designing all elements to meet the requirements ofthe airport's mostdemanding, orcritical aircraft. As discussed above, this is the aircraft, or groupofaircraftconducting500ormore operations per year. In order to determine the airport's facility requirements, the ARC of the critical aircraftshouldfirstbedetermined, thus enabling the application ofappropriate design criteria.

ChandlerMunicipalAirportispresently utilized primarily by general aviation aircraft ranging up to ARC B-II. Discussions with ATCT officials indicate that the airportis also utilized by general aviation aircraft in Categories C-I and C-II. Future aircraft mix will likely include a larger percentage ofcorporate aircraft falling in Category C and D, Group II.

3-7 Increased corporate aircraft utilization is typical at general aviation airports surrounded by growing population and employmentcenters. Onceutilizedonly by large conglomerate type corporations, corporate aircraft (especiallyjets) have been increasingly utilized by a wider variety of companies. AccordingtoFAAstatistics, active general aviationturbojetaircraft and hours flown by these aircraft are expected to increase on an average annual basis of 2.7 percent and 1.9 percent respectively over the next decade.

As companies shift away from downtown locations to suburban areas and smallercommunities, utilization of corporate aircraft has become a costeffective manner in which to transport executives and other personnel. The cost benefit can be attributed to the newer, fuel efficientjet aircraft which
can close the expense gap between the seatonthe corporatejetversus the seat
on the commercial carrier. Furthermore, many businesses simply prefer the convenience provided by corporate aircraft use versus utilizing commercial air carriers at busy hub airports such as the Phoenix Sky Harbor International Airport.
Considering the sizeable industry (especially high tech) and population growth in the Chandler/Gilbert area, it is not unlikely that area airports, including Chandler Municipal Airport, will be frequented by larger corporate aircraft on the order of 500 or more operationsperyearwithintheplanning period. The continued southwesterly growth of the City of Chandler, expansion ofthe Town ofGilbert, and development of the adjacent airportindustrial parkwill likely contribute to
anincreaseincorporateaircraftactivity at the airport over the planning period.

It should be noted that Williams Gateway Airport will likely serve the majority of large jet aircraft needs of the area due to the facilities and development potential available at the facility (longer runways, permanent ATCT, larger apron space, etc.). Also, if demands ofthe Phoenix area warrant another cargo/commercial service airport in southeastern Phoenix, Williams Gateway would be capable of accommodating this demand.

The existence or future potential of Williams Gateway, however, will not precludethe use ofChandlerMunicipal Airport by the full range of corporate aircraft. The developmentofan airport industrial/commercial airpark and growth of the population and employment bases will likely increase corporateaircraftusageattheChandler MunicipalAirport. Thus, future facility planningmustinclude the potential for the airport to be utilized by the full range ofbusinessjets.

In the future, it is very likely that the airport will be utilized on a regular basis by a range ofaircraftweighing up to 30,000 pounds. The use of the airport by aircraft weighing more than 30,000 pounds will depend upon the employer make-up in the community and/or near the airport. Most companies prefer to operate business jetsversusflying oncommercialaircraft becauseofconvenienceandtime saving. Thus, most companies prefer to base their aircraft closer to their business location ifat all possible. Forplanning purposes, facility planning must

3-8 consider the possibility ofbusinessjets weighing over 30,000 pounds basing or utilizing the airport in the future.

In order to identify the critical aircraft which will make at least 500 annual operations, it is necessary to analyze what type of aircraft corporate operatorsmightbaseatand/orutilize at Chandler Municipal Airport on a regular basis. It can be expected that the majority of corporate aircraft utilizingthe airportinthefuturewillbe multi-engine piston and turbo-prop aircraft. It can also be expected that business jet usage will increase above the 500 annual operational level which is used to identify the critical aircraft. Thus, determination of the critical aircraft must consider the businessjet most likely to operate at the airport

more than 500 times annually.

The previous chapter indicated that eight businessjets are forecasted to be based atthe airportinthe longrange of the planning period. Thus, the combination of operations by based business jet aircraft along with transient corporate jet operations will determine the critical aircraft for the airport.
According to FAA general aviation business jet aircraft data, the Cessna andLearseriesjetaircraftcomprisethe largest portion of active business jet aircraft. Therefore, the most demanding ofthese aircraft should be considered. The Lear 35 and 55 are classified as ARC D-I and C-I respectively. The series of Cessna Citation aircraft fall within ARC B-1 and B-II. Because it can be expected that a mix ofthese aircraft will utilize the airport more than 500 times

# o Reference Codes that 

### will not be served at Chandler Municipal Airport Lear 25, 35,55 Israeli Westwind HS 125

B727-200 B737-200 B737-300, 400, 500 DC-9 Fokker 70, 100 MD-80 A320

B-757**B~767** 

### DC-8-70 DC-10 MD-11 L1011

B-747 Series B-777 

# C-II, D-II Gulfstream II, III, 

### IV -' Canadair600 Canadair Regional Jet



# ..**-.~~m·\\\~\\** 

### Lockheed JetStar Beech Baron 58 Beech King Air 100 Cessna 402 Cessna 421 Piper Navajo Piper Cheyenne Swearingen Metroliner Cessna Citation I

Super King Air 300 Beech 1900 Jetstream 31 Falcon 10, 20, 50 Falcon 200, 900 Citation II, 

### III, IV, V Saab 340 Embraer 120
DHC Dash 7 DHC Dash 8 DC-3 Convair 580 Fairchild F-27 ATR 72 ATP Beech Baron 55 Beech Bonanza Cessna 150**-~'~-** __I 

### Cessna 172 PiperArcher Piper Seneca

Super King Air 200**~~(;~~~~~~** 

### Cessna 441 DHC Twin Otter



## B-1, II

over 12,500 Ibs.

Exhibit 3A AIRPORT REFERE CE CODESannually, airport design standards should at a minimum conform to FAA criteria for Approach Category C and Design Group II. It should be noted, however, thatlargeraircraftsuchasthe Gulfstream IV (ARC D-II) could utilize the airport 500 ormore times annually. Analysis presented below will consider the runwaylengths requiredbyboth CII and D-II aircraft.

The airfield facility requirements outlined in this chapter correspond to thedesignstandards describedinFAA's AdvisoryCircular 150/5300-13,

### Airport Design. Thefollowingairfieldfacilities

are outlined to describe the scope of facilities that would be necessary to accommodate the airport's role throughout the planning period.



### RUNWAYS

The adequacy of the existing runway system at Chandler Municipal Airport has been analyzed from a number of perspectives, including runway orientation, airfield capacity, runway length, and pavement strength. From this information, requirements for runwayimprovementsweredetermined for the airport.



### Runway Orientation

The parallel runway configuration at ChandlerMunicipal Airportis oriented in a northeast-southwest direction. Ideally the primary runway at an airport should be oriented as close as practical in the direction of the predominant winds to maximize the runway's usage. This minimizes the

3-9 percent oftime that a crosswind could make the preferredrunway inoperable.

FAA Advisory Circular 150/5300-13, Change 

### 1, Airport Design recommends that a crosswind runway should be made available when the primary runway orientation provides less than 95 percent wind coverage for any aircraft forecast to use the airport

on aregularbasis. The 95 percentwind coverageis computedonthebasis ofthe crosswindcomponentnotexceeding 10.5 knots (12 mph) for Airport Reference Codes (ARC) A-I and B-1; 13 knots (15 mph) for ARC A-II and B-II; and 16 knots (18 mph) for ARC C-I through DII.

Wind data specific to the airport was not available, however, data for nearby Williams Gateway Airport (1976-1986) provides adequate information for this study. This data was utilized in the previous masterplan andis graphically depicted on the wind rose in 

### Exhibit 

### 3B. As depictedonthe exhibit, Runway orientation4-22 provides 98.02 percent coverage for 12 mph crosswinds, 99.88 percentat 15 mph, and 99.95 percentat 18 mph. Thus, the current runway orientation provides adequate wind coverage for aircraft expected to utilize the airport and construction of a crosswind runway is unnecessary.



### Runway Length

The determination of runway length requirements for the airport are based

on five primary factors:

• Critical aircraft type expected to use the airport.• Stage length ofthe longest nonstop trip destinations.

• Meanmaximumdailytemperatureof the hottest month.

• Runway gradient.

• Airport elevation.

An analysis ofthe existing and future fleet mix indicates that business jets will be the most demanding aircraft on runway length at Chandler Municipal Airport. The typical business aircraft range from the Cessna Citation I, with minimal runway length requirements, to the Citation III and the Lear Jet models 25 and 35, requiring longer runway lengths.

Aircraft operating characteristics are affected by three primary factors. They
are the meanmaximum temperature of the hottest month, the airport's elevation, and the gradient of the runway. The mean maximum daily temperature of the hottest month for Chandler Municipal Airport is 103.8 degrees Fahrenheit. The airport elevation is 1,242 feet MSL. Gradient for Runway 4L-22R is 0.18 percent while gradient for Runway 4R-22L is 0.16 percent.



### Table 3B outlines the runway length requirements forvarious classifications of aircraft that utilize Chandler Municipal Airport. These standards
were derived from the 

### FAA Airport Design Computer Program for recommendedrunwaylengths. As with other design criteria, runway length requirements are based upon the critical aircraft grouping with at least 500 annual operations.

3-10 Based upon the existing aircraft fleet operating at Chandler Municipal Airport and the forecasted aircraftfleet projected

.through the long range planning period, Chandler Municipal Airport should be designed to accommodate, at a minimum, the Cessna Citation and Learbusinessjets for domestic flights within the continental United States. Currently, the length of the longest runway (Runway 4L-22R) is 4,850 feet. This length exceeds the requirements for small airplanes, but falls short ofthe requirements for ARC C aircraft.
According to the FAA design program, to fully accommodate 75 percent of these aircraft at 60 percent useful load (ARC C aircraft), the runway length should be 5,500 feet. Thus, in order to accommodate the critical aircraft, Runway 4L-22R should be extended 1,100feet, orRunway4R-22L shouldbe extended 650 feet.
Analysis of runwaylengthrequirements should also consider the possibility of larger corporate aircraft basing or operating at Chandler Municipal Airport. TheGulfstreamIV(G-IV)is an example ofa large, D-II aircraft which could utilize the airport 500 times annually. According to FAA statistics, there are currently 203 G-IV aircraft operating in the U.S. In fact, one G-IV aircraft is owned by the Dial Corporation which has offices in Scottsdale. Ifa company which owns a G-IV aircraft locates to the Chandler area, or if a company owning a G-IV aircraft conducts business in the Chandler area, itis possible thatthe GIV could operate at the airport 500 times annually. Thus, runway length requirements should consider this aircraft.MAGNETIC VARIANCE RATE OF CHANGE: 0.2' W 12° 18' E (FEBRUARY 1997) "fjiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiil

C\I III C? " o

CO C»

WIND COVERAGE
12 MPH 15 MPH 18 MPH (14 KNOTS) <17 KNOTS) (20 KNOTS) Runways 4-22 98.02% 99.88% 99.95%

SOURCE: USAFETAC Air Weather Service (MAC) DATA STATION: Williams Air Force Base Mesa, Arizona OBSERVATIONS: 53,403 Observations 1976-1986

Exhibit 3B WINDROSEAccording to 

### Table 3B, a runway measuring 6,800 feet would be needed to accommodate the G-IV aircraft (100 percent ofbusiness jets at 60 percent usefulload). Thiswouldrequire a 1,950 foot extension to Runway 4R-22L, ora



### TABLE3B Runway Length Requirements ChandlerMunicipalAirport 2,400 footextensionto Runway4L-22R. Alternative analysis conducted in the nextchapterwill furtherrefine runway lengths neededto accommodate aircraft for the planning period.



### AIRPORT AND RUNWAY DATA Airport elevation

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1,042 feet Mean daily maximum temperature ofthe hottest month.

. . . . . . . . . . .. 103.8 F Maximum difference in runway centerline elevation 8 feet


### RUNWAYLENGTHS RECOMMENDED FORAIRPORT DESIGN
Small airplanes with less than 10 passenger seats 75 percent ofthese small airplanes.

. . . . . . . . . . . . . . . . . . . . . . . .. 3,100 feet 95 percent ofthese small airplanes

. . . . . . . . . . . . . . . . . . . . . . . . .. 3,700 feet 100 percent ofthese small airplanes 4,300 feet Small airplanes with 10 or more passengers seats 4,800 feet
Large airplanes of60,000 pounds or less 75 percent ofbusinessjets at 60 percent useful load

. . . . . . . . . . .. 5,500 feet 100 percent ofbusinessjets at 60 percent useful load 6,800 feet

REFERENCE: FAA's airport design computer software utilizing Chapter Two ofAC 150/5325-4A, Runway Length Requirements for Airport Design,
no Changes included.



### Runway Width Runway Strength

Both runways at the airport are currently 75 feet wide. This width is adequate for aircraft in Approach Categories A and B. However, FAA design standards call for a 100-foot width for Approach Category C and D. Therefore, any runway that will serve Category C or D aircraft on a regular basis should be widened to 100 feet. Alternative analysis conducted in the next chapter will determine which runway should be widened to 100 feet.

3-11 As previously mentioned, Runway 4L22Rhas a pavement strength of14,000 pounds SWL while Runway 4L-22R is strength rated at 30,000 pounds SWL. This is adequate for aircraft that currently use the airport on a regular basis. For example, the Cessna Citation VI can weigh up to 22,000 pounds on dual wheel gear loading (DWL).As mentioned earlier, the airport could potentiallybe servedbylargerbusiness jets such as the G-IV. Aircraft such as the G-IV would need a pavement strength of 60,000 pounds DWL. Alternative analysis conducted in the next chapter will further refine the pavement strength needs for the runways over the long range planning period.



### TAXIWAYS
Taxiways are constructed primarily to facilitate aircraft movements to and from the runway system. Some taxiways are necessary simply to provide access between the aprons and runways, whereas other taxiways become necessary as activity increases at an airport to provide safe and efficient use ofthe airfield.

Both runways at the airport are served by a full length parallel taxiway. Runway 4L-22R, however, has only a partial parallel taxiway on the north side ofthe runway providing access to the currentterminal area. Therunway is served by a full length parallel taxiway onthe southsideoftherunway which was constructed to serve future development on the south side of the airport.

In order to Inaximize operational efficiency, the partial parallel taxiway serving the north side ofRunway 4L22R should be extended the full length of the runway. Runway 4L-22R is served by seven exit taxiways while Runway 4R-22L is served by five exit taxiways. Iftherunwayis extended, an additional exittaxiway will be required at the extended end. For airfield efficiency, an additional midfield exit

3-12 should also be considered on Runway 4R-22L.

The width ofall existing taxiways is 40 feet. This will be adequate for the aircraft that are anticipated to operate at ChandlerMunicipal Airportoverthe long range. All planned taxiways shouldbe a minimum of35 feet wide in order to accommodate aircraft anticipated to utilize the airport in the future.



### NAVIGATIONAL AIDS AND LIGHTING
Airport and runway navigational aids
are based on FAArecommendations as depicted in DOT/FAA Handbook 7031.2B,

### AirwayPlanningStandard Number One and FAA Advisory Circular 150/5300-2D,

### AirportDesign Standards, Site Requirements for Terminal Navigation Facilities.
Navigational aids provide two primary services to airportoperations, precision guidanceto specificrunway and/ornonprecision guidance to a runway or the airport itself. The basic difference between a precision and non-precision navigational aid is that the former provides electronic descent, alignment (course), and position guidance, while the non-precision navigational aid provides only alignment and position location information. The necessity of such equipment is usually determined by design standards predicated on safety considerations and operational needs. Thetype, purpose andvolume of aviation activity expectedatthe airport
are factors in the determination ofthe airport's eligibility for navigational aids.Global Positional System

The advancement of technology has been one ofthe most important factors inthegrowthofthe aviationindustryin thetwentiethcentury. Muchofthe civil aviation and aerospace technology has been derived and enhanced from the initial development of technological improvements for military purposes. The use oforbiting satellites to confirm
an aircraft's location is the latest military development to be made available to the civil aviation community.

Global positioning systems (GPS) use two or more satellites to derive an aircraft's location by a triangulation method. The accuracy ofthese systems has been remarkable, with initial degrees of error ofonly a few meters. As the technology improves, it is anticipated that GPS may be able to provide accurate enough position informationto allow CategoryII and III precision instrument approaches, independent of any existing groundbased navigational facilities. In addition to the navigational benefits, it has been estimated that GPS equipmentwillbemuchless costlythan existing precision instrument landing systems. Currently, ChandlerMunicipalAirport is served by an NDB approach to Runway 4R and VORJGPS approach to Runway 4L. The VORJGPS approach provides the best weather minimums allowing the airport to remain operationalwithreportedcloudceilings of at least 400 feet and one mile visibility. With the evolution ofGPS, however, it is likely that Chandler Municipal Airport will have the opportunity to be served by a GPS

3-13 instrument approach in the future whichwouldallowthe airporttoremain operational with Category I (CAT I) weather minimums. Therefore, the airport should be planned for GPS approaches.

Because the cost of implementing a CAT I GPS approach is much lower than traditional instrument landing system (ILS) equipment, at least one end of the runway system should be plannedfor a CAT I approach. A CAT I approach will allow the runway to remain operational with visibility of one-half mile and cloud ceilings of at least 200 feet. The main consideration in implementing a CAT I approach is therequiredseparationandobstruction clearances. A cleared 50 to 1 approach slope is desired, however, a cleared 34 to 1 approach slope can accommodate a CAT I approach. The next chapterwill further discuss separation and obstruction clearance criteria and analyze which runway end should be planned for a CAT I GPS approach.

AirportVisual Approach Aids

Visual glide slopeindicators (VGSI) are
a system oflights located at the side of the runway which provide visual descentguidanceinformationduringan approach to the runway. Both ends of therunwayarecurrentlyequippedwith VGSI systems at Chandler Municipal Airport. Runway 4R-22L is equipped with a fourboxprecision approachpath indicator (PAPI-4) while Runway 4L22R is equipped with a two-box visual approach path indicators (VASI-2). Whiletwo-box systems are adequatefor
use by propeller aircraft, four-box systems are recommended for use by business jet aircraft. Therefore, theprimary runway should be served by a four box system.



### Airfield Lighting and Marking
Runwayidentificationlightingprovides the pilot with a rapid and positive identification ofthe runway end. The mostbasic systeminvolves runway end identifier lights (REIL's). REIL's should be considered for all lighted runways not planned for a more sophisticated approach light system (ALS). Currently, bothends ofRunway 4R-22LareequippedwithREIL's,while Runway 4L-22R should be planned for REIL's in the future.



### An approach light system should be planned for at least one runway end in order to establish CAT I minimums for the planned GPS approach. A medium intensity approach light system with runway alignment indicator lights (MALSR) is required for a GPS approach to attain the visibility minimums to one-half mile. If obstructions and/or clearances surroundingthe airportdictatethatthe runway can only be served by a GPS approach with three quarters ofa mile visibility, an omni-directional approach lighting system (ODALS) would be required.

The medium intensity runway lighting (MIRL) and medium intensity taxiway lighting (MITL) currently serving both runways and taxiways areas will be adequate for the planning period. The runway ultimately served by a GPS precision approach should be upgraded to precision marking while the other runways should be marked with nonprecision marking.

3-14 The airport also presently has a wind
cone and segmented circle which provides pilots with information about windconditions. In addition, an airport beacon assists inidentifyingthe airport from the air at night. Each of the facilities should be maintained in the future.



## LANDSIDEREQUIREMENTS

Landside facilities are those necessary forhandlingofaircraft, passengers, and cargo while on the ground. These facilities provide the essential interface between the air and ground transportation modes. These areas will be subdivided into two parts: general aviationfacilities, andsupportfacilities. The capacities of the various
componentsofeachareawereexamined in relation to projected demand to identify future landside facility needs.



### GENERALAVIATION FACILITIES

The purpose of this section is to determine the space requirements during the planning period for the following types of facilities normally associated with general aviation terminal areas:

• Hangars

• Aircraft ParkingApron

• General Aviation Terminal



### Hangars

The space required for hangarfacilities is dependentuponthe number andtype of aircraft expected to be based attheairport. Based upon an analysis of general aviation facilities and the currentdemand at ChandlerMunicipal Airport, percentages representing hangar requirements for various types of general aviation aircraft have been calculated. The analysis indicates approximately 60 percent of based aircraft at the airport are hangared while the remaining aircraft remain tied down on the apron area or in shaded tie-downs.

Weather conditions at Chandler Municipal Airport, including blowing dust and extreme heat in the summer
as well as an active three year hangar waiting list, suggests most based aircraft owners prefer hangar space to outside tie-downs. Since this is their preference, it is necessary to determine what percentages of these aircraft would utilize conventional-type and shade tie-down hangars as opposed to individual T-hangars. T-hangars are relatively inexpensive to construct and providethe aircraftownermoreprivacy and greater ease in obtaining access to the aircraft. The principal uses of conventional hangars at general aviation airports are for large aircraft storage, storage during maintenance, and for housing fixed base operator activities.

From the analysis in 

### Table 3C, it appears that conventional hangar storage spaceis currentlyneeded. Also, additional conventional hangers are needed in the intermediate term and long range as an increase oflarger and
more sophisticated aircraft base at the airport. Also, as existing conventional hangars age, they may need to be replaced. Furthermore, the

3-15 airport should always have space available to accommodate corporate hangars as an attraction for new businesses consideringrelocationtothe Chandler/Gilbert area. Presently, all ofthe T-hangarpositions

onthe airfield are occupied and there is

a waiting list to obtain space. Also, the CityofChandleris currentlyrequesting proposals from firms interested in constructing, maintaining, and leasing additional T-hangar units.

The airport provides 12 nested Thangar storage facilities. Analysis of the T-hangar facilities indicates that ten of these T-hangar facilities (each providing 10 nested individual units) provide an area of1,280 square feet per individual storage unit, while two Thangar facilities (providing 8 nested individual units) provide an area of 2,000 squarefeetofspaceperindividual storage unit. Total T-hangar space available at the airport totals 160,000 squarefeetofstorage space. Analysis of future T-hangar requirements, as depictedon

### Table3C, indicates thatan additional 124T-hangarswillbeneeded withinthelongrangeplanninghorizon.
Currently, there are two shaded tiedown facilities at the airport providing 20 individual spaces. Shaded tie-down facilities are typical at airports located in warm climates with little annual precipitation and a high amount ofsun days. These units are typically less expensive to lease and are preferredby aircraft owners not concerned with enclosing their aircraft, but still wanting protection from sun. Thus, future requirements must account for these desires.TABLE3C Hangar Requirements Chandler Municipal Airport Currently Current Short Intermediate Long Available Need Term Term Ran2"e
BasedAircraft

Single Engine 233 267 304 380 Multi-Engine 15 19 22 30 Turboprops 1 4 8 15 Jets 0 1 4 8 Rotorcraft _5 _9 --.l1 Total 254 300 350 450
Aircraft to be Hangared Single Engine 151 174 198 240 Multi-Engine 13 16 19 26 Turboprops 1 4 8 15 Jets 0 1 4 8 Rotorcraft

__ 3

__ 6

__ 8 Total 168 201 237 301 T-Hangar Positions 116 148 170 195 240
Shade Hanger Positions 20 8 10 11 13
Conventional Hangar Positions 10 12 21 31 58
Conventional

HangarArea (s.f.) Aircraft Storage 9,000 15,200 31,000 52,900 88,800 Aircraft Maintenance 20,100 23,000 27,800 33,600 43,700 Total 29100 38,200 58,800 86,500 132,500 T-HangarArea (s.f.) 160,000 207,200 238 000 273 000 336,000
Shade HangarArea (s.f.) 25,920 7,200 9000 9900 11 700
Total HangarArea (s.f.) 215,020 252,600 305,800 369,400 480,200

Current utilization indicates that one shaded facility provides 2,040 square feet per storage unit while another facility provides 800 square feet per unit. A planning standard of 900 square feet per unit was utilized in determining future shade hangar facilities.

As indicated by 

### Table 3C, the existing shade hangar facilities should be adequate for shade hangar

3-16 requirementsbytheendoftheplanning period. This can be attributed to aircraft owner preferences for Thangars ifavailable.

The final step in the process of determining hangar requirements involves estimating the area necessary to accommodate the required hangar space. Typically, T-hangar facilities provide 1,200 square feet of space per individual storage unit. For ChandlerMunicipal Airport, however, some aircraft owners prefer the existing larger T-hangar's. Thus, for planning purposes, an average of 1,400 square feet per based aircraft stored in Thangars was used to determine future storage space requirements.

A planning standard of 1,000 square feet for piston and 2,500 square feet for turbine aircraftwas then appliedto the aircraft to be hangared in conventional hangars. Shade hangar space requirements considered 900 square feetper aircraft. Also, an area equal to 10 percent ofthe total hangar space on the airport should be allocated for maintenance shop facilities. It is assumed that this maintenance area wouldbehousedinconventionalhangar space.



### Aircraft Parking Apron

A parking apron shouldbe provided for at least the number of locally-based aircraft that are not stored in hangars,
as well as transient aircraft.
Currently, the airport maintains 122 aircraft tie-down positions on 90,500 squareyards ofapron space. The apron provides area for fueling, taxiing, and aircraft tie-down. At the present time, approximately 112 based aircraft are stored full-time on the ramp, although
some aircraft stored in conventional hangars may be moved to the ramp during the day to provide hangar area for aircraftmaintenance. Inthe future, based aircraft are expected to continue to be stored in hangars.



### FAAAdvisory Circular 150/5300-13 suggests a methodology by which

3-17 transient apron requirements can be determinedfromknowledgeofbusy-day operations. At Chandler Municipal Airport, the number ofitinerant spaces required was determined to be approximately 17.5 percentofthe busyday itinerant operations.

A planning criterion of 700 square yards per aircraft was applied to the numberofitinerantspacestodetermine future transient apron requirements. For based aircraft, apron space requirements is 500 square yards per aircraft. Theresults ofthis analysis are presented in 

### Table 3D. As evident from the analysis, 109 additional aircraft spaces and approximately 41,400 squareyards ofpavementwillbe required as additional aircraft base at the airport and itinerant aircraftuse of the airport increases.



### General Aviation Terminal Facilities

General aviation terminal facilities have several functions. Space is required for passenger waiting, pilot's loungeandflightplanning, concessions, management, storageandvarious other needs. This space is not necessarily limited to a single, separate terminal building but also includes the space offeredbyfixed base operators forthese functions and services.

The existing general aviation terminal building is located on the northwestern portion of the ramp providing 5,500 square feet of space. The FBO's, specialty operators, and restaurant provide approximately 10,000 square feet ofspace.TABLE 3D Aircraft ParkingApron Requirements Chandler Municipal Airport
Current Short Intermediate Long Need Term Term Range Locally BasedAircraftApron 149

BasedAircraft Positions 86 99 113 Apron Area (s.y.) 43,000 49,500 56,500 74,500
Itinerant Ramp Requirements

Busy Day Itinerant 392 468

Operations 296 311 ItinerantAircraft Positions 52 54 69 82 Apron Area (s.y.) 36,400 37800 48300 57400
Total Positions 138 153 182 231
Total Apron Area (s.y.) 79,400 87,300 104800 131 900

The methodology used in estimating general aviation terminal facility needs
was based upon the number ofairport
users expected to utilize general aviation facilities during the design hour as well as FAA guidelines. A planning average of1.8 passengers per flight increasing to 2.5 passengers per flight by the end ofthe planning period
was multipliedbythe numberofdesign hour itinerant operations to determine design hour itinerant passengers. Space requirements were then based upon providing 90 square feet per designhouritinerantpassenger. 

### Table 3E outlines the general space requirements for general aviation terminal services at Chandler MunicipalAirportthroughtheplanning period. Analysis of future general aviation terminal area space requirements presented in 

### Table 3E indicates that current general aviation terminal building space will be adequate for the remainder of the planning period. However, it shouldbe noted that the FBO and specialty operators have duplication of space
3-18 because of similar services provided. Thus, the terminal building may need to be expanded in the future to accommodate future transient demand which may not utilize FBO space.



## AVIATION SUPPORTFACILITIES

Various facilities that do not logically fall within classifications of airfield, terminal building, or general aviation facilities have been identified for inclusion in this Master Plan. Facility requirements have been identified for these remaining facilities:

• Air Traffic Control Tower

• AirportAccess and Vehicle Parking

• Fuel Storage



### AIRTRAFFIC CONTROL TOWER (ATCT)

As previously mentioned, Chandler Municipal Airport is served by an airtraffic control tower (ATCT) which began operating at the airport in June of 1995. The ATCT is operated by BartonATC International, Inc. through
a contract agreement with the FAA. Theestablishmentofatemporarytower
was mandated by the U.S. congress for
a trial periodofJune 95 to June of97 in orderto determine ifthe constructionof
a permanent tower was required. In 1998, a permanent location for the location of an ATCT was identified under another study. The ATCT has been constructed and IS now operational.

TABLE3E General Aviation Terminal Area ChandlerMunicipal Airport Currently Current Short Intermediate Long Available Need Term Term Ran2"e Design Hour

Itinerant Passengers 82 95 135 180
General Aviation

Terminal Space (s.f.) 10,000 7,377 8,550 12,150 16,200



### AIRPORT ACCESS AND VEHICLE PARKING

Accessto ChandlerMunicipalAirportis available from Germann Road to the north, and Queen Creek Road to the southviaAirportBoulevard. Germann Road is currently being improved and will be adequate to serve airport needs in the future.
Queen Creek Road is a two-lane roadwayrunning east-west southofthe airport. It is unlikely that automobile traffic generated by demand at the airport will drive the need for Queen Creek to be widened. However, as residential and commercial/industrial development nears the airport and airport activity increases, Queen Creek will most likely need to be widened to four lanes.

3-19 On-airportaccessisprovidedbyAirport Boulevard, Stinson Way, and Ryan Road (which leads directly to the terminalbuilding). Theseroadways are two-lanes and shouldbe adequate with proper maintenance.

As mentioned in Chapter One, a proposed four-lane freeway (SANTAN Freeway) will run east-west approximately one mile north of the airport. It is planned that the freeway will have interchange access at McQueen, Cooper, and Gilbert Roads. The freeway will aid airport traffic by providing a high speed roadway near the airport for transient passengers needing regional access to the north.

Vehicle parking demands have been determined for Chandler Municipal Airport. Space determinations werebased on an evaluation ofthe existing airport use as well as industry standards. General aviation spaces were calculated by multiplying design hour itinerant passengers by the industry standard of1.8.
Currently, approximately 60 individuals areemployedonapart-time and/or full-time basis at the airport. Employee parking spaces typically equals 10 percent of total parking spaces on the airport.

Total parking area was calculated by multiplying the total parking spaces by 315 square feet. Parkingrequirements

are summarized in 

### Table 3F.
Currently, parking spaces/areas are available nearthenew andoldterminal buildings and adjacent FBO and specialty operators on the airport. Approximately 245 automobile parking spaces providing approximately 75,000 squarefeet ofspace are available onthe airport. Currently, approximately 135 spaces are provided by the parking lot adjacentthe oldterminalbuilding. The
new terminal building provides only 30 spaces. Thus, the analysis ofparking space requirements may indicate adequate spacefor the planningperiod, however,individualareas ontheairport could be undersized to meet future parkingdemands. As new facilities are constructed, new parking facilities should be built to adequately accommodate demand.



### TABLE3F General AviationAutomobile Parking Requirements ChandlerMunicipal Airport Currently Short Intermediate Long Available Term Term Range
Total Parking Spaces 245 170 240 325 Auto Parking Area (s.f.) 75,000 53,550 75,600 102,375



### FUEL STORAGE

The City of Chandler owns four fuel tanks located underground, adjacentto the heliport. Included in the fuel farm is a 10,000 gallon tank storing 80/87 octanefuel, two 8,000 gallon steeltanks storing 100LL, and one fiberglass 12,000 gallon tank leased to Venture Aviation for storage of 100LL Avgas. TheCityalso operates a self-servicefuel island located on the apron west ofthe terminal building. The fuel farm meets EPAIADEQ environmental standards.

3-20 As previously mentioned, ChandlerAir Service has constructed an above ground 12,000 gallon fuel storage tank which is utilized for storing 100LL Avgas. The FBO also sells jet fuel which is stored in a 2,200 gallon capacity fuel truck.

Future fuel storage requirements analysis consideredhistorical fuel sales at the airport. Until August of 1994, the City ofChandler conducted all fuel sales atthe airport. MterAugust 1994, the City allowed the FBO's theopportunity to retail fuel at the airport via fuel truckwhile maintaining only a fuel farm for its fuel sales.
According to fuel sales records, total fuel sold at the airport was 315,758 gallons in 1996. A sales high was recorded in FY 1991/1992 of 347,432 gallons.

Fuel storagerequirements aretypically based upon maintaining a one month supplyoffuelduringan average month, however, more frequent deliveries can reduce the fuel storage capacity requirement. For 1996, monthly fuel sales averaged 1,193 gallons of 80/87 octane, 22,999 gallons of 100LL, and 2,122 gallons ofJet A. With 156,209 annual operations, the average rate of fuel consumption for 1996 was 2.2 gallons per operation. The airport is currently utilized primarily by aircraft requiring 100LL fuel. Because anincreasingpercentage offuture aircraft utilizing the airport will require Jet A fuel, future fuel storagerequirements mustconsiderthe specific requirements of100LL and Jet A fuel separately.
Approximately 92.5 percent of annual operations in 1996 were conducted by aircraft requiring 100LL fuel, which would equate to 144,493 operations. In 1996,275,982 gallons of100LLfuel was sold. Therefore, 1.9 gallons of 100LL fuel was sold per operation. For planning purposes, future storage requirements of 100LL fuel utilized a constant amount of 2.0 gallons per operation. 

### Table 3G presents future fuel storage requirements for the airport.

TABLE3G Fuel Storage Requirements ChandlerMunicipal Airport
Short Intermediate Long 1998 Term Term Range
Annual Operations 191,121 190,000 250,000 300,000 Average Month Operations 15,930 15,850 19,175 25,000 Monthly Operations Requiring

80/87 Octane 630 600 525 4,500 100LL 12,500 15,750 19,065 22,650 JetA 600 900 1,250 2,000 Operations Per Gallon Ratio

80/87 Octane 2.0 2.0 2.0 2.0 100LL 1.9 2.0 2.0 2.0 JetA 5.4 5.5 5.7 6.0 Monthly Storage Requirements

80/87 Octane 1,260 1,200 1,100 9,000 100LL 27,930 31,500 38,100 45,300 Jet A 3,240 4,900 7,100 12,000

3-21Currently, approximatelythreepercent of aircraft operating at the airport requireJetAfuel. Thiswouldequateto 4,686 annual operations by these aircraft. In 1996, 25,463 gallons ofJet Afuel was sold. Thus, 5.4 gallons ofJet A fuel was sold per turbine operation.

Forecasts conducted in the previous chapter indicate that operations by turbine aircraft will increase to approximately eight percent over the long range planning horizon. As operations by turbine aircraft increase and more turbine aircraft base at the airport, this figure can be expected to increase. For planning purposes, the gallons peroperationratio forJetAwas increased to 6.0 for the long range planning horizon.

Consideration was given to the future storage requirements of 80/87 octane fuel. Because this fuel is utilized only

3-22 by older, and smaller aircraft it was determined that the current 10,000 gallon storage tank would be adequate for the long range planning horizon.



### SUMMARY

The intent ofthis chapter has been to outline the facilities required to meet potential aviation demands projected for Chandler Municipal Airport for the planning horizon. A summary of the airfield and general aviation facility requirements is presented on

### Exhibits 

### 3C and 

### 3D.
Following the facility requirements determination, the next step is to develop a direction for development whichbestmeets these projectedneeds. The remainder ofthe master plan will be devoted to outlining this direction, its schedule, and its costs.RUNWAY 4R-22L

•4,850' X75'

• 30,000 Ibs. SWL

RUNWAY 4L-22R

•4,395' X75'

• 14,000 Ibs. SWL RUNWAY 4L-22R Same PARALLEL RUNWAY

•4,300' X75' PARALLEL RUNWAY

•4,300' X75'

RUNWAY 4R-22L RUNWAY 4R-22L PRIMARY RUNWAY PRIMARY RUNWAY

• Full length parallel Same • FuII length parallel • Full length parallel

south side 40' wide • Six exits • Seven exits

• Partial Parallel •40' wide • 40' wide

north side 40' wide

• Five exits

RUNWAY 4L-22R RUNWAY 4L-22R PARALLEL RUNWAY PARALLEL RUNWAY

• Full length parallel Same • Full length parallel Same

•40' wide • Five exits

• Seven exits • 40' wide

·ATCT Same Same Same
RUNWAY 4R-22L RUNWAY 4R-22L PRIMARY RUNWAY PRIMARY RUNWAY

• PAPI-4 Same • GPS (CAT I) Same

• NOB (4R) •VGSI-4
RUNWAY 4L-22R RUNWAY 4L-22R PARALLEL RUNWAY PARALLEL RUNWAY

•VASI-2 Same • GPS Same

•VOR (4L) •VGSI-2

• GPS (4L)

•Wind Cone,

Segmented Circle

•Airport Beacon**.~~~~~~~~.** MITL RUNWAY 4R-22L

• MIRL**:.-;~--~~>-="':'--""'-~~---·"''-~~--I·** REIL

• Non-precision Marking RUNWAY 4R-22L Same

RUNWAY 4L-22R Same PRIMARY RUNWAY

• MIRL

• MALSR

• Precision Marking

PARALLEL RUNWAY

• MIRL

• REIL

• Non-precision Marking PRIMARY RUNWAY Same

PARALLEL RUNWAY Same

Exhibit 3C AIRFIELD REQUIREME TSExhibit3D LA DSIDE REQUlREME TS

# EXHIBIT 9

# EXHIBIT 10