Background Data: Truckee Tahoe Airport and

Transcription

Background Data:
Truckee Tahoe Airport and Environs
3
3
Background Data:
Truckee Tahoe Airport and Environs
I NTRODUCTION
Situated in the Martis Valley at an elevation of 5,900 feet, Truckee Tahoe Airport is a major regional
general aviation facility serving the Town of Truckee, surrounding Sierra Nevada Mountain resort
communities and ski areas, and the Lake Tahoe Basin seven miles to the south. Major facilities include
two intersecting runways along with aircraft hangars, apron areas, and other supporting uses. The primary runway is 7,000 feet in length and oriented northwest/southeast and the secondary runway, oriented northeast/southwest, is 4,650 feet long. In total, the airport occupies nearly 1,000 acres of land.
The airport is owned and operated by the Truckee Tahoe Airport District, a bi-county special district
within the counties of Nevada and Placer. The District is governed by a five-member board elected by
residents of the district and is supported by local property taxes.
The airport property straddles the boundary between Nevada and Placer counties. The Town of
Truckee surrounds the airport on the north and west, but the airport property is not within the town
limits. In addition to these three local land use jurisdictions, major portions of the airport environs are
under the control of the federal government; specifically, the U.S. Army Corps of Engineers (Martis
Creek Lake National Recreation Area) and the U.S. Forest Service (Tahoe National Forest).
When the airport was built in the early 1960s, little development existed in the surrounding area except
in Truckee itself. The town remained an unincorporated community of Nevada County until 1993.
Since that time, several large resort communities have been developed around the edges of the Martis
Valley. Local planning documents estimate that about half of the homes in these communities are occupied year-round and the remainder seasonally. Major portions of the area consist of large land holdings, many of which are proposed for residential development.
The exhibits on the following pages of this chapter summarize information about the Truckee Tahoe
Airport and surrounding communities. Together with state laws and guidelines, this information served
as the basis for preparation of this Truckee Tahoe Airport Land Use Compatibility Plan.
Truckee Tahoe Airport Land Use Compatibility Plan (December 2004)
3–1
CHAPTER 3
BACKGROUND INFORMATION: TRUCKEE TAHOE AIRPORT AND ENVIRONS
Exhibits 3A through 3I focus on the airport facilities and use, including noise impacts. Exhibits 3A and
3B describe and depict the existing and planned airport facilities.
The next group of exhibits portrays airport noise impact data. Exhibit 3C summarizes the data used in
the noise contour calculations conducted for the compatibility planning study. Exhibits 3D through
3G depicts four sets of noise contours resulting from these inputs. Contours were calculated for both
current (2002-03) and long-range future (beyond 20 years) activity levels. For each of these time
frames, assessments were made of the noise impacts of both an average day of the year and an average
day of the peak (Summer) season. The contours depicted in Exhibit 3G, the future noise impacts for
an average day of the peak season, are the ones used for the policy purposes of this plan. All noise contour calculations were done using the Federal Aviation Administration’s Integrated Noise Model (INM)
version 6.1. Surrounding high terrain was taken into account in the noise impact calculations—where
the terrain is higher than the airport elevation, aircraft are lower to the ground than they would be with
level terrain and consequently the overflights generate more noise.
Note that, for the purposes of this Compatibility Plan, the long-range activity levels used in the noise impact modeling are significantly higher than the forecasts in the 2000 Airport Master Plan. This increase
arises partly because the airport’s current activity is estimated to be well above the level anticipated by
the Master Plan and additionally because the Compatibility Plan time horizon is longer than that of the
Master Plan. The resulting noise impacts, however, are lower in most locations than the Master Plan projected. The Compatibility Plan assumption that the noisiest jet aircraft will no longer be operating in the
long term appears to primary explanation for this difference. Appendix H contains additional discussion of these differences and assesses the effects that different forecasts and other assumptions have on
the noise contours.
Exhibit 3H illustrates the locations of aircraft flight tracks as assumed for the purposes of the noise
contour modeling. For the most heavily used departure and flight training tracks, the flight track dispersion capabilities of the noise model were utilized. This function allows the model to assume that a
portion of aircraft tracks are to the left or right of the predominant central track. For departures from
Runway 28 (toward the northwest), the airport’s defined noise-abatement flight track along the Highway 267 bypass was modeled as the predominant track, representing some 40% of the departures from
that runway. The sub-track farthest to the left, representing about 7% of the total, is essentially a
straight-out departure track.
The use of sub-tracks in the noise modeling explicitly acknowledges that all aircraft do not precisely fly
the defined noise-abatement routes. Because no radar coverage is available for the Truckee Tahoe Airport vicinity, no data regarding flight track locations exists. Anecdotal information from airport staff
and pilots—contradicted by some residents of the community—suggests that most aircraft essentially
follow the noise-abatement routes. The noise contours used in this Compatibility Plan rely heavily upon
this assumption. Included in Appendix H is a set of contours based upon an alternative assumption
that the predominant flight track is straight out.
The Airport Land Use Commission has no authority to dictate to the airport or to pilots where aircraft
should fly, let alone to enforce use of any such flight routes. Nevertheless, the ALUC encourages the
airport to take all reasonable steps to promote pilot knowledge of and adherence to the noise abatement routes.
Exhibit 3I maps a variety of information that led to the delineation of compatibility zones set forth in
Figure 2A. In addition to noise and flight track locations, this map illustrates a set of accident risk contours. Taken from the 2002 California Airport Land Use Planning Handbook published by the California
3–2
BACKGROUND DATA: TRUCKEE TAHOE AIRPORT AND ENVIRONS
CHAPTER 3
Division of Aeronautics—the basic guiding document for preparation of airport land use compatibility
plans—these risk contours show the areas most susceptible to general aviation aircraft accidents. The
contours are based upon accident data from airports throughout the United States and thus were used
only as general guidance in the preparation of the compatibility zones for Truckee Tahoe Airport. The
effects of Truckee Tahoe Airport’s specific flight track locations compared to the flight tracks at average airports were considered, for example.
Information regarding land uses in the airport environs is portrayed in Exhibits 3J through 3N. The
status of local land use plans and compatibility planning measures is outlined in Exhibit 3J. Exhibits
3K and 3L, respectively, depict existing airport area land uses and the future uses indicated in the general plans of the three local land use jurisdictions (in both cases, as of 2003). A comparison between
these two maps results in Exhibit 3M. This map shows where development is currently planned in the
airport vicinity, but does not now exist. A final exhibit, 3N, evaluates the local land use plans to determine the extent to which they are consistent or conflict with the land use compatibility criteria contained in this Compatibility Plan.
3–3
CHAPTER 3
GENERAL INFORMATION
!
!
!
!
!
Airport Ownership: Truckee Tahoe Airport District
AIRPORT PLANNING DOCUMENTS
!
Airport Master Plan
Adopted by TTAD Board of Directors, Oct. 2000
Amended December 2001
!
Airport Layout Plan Drawing
Adopted by TTAD Board of Directors, Oct. 2000
Year Opened: 1964
Property Size: 931 acres in fee; no avigation easements
Airport Classification: General Aviation
Airport Elevation: 5,900 ft. MSL
RUNWAY/TAXIWAY DESIGN
Runway 10-28
!
!
!
!
Critical Aircraft: Gulfstream IV
!
!
!
Average Gradient: 0.1% (rising to northwest)
TRAFFIC PATTERNS AND APPROACH PROCEDURES
!
Airplane Traffic Patterns
Runway 19: Right traffic; sailplanes, left traffic
Runways 1, 10, 28: Left traffic
Pattern altitude: 1,100 ft. AGL (7,000 ft. MSL) light
aircraft; 1,600 ft. AGL heavy aircraft
!
Instrument Approach Procedures (lowest minimums)
Runway 19 GPS
Straight-in: 1¼ mile visibility, 1,446 ft. descent ht.
Circling: 1¼ mile visibility, 1,440 ft. descent height
VOR DME RNAV or GPS-A (circling only)
!
Standard Inst. Departure Procedures (initial course)
Rwy 28: Right turn to 320˚ heading
!
Visual Approach Aids
Airport: Rotating beacon
Runway 10: REIL
Runway 19: VASI (3.5°)
!
Operational Restrictions / Noise Abatement Procedures
Rwy 28 departures: All aircraft requested to make 20°
right turn to avoid residential areas
Rwy 19 departures: Low-power aircraft use left 225°
Avoid arrivals and departures 11 p.m. to 6 a.m.
Airport Reference Code: B-II
Dimensions: 7,000 ft. long, 100 ft. wide
Pavement Strength (main landing gear configurtion)
60,000 lbs (single wheel)
100,000 lbs (dual wheel)
Runway Lighting: Medium-intensity edge lights
Primary Taxiways: Full-length parallel on southwest
Runway 1-19
!
!
!
Critical Aircraft: Twin-engine, piston
!
Pavement Strength (main landing gear configuration)
30,000 lbs (single wheel)
65,000 lbs (dual wheel)
!
!
!
Average Gradient: 0.0%
Airport Reference Code: B-I (small aircraft)
Dimensions: 4,650 ft. long, 75 ft. wide
Runway 19 threshold displaced 155 ft.
Runway Lighting: Medium-intensity edge lights
Primary Taxiways: Full-length parallel on northwest
BUILDING AREA
!
!
Location: West quadrant of airport
!
Other Major Facilities
Terminal/Administration Building
!
Services
Fuel: Jet-A, 100LL (from truck; 6 a.m. to 11 p.m.)
Aircraft rental and charter; flight instruction; airframe
and avionics repair
Sailplane rides
Car rental
APPROACH PROTECTION
!
Runway Protection Zones (RPZs)
Rwys 10 & 28: 1,000-ft. long; all on airport property
Runway 1: 1,000-ft. long; ¾ on airport property
Runway 19: 1,000-ft. long; ¼ on airport property
!
Approach Obstacles
Runway 10: Tree 1,000 ft. from rwy end (clear 14:1)
Runway 1: Tree 4,800 ft. from rwy end (clear 25:1)
PLANNED FACILITY IMPROVEMENTS
!
Airfield
Upgrade Runway 10-28 to ARC C-II standards
Establish non-precision approach procedures to Rwys
10 and 28 (¾ visibility minimums)
Establish precision (TLS) approach to Rwy 10 or 19
Construct turf runway (Rwy 1R-19L) for sailplanes
Construct 5,650-foot parallel runway (Rwy 10L-28R)
for flight training operations
!
Building Area
Acquire 23± acres west of airfield for 87 hangars
!
Property
Acquire remainder of existing and future RPZs
Aircraft Parking Capacity
191± hangar spaces
210± tiedowns
Exhibit 3A
Airport Features Summary
Truckee Tahoe Airport
3–4
BASED AIRCRAFT
Current a
Future b
2003 data 2020 forecast
Aircraft Type
Single-Engine
Twin-Engine, Piston
Twin-Engine, Turboprop
Business Jets
Helicopters
Sailplanes
Total Aircraft
Permanently Based
Additional Aircraft
Seasonally Based
AIRCRAFT OPERATIONS
107
19
4
1
0
4
167
30
12
6
5
4
135
224
94
146
Current c
2002-03
Total
Annual
48,000
Average Day, Annual
132
Average Day, Peak Season 263
Distribution by Aircraft Type
Single-Engine
Twin-Engine Piston
Twin-Engine, Turboprop
Business Jet
Helicopter
Sailplane
67%
5%
3%
9%
1%
15%
Distribution by Type of Operation
Local
37%
(incl. touch-and-goes)
Itinerant
63%
TIME OF DAY DISTRIBUTION
Current c
Single-Engine Airplanes – Takeoff & Landing
Day
93%
Evening
6%
Night
1%
RUNWAY USE DISTRIBUTION
Current
Propeller Airplanes – Day/Evening/Night
Takeoffs & Landings
Runway 10(R)
2.5%
Runway 28(L)
72.5%
Runway 1(L)
2.5%
Runway 19(R)
22.5%
Runway 10L
–
Runway 28R
–
Runway 1R
–
Runway 19L
–
Other Jets – Day/Evening/Night
Takeoffs & Landings
Runway 10(R)
5.0%
Runway 28(L)
95.0%
d
61%
7%
5%
14%
1%
12%
c
2.0%
55.0%
1.0%
15.0%
1.0%
23.0%
1.0%
2.0%
no
change
FLIGHT TRACK USAGE c
(Current and Future)
44%
!
Takeoffs, Runway 28 – Propeller Aircraft
80%–90% to Donner Pass
5%–20% to TRUCK Intersection
2%–3% to Tahoe
!
Takeoffs, Runway 28 – Business Jets
70% to Donner Pass
30% to TRUCK Intersection
!
Takeoffs, Runway 19 – Light Aircraft (excluding touchand-go operations)
100% 225° left turn
!
Landings, Runway 28 – All Aircraft
100% left traffic pattern
!
Landings, Runway 19 – All Aircraft
100% right traffic pattern
56%
Future
Future
Small Jets – Day/Evening/Night*
Takeoffs & Landings
Runway 10(R)
5.0%
no
Runway 28(L)
92.5%
change
Runway 19(R) *
2.5%
*No nighttime jet operations on Runway 19
Future c
20+ years
120,000
329
658
c
CHAPTER 3
c
no
change
Twin-Engine Airplanes & Small Jets – Takeoff & Landing
Day
90%
no
Evening
7%
change
Night
3%
Other Jets – Takeoff & Landing
Day
Evening
Night
94%
4%
2%
no
change
Notes
a
b
c
d
Source: Truckee Tahoe Airport records
Source: Truckee Tahoe Airport Master Plan Report (1998) and associated documents
Source: Estimated from information provided by airport management and/or from California Division of
Aeronautics acoustical counter data
Aircraft operations forecast represents an indefinite time frame assumed to be 20 years or more in the future
Exhibit 3C
Airport Activity Data Summary
Truckee Tahoe Airport
3–5
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