M A S T E R   P L A N


Section 7

AIRPORT PLANS

The Airport Layout Plan drawing set is discussed below and included in a reduced format at the end of this Section. This drawing set graphically depicts the development requirements presented in Section 3 and staged in Section 6. In addition to the title sheet, the complete set of drawings consists of the following:


7.1 AIRPORT LAYOUT PLAN

The Airport Layout Plan (ALP) drawing is the most utilized plan sheet of the drawing set and must be accepted by the FAA for depicted projects to be eligible for Airport Improvement Program (AIP) funding. The plan has been prepared in accordance with FAA AC 150/5300-13 Change 6, Airport Design. In addition to the existing Airport layout, this ALP presents a 20-year, three-stage program that has been developed to support the projected activity at Athens-Ben Epps Airport. The stages of development correspond in years as follows: Stage I - 0 to 5 years; Stage II - 6 to 10 years; and, Stage III - 11 to 20 years.

Examples of principal improvement projects include:

Results of the runway length analysis indicate that runway improvements will be needed over the 20-year planning period. Considering both the FAA computer model results and input received from current Airport users gathered during the survey process, it is recommended that a runway length of 6,500 feet be provided. Therefore, a 500-foot extension to Runway 9, including land acquisition, relocation of associated NAVAIDS, and extension of Taxiway A is planned for Stage I. In addition, a 500-foot extension to Runway 27 including land acquisition, and relocation or replacement of associated NAVAIDS is planned for Stage II.

As discussed in Section 3, FAA design standards require a runway width of 150 feet for airplanes in Aircraft Design Group (ADG) II with a maximum certificated takeoff weight of greater than 150,000 pounds as well as those in ADG IV. Therefore, a widening of Runway 9/27 from 100 feet to 150 feet is planned for Stage I.

Based on design criteria found in FAA AC 150/5300-13 Change 6, all taxiways supporting operations by aircraft utilizing Runway 9/27 should be 75 feet in width. Therefore, a widening and strengthening of Taxiways A, A1, A3, and A4 is planned for Stage I.

7.2 TERMINAL AREA PLAN

This drawing depicts the proposed terminal area development, as shown on the ALP, for both the commercial terminal area and general aviation terminal area. They are presented at a larger scale than the ALP so that greater detail of the terminal area improvements can be discerned. Examples of improvements that are depicted include:

Based on identification of a critical need to more adequately and conveniently provide for various general aviation services, a new general aviation terminal building is being planned for the Airport. As previously discussed, in September 2000, a detailed study of the general aviation facility was initiated. This study, which is provided in Appendix VI, determined that in order to accommodate activity levels for the twenty-year planning period, the overall dimensions of this facility needed to be 6,700 square feet. Therefore, construction of such is shown to occur in Stage I.

The B757-200 jetliner is anticipated to perform charter operations at Athens-Ben Epps Airport. Should this aircraft conduct less than five daily departures at the Airport, reasonable accommodations of its firefighting needs should be met. This aircraft is classified as an Index B, if the number of scheduled departures is less than five. This Index requires either one or two vehicles. Therefore, future ARFF facilities should be sized to approximately 5,000 square feet and planned to accommodate two vehicles. Construction of such is recommended to occur in Stage I.

Results of the existing terminal building evaluation indicate that an additional 8,500 square feet will be required for the terminal building over the planning period. In addition, based on anticipated demand over the 20-year study-period, approximately 17,000 square yards of pavement was determined to be necessary to accommodate aircraft parking and maneuvering lanes. Therefore, construction of the south commercial terminal development, specifically the terminal apron and taxiways is planned for Stage I. Construction of the commercial terminal building; access road; loop road; and public, employee; and rental car ready return parking lots are planned for Stage II.

Based on results of interviews with rental car company representatives, rental car parking facility requirements include 300 remote storage spaces and a rental car maintenance facility. Therefore, construction of such is planned to occur in Stage II and Stage III.

7.3 AIRPORT AIRSPACE PLAN

In order to protect the airspace and approaches to each runway from hazards that could affect the safe and efficient operation of the Airport, federal criteria were established and are known as Federal Aviation Regulations (FAR) Part 77, Objects Affecting Navigable Airspace. This drawing shows the imaginary surfaces associated with FAR Part 77. Known obstacles to navigable airspace off-airport have also been identified. These regulations enable the establishment of imaginary surfaces, which no object, manmade or natural, should penetrate. FAR Part 77 surfaces are utilized in zoning and land use planning adjacent to an airport. In fact such was utilized in the current height-zoning ordinance, which was adopted by the County. As a part of this Study, the ordinance was reviewed and a suggested revised ordinance and map are provided in Appendix VIII.

To help plan for potential future airport development, ultimate design levels (Year 2022) were utilized during the airspace analysis. The specific imaginary surfaces, which should be protected from obstructions, include:

Primary Surface - A rectangular area symmetrically located about each runway centerline and extending a distance of 200 feet beyond each runway threshold. Width of the Primary Surface is based on the type of approach a particular runway has, while the elevation is the same as that of the runway centerline at all points. The primary surface width for Runway 9/27 is 1,000 feet, and 500 feet for Runway 2/20.

Approach Surface - This surface begins at each end of the Primary Surface (200 feet beyond the runway threshold) and slope upward at a ratio determined by the runway category and type of approach available to the runway. The width and elevation of the inner end conforms to that of the Primary Surface while approach surface length and width of the outer end are governed by the runway category and approach procedure available. Approach slopes are outlined with the appropriate dimensions indicated for a 20:1 approach to Runway 2/20 and 34:1 approach to Runway 9. The approach to Runway 27 is 50:1 for the inner 10,000 feet and 40:1 for an additional 40,000 feet.

Transitional Surface - A sloping area beginning at the sides of the Primary and Approach Surfaces and sloping upward and outward at a ratio of 7:1 until it intersects the Horizontal Surface.

Horizontal Surface - A level oval-shaped area situated 150 feet above the airport elevation, extending 5,000 or 10,000 feet outward, depending on the runway category and approach procedure available. The Horizontal Surface for Athens-Ben Epps Airport extends outward 10,000 feet and is at an elevation of 957.7 feet AMSL.

Conical Surface - Extends outward for a distance of 4,000 feet beginning at the outer edge of the Horizontal Surface, and sloping upward at a ratio of 20:1.

7.4 INNER PORTION OF THE APPROACH SURFACE PLAN

This drawing depicts plan and profile views of selected obstructions relative to both the existing and ultimate runway ends; each obstruction is depicted with a numerical identifier. Obtructions depicted on this plan were provided by the NOAA, dated October 1994, and an obstruction survey was performed on April 21, 1994. Data from these two sources have has been provided in the obstruction data tables on the drawing for each runway and corresponds to the numbers depicted on the plan and profile views.

7.5 Land Use and Access Plan

This drawing shows the proposed utilization of property within the vicinity of the Airport. It is intended to consider optimum utilization of land uses while achieving a logical and orderly development of the Airport. There are 17 land uses depicted on the Land Use Drawing. These land use areas, and their location on the airfield, are depicted using various patterns of hatching on the ALP.

7.6 EXHIBIT "A" PROPERTY MAP

This drawing is intended to accurately show the airport property line and all current lease boundaries. The Property Map not only displays the existing inventory of property on the airport but also identifies those tracts of land that have been recommended for future acquisition. These tracts have been identified for acquisition to allow the Airport the ability to ensure its future viability and capability to meet development both during the period covered under this ALP Update as well as beyond the planning horizon of this document. Given the continued expansion of developed land uses in the immediate airport environs, it is important that a property envelop sufficient to provide for airport needs well into the future, be defined and acquired. This minimizes the acquisition of costly developed property in the future to meet airport development needs.




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