Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.

OCR for page 48
48 Airports and the Newest Generation of General Aviation Aircraft the current and potential ground handling services at an individual airport. Not all services are available or appropriate at all airports. 5.5.2 Aircraft Parking Aprons Aircraft need a place to go after landing. Although locally based aircraft may taxi to a storage facility, transient aircraft need a place to park. The aircraft parking apron is designed to serve tran- sient aircraft and may also serve any locally based aircraft not stored in hangars. The ideal aircraft parking apron is visible from the airfield to assist the pilots in wayfinding and should be located near the ter- Key Parking Apron Questions minal facility. The size of the apron should be based on typical busy day (i.e., 10% more traffic than an average How close is the apron parking space to day) demand, considering both number and size of air- the terminal building? craft. A survey of aircraft parking and/or interviews If apron parking space is congested, are with ground handling service providers is often a good there plans for expansion? way to identify busy day demand. Is tug service available to park/stage air- craft more closely? To accommodate the full range of new generation If facilities are limited, are there steps the GA aircraft, apron pavements should be designed to airport can take to make sure a high level accommodate aircraft weighing up to 12,500 pounds. of customer service is still being provided? Although airfield pavements can be either asphalt or concrete, generally it is recommended that aprons be constructed of concrete to avoid heavier aircraft sink- ing into asphalt pavement when parked on hot days and to avoid potential chemical interaction between any spilled or dripped fuels and the pavement. In addition, keeping the apron clear of debris is an important maintenance consideration. Most new generation GA aircraft that are the subject of this guidebook fall into Airplane Design Group I, with a few models in Group II that have slightly larger than a 49-foot wingspan. Table 5-8 lists estimated apron areas to accommodate Group I and II aircraft, including an allowance for 10-foot wingtip clearance. These dimensions are based on pull-through parking. Nesting of aircraft can increase apron area utilization by maximizing the parking area associated with each taxilane as shown in Figure 5-7 for ARC B-I. To provide the highest level of customer service, some airports (or FBOs) have developed cov- ered loading and unloading areas, as shown in Figure 5-8. 5.5.3 Hangar Development Aircraft hangars provide protected storage for airplanes while planes are on the ground. The sophistication of hangars can vary from open storage (roof only) to a full-service corporate hangar. The location of an airport determines in part the type of shelter desired for aircraft storage, and the Table 5-8. Apron area planning guidelines. Airplane Design Without Taxilane With Taxilane at Edge With Taxilane Group (sq. yards) (sq. yards) (sq. yards) Group I 360 755 960 Group II 490 1,075 1,385 "Taxilane at Edge" refers to the taxilane at the edge of the apron with the object free area extending off apron over the grass. Source: FAA Central Region, Apron Size Calculator for Transient Aircraft.

OCR for page 48
Airport Toolbox 49 Source: FAA Advisory Circular 150/5300-13, Airport Design Appendix 5. Figure 5-7. Apron layout for ARC B-I. use of the aircraft can also influence the type of hangar facilities needed. Some key issues related to hangars Key Aircraft Hangar Questions include existing availability, developable space, and pri- ority for accommodation if space is limited. If a new operator wants to base at the air- port, is there space for the development of As described in Table 5-9, four typical types of additional hangars? hangars exist at an airport: T-hangars, conventional Is the hangar space turn-key with taxiways, hangars, executive or box hangars, and corporate roadways, and utilities in place, or does hangars. utility infrastructure need to be provided Airport operators should assess if existing hangars before the area can be developed? can accommodate the various types of new generation If development space is limited, is there a GA aircraft. The size of the hangar and door height process for determining the priority to determine the size of aircraft that can be accom- accommodate aircraft, by size, first-come modated. When assessing T-hangars it is important to first-serve, costs of development, etc.? consider both wing depth and tail depth, as shown on Is the space convenient for the FBO to pro- Figure 5-9. vide services? Are overnight accommodations available Two methods typically are used when considering for transient aircraft? further hangar development--airport operator devel- Are minimum standards in place to protect opment and private enterprise development. Depend- the investment in a hangar? ing on airport policies and funding availability, the airport operator may develop hangars or may lease the Source: Montgomery Aviation, Indianapolis Executive Airport. Figure 5-8. All weather arrival and departure canopy.