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From page 17... ... 17 Suggested guidance on how to evaluate UAS demand and integrate UAS into airport infrastructure planning is provided in this chapter. Each airport has its own set of unique advantages, needs, opportunities, and issues that should be considered when evaluating the viability of UAS activity at the airport. Read the entire page →
From page 18... ... 18 Airports and Unmanned Aircraft Systems existing FAA and state DOT planning, environmental, design, and funding guidance was used where applicable. 5.1.1 UAS Integrated Airport Master Plan An airport master plan provides the airport sponsor short- (5 years) Read the entire page →
From page 19... ... Airport Infrastructure Planning for UAS 19 • Consider the following questions: – What are the airport sponsor(s) and stakeholder's vision and objectives? Read the entire page →
From page 20... ... 20 Airports and Unmanned Aircraft Systems Strengths Weaknesses Uncongested airspace Airport already equipped with COA Limited airport authority or board support Legal and insurance liability issues Designated aviation test site (UAS or non-UAS) Excess airfield capacity Available hangars, apron, and/or administrative facilities On-airport developable land On-site aircraft rescue and fire fighting (ARFF) Read the entire page →
From page 21... ... Airport Infrastructure Planning for UAS 21 costs, other benefits, potential regulatory barriers, stakeholder and community acceptance as well as potential airport liability. UAS integrated master plan, UAS planning study, or other similar documentation will assist management in addressing these issues. Read the entire page →
From page 22... ... 22 Airports and Unmanned Aircraft Systems • Next Steps. Following the initial planning efforts (integrated airport master plan or UAS planning study) Read the entire page →
From page 23... ... Airport Infrastructure Planning for UAS 23 in technology, socioeconomic trends, and other pertinent data to evaluate and predict likely aviation demand. The FAA Aerospace Forecast, 2018–2038, defines UAS as either model or non-model aircraft or hobby and non-hobby, respectively. Read the entire page →
From page 24... ... 24 Airports and Unmanned Aircraft Systems There are a variety of approved methods to forecast future demand: regression and trend analysis, share analysis, exponential smoothing, survey techniques, comparison to other airports, and range projections. However, all forecast methodologies require planners to collect and evaluate historical data, existing forecast data (governmental and industry forecasts) Read the entire page →
From page 25... ... Airport Infrastructure Planning for UAS 25 airframes and require greater runway length for takeoff acceleration. A comparison of design dimensions between manned aircraft and unmanned aircraft which require airport infrastructure (e.g., runways, taxiways, and apron) Read the entire page →
From page 26... ... 26 Airports and Unmanned Aircraft Systems 5.8 Airport Capacity Evaluation Airport capacity is evaluated to determine the potential impacts of forecast demand on existing facilities as well as support for various airfield improvements. FAA provides guidance and approved programs for determining airport capacity. Read the entire page →
From page 27... ... Airport Infrastructure Planning for UAS 27 methodology to identify UAS infrastructure needs and operational improvements and evaluate compliance are outlined in the following subsections. 5.9.1 Airfield Airfield facilities include runways, taxiways, aprons, safety areas, and other infrastructure. Read the entire page →
From page 28... ... 28 Airports and Unmanned Aircraft Systems important to note that instrument procedures on turf or grass strips are not allowed unless with FAA Flight Standards approval. Turf runway criteria, as provided in FAA AC 150/5300-13A, are summarized below: • Recommended runway length: Landing, takeoff, and accelerated stop distance requirements due to limited friction and terrain are longer than paved runways, therefore a factor of 1.2 should be added to all landing, takeoff, and accelerate stop distance associated with the most critical aircraft (manned or unmanned) Read the entire page →
From page 29... ... Airport Infrastructure Planning for UAS 29 to be built to different standards based upon expected use. Taxiway design standards are provided in Figure 2 and Table 6 and should be used for UAS airport infrastructure design. Read the entire page →
From page 30... ... 30 Airports and Unmanned Aircraft Systems launch, small UAS would require significantly more power and a long runway which is prohibitive to their effective operation. Transport of these launch vehicles is typically "hitchmounted or trailer with weights ranging between 50 to 4,200 pounds" (Saddiqui, 2017; Davis, 2015) Read the entire page →
From page 31... ... Airport Infrastructure Planning for UAS 31 Using these types of launch and recovery systems on airport property will require segregation of facilities from manned aircraft operations as well as coordination with users and ATC. Specific procedures should be instituted to limit interaction of unmanned aircraft launch and recovery with critical airport and aircraft activity, and safety areas should be established and marked for unmanned aircraft launch and recovery infrastructure. Read the entire page →
From page 32... ... 32 Airports and Unmanned Aircraft Systems UAS, propulsion requirements, and payload, additional safety separation standards may be required. • Tiltrotor Operating Pad Proposed Dimensions: – Takeoff and Landing Area (TLOF) Read the entire page →
From page 33... ... Airport Infrastructure Planning for UAS 33 Depending upon use and design, dimensional protocols provided by the state-approved emergency management services may be used. A summary of approved protocols established by National Fire Protection Association and Emergency Management Services is provided as follows: • Limited UAS helipad TLOF: 50 ft × 50 ft • Limited UAS helipad FATO: 75 ft × 75 ft • Standard VFR and IFR Helipad TLOF: 100 ft × 100 ft • Standard VFR and IFR Helipad FATO: 150 ft × 150 ft Note: Limited refers to the minimal size allowed to safely support emergency helicopter operations. Read the entire page →
From page 34... ... 34 Airports and Unmanned Aircraft Systems depending upon critical UAS design requirements (e.g., landing gear configuration and wingspan) as well as potential manned aircraft use. Read the entire page →
From page 35... ... Airport Infrastructure Planning for UAS 35 • Hazardous cargo pad • Alert pad • Aircraft wash rack (U.S. Read the entire page →
From page 36... ... 36 Airports and Unmanned Aircraft Systems Holding Pads. Airport operators that support UAS activity indicated that some UAS require additional time on runways or taxiways to allow the onboard computer and operator to establish coordinates, navigation, and communication systems. Read the entire page →
From page 37... ... DOD UAS Recommendations Small UAS Ultralight/Light Sport/Small Aircraft Platform UAS Medium and Large Unmanned Aircraft Platforms Weight (lbs) 4.5 to 55 55 to 12,500 > 12,500 Length (ft) Read the entire page →
From page 38... ... 38 Airports and Unmanned Aircraft Systems Notes: FATO based upon 1.2 RD or TLOF Taxiway criteria based upon taxiway design criteria outlined in AC 150/5300-13A. In the short-term, anticipate that most UAS may fall within Groups 1A and 1B. Read the entire page →
From page 39... ... Airport Infrastructure Planning for UAS 39 UAS landside needs relate to access to UAS facilities in addition to traditional tenant parking and surface access. Long-term landside criteria should also consider the impacts of ground access improvements related to intermodal, autonomous vehicles, personal air taxis, as well as other technology. Read the entire page →
From page 40... ... 40 Airports and Unmanned Aircraft Systems Another option is to develop or retrofit existing facilities to address UAS operator needs and mission. Initially, these facilities could be located near the general aviation apron or on-airport research facilities. Read the entire page →
From page 41... ... Airport Infrastructure Planning for UAS 41 China, Dubai, Israel, New Zealand, and Norway. Approved commercial operations are expected to be in place by 2025 (Smart, 2018) Read the entire page →
From page 42... ... 42 Airports and Unmanned Aircraft Systems intended operations, and flight environment. The encryption integrity level will be defined in certification requirements (DeGarmo, 2004) Read the entire page →
From page 43... ... Airport Infrastructure Planning for UAS 43 markings along with meteorological and magnetic equipment that will support both manned and unmanned aircraft operators. Markings include the addition of specific UAS hold lines on the apron movement areas and taxiways to limit accidental runway incursions and wake turbulence impacts as well as provide for greater visibility. Read the entire page →
From page 44... ... 44 Airports and Unmanned Aircraft Systems storage includes batteries, fuel tanks and capacitors. Coordination with UAS operators will be needed to determine the most efficient fueling systems. Read the entire page →
From page 45... ... Airport Infrastructure Planning for UAS 45 controlled airport environment. In addition, unmanned and manned fleet mix and types of activity should also be considered. Read the entire page →
From page 46... ... 46 Airports and Unmanned Aircraft Systems • Given that the UAS industry is rapidly evolving, alternatives that preserve future flexibility are preferable. This includes evaluating potential reuse options for existing facilities as well as designing infrastructure and other airport facilities that could serve multiple aeronautical uses. Read the entire page →
From page 47... ... Airport Infrastructure Planning for UAS 47 5.12.2 Environmental Compliance Typically, when considering environmental factors as part of an airport master plan, the planner and environmental specialist should use the guidance provided in FAA Order 5050.4, NEPA Implementing Instructions for Airport Projects, and the associated Desk Reference. As part of any planned improvements at an airport, including UAS, environmental due diligence and evaluation is required to determine potential impacts, consider alternatives and identify minimization and mitigation strategies. Read the entire page →
From page 48... ... 48 Airports and Unmanned Aircraft Systems 5.13 Facilities Implementation Plan The facilities implementation plan shows how the airport sponsor will implement the planning recommendations, where manned examples serve as a valuable framework for UAS planning and integration. The plan may be complex (e.g., implementation plan for a large-scale master plan update) Read the entire page →
From page 49... ... Airport Infrastructure Planning for UAS 49 • Create secure communication documentation related to UAS including lost link procedures and apply for frequency request from the FCC; • Coordinate frequency acquisition and use with an ATC; • Perform airport geographic information survey (AGIS) of airport property, create electronic airport layout plan (eALP) Read the entire page →
From page 50... ... 50 Airports and Unmanned Aircraft Systems well as other unknown factors. Therefore, the capital improvements included in Phase III are a "best guess" of likely needs considering the current regulatory environment and UAS industry development. Read the entire page →
From page 51... ... Airport Infrastructure Planning for UAS 51 5.15 Airport Layout Plan The ALP set is a graphical representation of planned airport development. Although FAA and state DOT grant funding for UAS planning and infrastructure is not currently available, proposed UAS development can be incorporated into the ALP set. Read the entire page →
From page 52... ... 52 Airports and Unmanned Aircraft Systems 5.16.2 Conduct a Safety Risk Assessment and Develop Safety Management System FAA encourages 14 CFR Part 139 certified and non-certified airports to implement a safety management system (SMS) program which includes safety risk assessment and management plan. Read the entire page →
From page 53... ... Airport Infrastructure Planning for UAS 53 additional frequencies to their existing Automated Weather Observing Systems or Automated Surface Observing Systems by applying to the FCC. Lastly, others require UAS operators to coordinate with on-airport air traffic control and monitor the manned frequencies. Read the entire page →
From page 54... ... 54 Airports and Unmanned Aircraft Systems 5.16.5 Conduct an Airspace Obstruction Study As part of the UAS integration process, UAS approach, departure, launch and recovery airspace procedures must be developed in conjunction with the FAA Airport District Office and Flight Standards. This will be an important area of future research as standards equivalent to 14 CFR Part 77 have yet to be established for UAS. Read the entire page →
From page 55... ... Airport Infrastructure Planning for UAS 55 UAS Design and Performance Criteria MTOW (lbs.) Wingspan/Rotor Length (in Ft.) Read the entire page →

From page 17...

... 17 Suggested guidance on how to evaluate UAS demand and integrate UAS into airport infrastructure planning is provided in this chapter. Each airport has its own set of unique advantages, needs, opportunities, and issues that should be considered when evaluating the viability of UAS activity at the airport.