Your assignment is to familiarize yourself with your project airport -Orlando Sanford International Airport- SFB. In this assignment, you will be required to compose a technical paper serving as the inventory of existing conditions for the facility as well as show historical data for operations/based aircraft/enplanements for SFB, the Southern Region, and State of Florida (From the FAA TAF).
SFB: Orlando Sanford International Airport: Part 1 of Planning Project
Your assignment is to familiarize yourself with your project airport -Orlando Sanford International Airport- SFB. In this assignment, you will be required to compose a technical paper serving as the inventory of existing conditions for the facility as well as show historical data for operations/based aircraft/enplanements for SFB, the Southern Region, and State of Florida (From the FAA TAF).
Please review the provided examples of AMPU inventories as well as the student example paper from last semester for recommendations on look, layout, and organization of document. Bullet points are not acceptable. Please use full sentences and proper wording. Please view the grading rubric attached here: SFB Existing Conditions Grading Rubric.xlsxDownload SFB Existing Conditions Grading Rubric.xlsx
You can find information through AirNavLinks AirportIQ 5010 SFB is now Simpler, Faster and Better than ever (flysfb.com)Links to an external site.
Other information can be used as well, just make sure you cite your sources! 🙂
This assignment is due September 26, 2023 at 11:59 pm. 10% Penalty per 24 hours late submission.
Your inventory should cover the following at a minimum:
Location
History
Airport Role
NPIAS
State System Plan
Regional Role
4. Airside Facilities
Runways
Includes all dimensions, lighting, navaids, surface material, markings, & approach minimums.
Taxiways
Aprons
Airport Beacon
5. Historical Aeronautical Activity and Based Aircraft (Operations, Enplanements, and Based Aircraft)
From the FAA TAF Federal Aviation Administration (faa.gov)Links to an external site.
2003-2022*
SFB
Southern Region
Florida
20 year historical SFB operations table & graph
20 year historical SFB based aircraft table & graph
20 year historical SFB enplanements table & graph
*Please note I will provide you with different numbers for the years 2020-2022 due to the Covid anomaly.
Requirements: Depends on the information
Table of Contents
Airport Background and Existing Airport Facilities
Location
Kissimmee Gateway Airport is located 16 miles southwest of Orlando, in the Osceola County, Florida. The location of the airport from the city is presented in Figure 1-1 and Figure 1-2. The airport covers 892 acres and has an elevation of 82.1 feet above mean sea level. The airport is south of U.S. 192 and has public access via Dyer Blvd. The major cities around the airport include Orlando, FL (23.5 miles), and Tampa, FL (73.5 miles).
Figure 1-1
VICINITY MAP
Source: Google Maps
Figure 1-2
AIRPORT LOCATION MAP
Source: Google Maps
History
The airport opened in 1940 by the Air Force. Previously known as Kissimmee Army Airfield, the airport was used for pilot training by the Army Air Force School of Applied Tactics (AAFSAT). The major use of the airport was night fighter training. Between 1943 and 1944 many squadrons used the airfield before moving to southern California in early 1944. The military activity decreased and was later closed in 1945. By the end of the 1945, the property was given back to the City of Kissimmee. After the airport was given back to the city, a control tower was built in 1997, and in 2007 the instrument landing system (ILS) was added to the airport (City of Kissimmee, n.d.).
Airport Role
The Federal Aviation Administration (FAA) is required to publish a 5-year plan every two years with a list of all the public-use airports considered to be in the national interest, and the infrastructures listed will be eligible for financial assistance. The plan published by the FAA is referred to as the National Plan of Integrated Airport Systems (NPIAS). The Kissimmee Gateway Airport is listed in the NPIAS as a reliever airport (R). A reliever airport is categorized as a nonprimary airport and is used to provide pilots great alternatives to using congested hub airports. Kissimmee Gateway Airport is classified as a national role airport. A national category airport has high levels of aviation activity with many jets and multi-engine aircraft. Kissimmee Gateway Airport falls under the reliever airport category because of its proximity to Orlando, and the national role category for having high levels of activity due to the proximity to Orlando.
The International Air Transport Association (IATA) has identifiers for every airport around the world. The identifiers for the airports in the U.S. are adopted from the location identifiers the FAA assigns to each airport. These identifiers consist of three alphanumeric characters. The International Civil Aviation Organization (ICAO) follows a similar system to the IATA, but the ICAO codes are distributed by region and country. The Kissimmee Gateway Airport has the IATA identifier of ISM and the ICAO identifier of KISM.
The Florida Aviation System Plan (FASP) is a long-term planning process that assesses all public-use airports in the state of Florida. The Continuing Florida Aviation System Planning Process (CFASPP) assists the FASP to keep up to date with the constant changes of the aviation industry.
The CFASPP contemplates nine regions, and Kissimmee Gateway Airport falls under the East Central Region. The counties included in this region are Brevard, Lake, Orange, Osceola, Flagler, Seminole, and Volusia. The East Central Region contains 23 public-use airports. Out of the 23 airports, 13 are general aviation, 5 are reliever airports, 4 are commercial service airports, and 1 is a seaplane base. Kissimmee Gateway Airport is included in the 5 reliever airports of the East Central Region. Figure 1-3 shows a CFASPP map of the East Central Florida Region airports.
Figure 1-3
EAST CENTRAL FLORIDA REGION MAP
Source: CFASPP
Airside Facilities
Runways
The airport has two runways: runway 15/33 and runway 6/24. Runway 15/33 is paved with asphalt and has a dimension of 6,001 feet by 100 feet. Runway 15 has precision markings with touchdown point, a 4-light PAPI on the left, and a 1,400 feet medium intensity approach lighting system with sequenced flashers (MALSF). Runway 15 also includes ILS/DME for instrument approach and has trees obstructions of 53 feet at 1,970 feet from the runway. Runway 33 has non-precision markings with touchdown point, a 4-light PAPI o the left, and runway end identifier lights. Runway 33 also has a fence obstruction of 6 feet at 200 feet from the runway. Runway 15/33 include runway edge lights of medium intensity (see Table 1-1).
Runway 6/24 is paved with asphalt and has a dimension of 5,001 feet by 100 feet. Runway 6 has non-precision markings with touchdown point, a 4-light PAPI on the left, and runway end identifier lights. Runway 6 also has trees obstructions of 49 feet at 1,848 feet from the runway. Runway 24 has non-precision markings with touchdown point, a 4-light PAPI on the left, and runway end identifier lights. Runway 24 also has a pole obstruction of 41 feet at 1,585 feet from the runway. Runway 6/24 include runway edge lights of medium intensity (see Table 1-1).
Table 1-1
RUNWAY DESCRIPTIONS
*MALSF: Medium Intensity Approach Lighting System with Sequenced Flashers
Source: AirNav
Taxiways and Beacon
Complementing the runways there are taxiways including taxiway A, B, C, D, E, G, A1, A2, and A3 (see Table 1-2). The airport has navigation aids that include Orlando VORTAC (112.20), and Lakeland VORTAC (116.00). The airport also includes a control tower and white-green beacon operating from sunset to sunrise, which denotes the airport to be a civilian airport.
Table 1-2
TAXIWAY EXITS
Source: AirNav
Aprons
Hangars are used for short and long-term storage. The airport has conventional hangars and T-hangars available. Hangars at the airport can be used for storage and maintenance needs, and are available for rent by Odyssey Aviation, Signature Flight Support, Sheltair Kissimmee LLC, and W.A. Hangars (Flykissimmee, n.d.).
Fixed-Base Operators and Businesses
The airport has businesses and facilities including AeroStar Training Services, Fly Smart Pilot Training, MaxFlight Helicopter Services, Sheltair, Spectrum Aero Maintenance Services, and Tom Handley, CFI, and Bella Flight. The airport also has fixed-base operators (FBOs), fuel providers, and aircraft ground support including Odyssey Aviation and Signature Flight Support. The fuel provided includes 100LL and Jet A. Figure 1-4 below shows a diagram of the airport including runways information, radio frequencies, and location of FBOS and businesses at the airport (AirNav, n.d.).
Figure 1-4
Airport Diagram
Source: AirNav
Historical Aeronautical Activity and Based Aircraft
Forecasting Overview
Forecasting helps to determine the future decisions for airport planning and development in accordance with past trends and existing activity. These forecasts will assist and justify the decisions to make changes to the airport’s facilities to meet the forecasted activity. There are three types of forecasts that can be used to determine should changes: short-term (within the first 5 years of the forecasts), medium-term (within the second 5 years of the forecasts), and long-term (within the last 10 years of the forecasts).
There are forecasts for different specific characteristics. Kissimmee Gateway Airport will need forecasts for based aircraft (single engine, multi-engine, jets, and rotorcraft), aircraft operations (annual operations, operational fleet mix), and peak period activity (peak month, average day of the peak month, and design peak hour). These forecasts will review historical data and include new data based on the new projections. The recommended forecasts included in this section are based aircraft projections and annual operations projections.
Historical Activity
The historical data used for the forecasts of the Kissimmee Gateway Airport was gathered from the 2021 FAA TAF (Terminal Area Forecast). This data is reported annually by every airport in the NPIAS. Table 2-1 shows the historical numbers of based aircraft (BA) and annual operations (Ops) for Kissimmee Gateway Airport (ISM), the Southern Region, and the state of Florida (2000-2019).
Table 2-1
HISTORICAL BASED AIRCRAFT AND OPERATIONS
Source: 2021 FAA TAF
Over the past 20 years, the number of based aircraft has fluctuated notably at the Kissimmee Gateway Airport. The data shows the highest number of based aircraft being in 2001 before plumbing from 270 to 206 in 2002. This drop in based aircraft could have been due to the incident of September 11, 2001, which reduced the operational aircraft. Thus, reducing the based aircraft stationed in Kissimmee Gateway Airport. Another drop from 206 to around the 150 happens a few years later in 2008, which might have been caused by the recession of 2008. Since then, the numbers have kept lower than in 2000. However, 2019 experienced a hike up back to 206 where it stayed stable for a few years before its drop after 2008.
The number of annual operations stayed constant since 2000, before having a significant drop in 2009, which could be explained by the recession of 2008. The number of annual operations dropped from between 140,000 and 160,000 to 120,000 and kept dropping until its lowest in the 20-year period, 83,000 annual operations. After its lowest in 2015, it started going up again to 135,000 in 2019.
Forecasts
Annual Operations Forecast
Operations are defined by the FAA as a single aircraft’s procedure of takeoff or landing. Procedures that involve landing and takeoff one after the other, such as a touch and go, would be considered two operations instead of one. Each operation can be local or itinerant, the difference does not affect the number of operations, but it classifies the type of operations. On the one hand, local operations include aircraft that stay within the boundaries of the local airport. On the other hand, itinerant operations include general aviation operations that can be personal, business, enforcement, and medical flights to or from the airport.
The projection of annual operations estimates future annual operations over the next 20 years. Such projections help decide the improvements or investments the airport needs to make to assist the necessary number of annual operations at the airport. Historical data of annual operations is taken from the 2021 FAA TAF. Figure 3-1 shows the projected annual operations using a 5-year average trend analysis, forecasting the upcoming 20 years.
Figure 3-1
ANNUAL OPERATIONS 5-YEAR TREND ANALYSIS
In this forecast of the annual operations for the next 20 years, the average percentage of growth is 10.30%. Using a 5-year average trend analysis, projects a growth percentage that is not accordant to the FAA TAF since, in the 5-year forecast, it varies more than 10% (see ).
Peaking Activity Forecast
Peaking activity forecasts help size the airport’s terminals and aprons. Projecting the peak month, the average day of the peak month, and the peak hour of the average day will allow the airport to design its facilities to be utilized according to the volume of people and aircraft each year. Sometimes facilities might be underutilized, and other times crowed, but there is a balance to design the facilities to not be underutilized or crowed all year long. Peaking activity forecasts help project how much facilities should be expanded or not to make the most out of it, without doing more changes than the necessary.
Kissimmee Gateway Airport has its peak month in August with an average of 10.50% of annual operations. Moreover, the peak hour operations are 12% of operations during the average day of the peak month. To get the peak month operations, average day of the peak month, and design peak hour for 2020 and 2040, the first step is multiplying annual operations by 10.50% (average of annual operations) to get the peak month operations. To get the average day operations, peak month operations are divided by 31, in this case the total number of days of August. Finally, the average day operations are multiplied by the 12% of operations during the average day of the peak month to get the peak hour. In the forecast for 2020, the number of operations for the average day of the peak month are 505, and for the peak hour are 61. In the forecast for 2040, the number of operations for the average day of the peak month are 3,589, and for the peak hour are 431 (see ).
Based Aircraft Forecast
Aircraft that have an existing registration and have flown no less than one hour during the calendar year are considered based aircraft. Based aircraft are often stored at the airport for most of the time. The future number of based aircraft at an airport is projected using previous based aircraft data. The possible projections will help decide what changes should be done, such as a change in hangars or tie downs.
Trend analysis uses previous data at an airport to forecast the number of based aircraft. Trend analysis is a calculation that involves previous years’ data to anticipate the possible numbers for the upcoming years. This type of forecast, using trend analysis, can be done using a 5-year average or a 10-year average. The trend analysis used for the based aircraft forecast uses the 10-year average because of its accuracy. Using more previous years’ data into the forecast will result into a more accurate result. Figure 3-2 shows the forecast of based aircraft for the next 20 years (2020 to 2040).
Figure 3-2
BASED AIRCRAFT 10-YEAR TREND ANALYSIS
This 10-year average trend analysis forecasts a 4.36% growth for the upcoming years. Looking into the next 20 years, the forecast anticipates based aircraft to grow from 206 in 2019 to 505 in 2040 (see ). Any major event that happens in future years will influence the forecast numbers.
Fleet Mix of Based Aircraft Forecast
The Kissimmee Gateway Airport’s based aircraft fleet mix consists of 60% single engine aircraft, 10% multi-engine aircraft, 20% jet aircraft, and 10% rotorcraft. Given the forecast numbers in Appendix C, the forecast of based aircraft fleet mix is shown in Table 3-1.
Table 3-1
Based Aircraft Fleet Mix Forecast
Capacity
Hourly Capacity
Hourly capacity is a short-term measurement that determines the number of aircraft that can be in the airfield in the period of an hour. This number can be affected by the aircraft mix, runway use configurations, the percentage of arrivals and touch-and-go operations, location of taxiway exits, location of runway intersections, and VFR and IFR conditions.
To calculate the hourly capacity for a runway, the FAA Advisory Circular (AC) 150/5060-5 includes graphs and tables with the necessary information to get determine the hourly capacity base (C*), the touch-and-go factor (T), and the exit factor (E). Once these numbers are determined, C*, T, and E will be multiplied together to calculate the hourly capacity for the runway.
The hourly capacity calculations for runway 15/33 show that for VFR conditions, both ends of runway 15/33 can operate with the same number of operations. For IFR conditions also, both ends of runway 15/33 can operate with the same number of operations. However, it is notable to mention that the last taxiway exit at the end of runway 15 it is a high-speed taxiway going backwards. Under IFR conditions, although it is the last one, it can be harder to use for big or heavy aircraft. The same situation happens under IFR conditions for runway 33, on the right and left side there are high-speed taxiway exits, where the right taxiway exit is going backwards, and the left taxiway exit is going forward. Depending on the aircraft’s destination inside the airport, this can affect the exit factor, even though the calculation does not count for different types of taxiways (see ).
Demand and Capacity Analysis
Annual Service Volume
Annual service volume (ASV) determines the maximum number of aircraft operations that can happen within the airport in the period of one year. Previously calculated data including aircraft mix index, hourly capacity, average day in the peak month (ADPM), peak hour, and known data about the airport are used to determine the annual service volume (ASV). In the expectancy of not further using runway 6/24, the ASV was calculated for only the use of runway 15/33 using the weighted hourly capacity (Cw), the daily demand ratio (D), and the hourly demand ratio (H).
The FAA AC 150-5060-5 determines the weighting factor, which is used together with the aircraft mix index and the hourly capacity to calculate the weighted hourly capacity (Cw). The daily demand ratio (D) is calculated by dividing annual demand over ADPM. The hourly demand ratio (H) is calculated by dividing the ADPM over the peak hour. Then, the ASV is calculated by multiplying Cw, D, and H altogether (see ).
Future Demand
The previous calculated forecast for annual operations for the airport is compared with the annual service volume (ASV) calculations. Table 5-1 and Figure 5-1 show the airport’s demand in contrast to the annual operations, and how the total operations are already above the predicted ASV for 2020. Using the 10-year trend analysis the forecast of annual operations with the forecasted ASV with only runway 15/33 in use will anticipate the demand to be over capacity by the first forecasted year.
Table 5-1
FUTURE DEMAND
Figure 5-1
FUTURE DEMAND
Hangar Storage
Hangars are used to store aircraft or for other activities such as maintenance. At Kissimmee Gateway Airport (ISM) there are two types of hangars: conventional hangars, and T-hangars. 18 hangars are conventional, making up 240,000 square feet of storage. 86 hangars are T-hangars, making up 117,500 square feet of storage. ISM has a shortage of storage with both conventional and T-hangars. From the existing storage available to the expected required storage for 2040, every year the storage requirement increases for both type of hangars. Currently, there is a demand for 281,190 square feet of conventional storage, but only 240,000 square feet are available. There’s also a demand for 93 T-hangars, but only 86 are available. There is not enough storage for the demand at the airport (see ).
Recommendations
After various calculations of demand and storage, for existing and forecasted data about the airport, runway 15/33 should not be closed. Based on the annual operations forecast using a 5-year trend analysis, it is expected that operations in 2020 will increase to 149,190 annually, and by 2040 they will spike to 1,059,600 operations annually. This forecast indicates that running the airport with a single runway will not benefit the demand increase in the upcoming years (see and ).
Moreover, this spike in operations will also increase the demand for storage and hangars available. , , and show the increase in based aircraft going from a forecasted number of 215 in 2020 to 505 in 2040. When these numbers are used to calculate the required based aircraft storage for the upcoming years, both conventional and T-hangars will have to be expanded to accommodate the demanded storage space.
After calculating the ASV for the existing year and using the forecasted annual operations to compare the ASV with the demand, the closure of runway 15/33 does not benefit the airport. , , and show that the demand for the forecasted year 2020 is already at 100% of the ASV. The closure or runway 6/24 does not allow the airport to accommodate the demand, thus making it be at 100% of the ASV for the first forecasted year, and with the demand increasing over the years to 1,059,600 forecasted annual operations in 2040 the demand will be so far from the capable ASV of 149,179 operations at 100%.
Overall, the recommendation for this master plan is to prevent the closure of runway 6/24, which will significantly diminish the capability to accommodate the forecasted demand, together with the storage requirements for such demand.
References
AirNav. (n.d.). KISM – Kissimmee Gateway Airport. Retrieved December 10, 2022, from
CFASPP (n.d.). East Central Region. Retrieved December 10, 2022, from
City of Kissimmee. (n.d.). City of Kissimmee, FL. News. Retrieved December 10, 2022, from
Federal Aviation Administration. (September 30, 2020). National Plan of Integrated Airport Systems (2021-2025). Retrieved December 10, 2022, from
Federal Aviation Administration. (June 15, 2022). Terminal Area Forecast (TAF). Retrieved December 10, 2022, from
Flykissimmee. (n.d.). Airport services. Retrieved December 10, 2022, from
Appendices
Appendix A: Annual Operations 5-Year Trend Analysis
Appendix B: Peaking Activity Table
Appendix C: Based Aircraft 10-Year Trend Analysis
Appendix D: Hourly Capacity
Appendix E: Annual Service Volume
Appendix F: Based Aircraft Hangar Storage
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