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HomeMy Public PortalAboutAAC Minutes 1993 06/02I. ATTENDING: Rick Fereday Gordon Colburn Merrill Saleen AIRPORT ADVISORY COMMITTEE MINUTES JUNE 2, 1993 Mike Anderson Lyn Clark Tom Tucker Kim Allen Bud Schmidt Kirk Braun II. STATUS REPORTS: A. LANDING 737: The event was reviewed by staff. B. GPS: The staff letter to FAA was noted and Tucker handed out additional information on the procedures (attached). C. AIRPORT NAME: The letter to Mr. Ferguson was noted. D. LOCAL MATCHING FUNDS, 1994 PROJECT: A memo to Colburn was noted identifying the financial status of the fund and expected matching funds (attached). III. PIONEER HANGAR CONSTRUCTION: ++++++++++ Pioneer Corp. proposed to construct an additional hangar on their leased property. Mr. Braun proposes to remove the car shed and construct a new hangar with the door on the north side of the building. The issue of a blast fence between Pioneer and MATCO was discussed. Colburn then moved that the city not participate in the cost of this fence. Tucker seconded and the motion carried unanimously. Fereday then recommended that the plan be approved and that staff be directed to draft a lease addendum for the increased lease fee, requiring a single color on the existing and proposed building, and certain landscaping requirements. Tucker seconded and the motion carried. III. 1993-1994, AIRPORT IMPROVEMENT PROJECT: ++++++++++ The design subcommittee reported on conversations with city staff and airport users regarding the final revised project scope. The project would include expansion of the ramp area, upgrading of the north taxiway, installation of new taxiways to serve additional hangars, upgrade of the AWOS to an AWOS III, and replacement of asphalt on the GA ramp area. After a lengthy discussion, Tucker moved to approve the scope of work as presented. Saleen seconded and the motion carried. IV. ADJOURNMENT: Without further business, the meeting adjourned at 1:45 p.m. Respectfully submitted, diA4 Rick Fereday, Secretary iC.7)/-M17-7•,7\--v7 \ it -t May 25, 1993 TO: Gordon Colburn FROM: Bud Schmidt RE: Local match for 1994 AIP Jim Henderson and I have reviewed the Airport budget for this year and tried to estimate next years budget. This was done with the purpose of trying to estimate the local match available for next years AIP. The project total is: $1.55 million State participation would be (5%): $77,595. The local match would be (5%): $77,595. 1992-1993 budget estimated carry forward: $29,000. 1993-1994 budget available for project: 1,000. Total:$30,000. The change in the two years is directly related to the snow plowing done during this year. The public works transfer from the airport charges, in arrears, this years effort against next years budget. The 92-93 charge for the 91-92 winter was only $17,500. I am expecting that this amount will double for the current winter due solely to weather conditions. It is my estimate that the city is deficient by $47,595 to fund this project. Note that this and next years budget anticipate the current receipt from the County of the County Airport levy share of approximately $5000. I continue to believe that the taxiway rehabilitatin, the rennovation of the jet ramp area, the rehabilitation of the ramp area are all possible items which could be funded by lease -purchase financing. These items meet the ordinary and necessary replacement criteria for eligibility for such financing. If I can advise you further, please call. Bud -77 A-32, Second April Issue 1993 GENERAL AV1ATIOA AIRCRAFT ELECTR Category A -OK Global Positioning System to revolutionize nonprecision instrument approaches WASHINGTON, DC — There will be a GPS non -precision instrument approach in your future, and soon. The FAA, in conjunction with the Air- craft Owners and Pilots Association (AOPA), ran flight tests last December and January to determine whether or not the airspace re- quired to fly a GPS approach fits within the existing terminal instrument procedures (TERPS) airspace requirements for non -pre- cision approaches. The emphasis during the testing was on Category A instrument approaches, with fi- nal approach speeds of 91 knots or less. The Global Positioning System (GPS) will use a network of 24 orbital navigation satellites (21 active and 3 back ups) to pro- vide 24-hour coverage for the entire earth. Currently, 23 GPS satellites, launched by the Defense Department, are in place. The latest satellite was launched March 29. Full coverage is expected to come soon after the fmal launch in May, when all 24 satellites in the GPS constellation will be in orbit. The potential advantages of GPS for non - precision approaches are clear. Unlike loran, VOR or NDB, GPS is not vulnerable to weather or high terrain. GPS also allows automation of fix selection and waypoint sequencing. Both VOR and NDB requires manual tuning of nav radios, and approach . fixes or Missed Approach Point (MAP) must be determined by VOR radial cross bearing or timing by stopwatch. Course Deviation Indicator (CDI) read- ings are more accurate with GPS as well. Off -course indications do not vary with dis- tance from anavigation facility on the ground. Nor does a non -precision GPS approach rep- resent a large investment in equipment for a participating airport. Any airport currently approved for instrument approaches could receive a Category A GPS approach at little or no cost to the airport "Anywhere that you qualify an airport you have the potential for having a (GPS) procedure there," said Ralph Sexton, a senior project manager with the FAA's Office of Aviation Systems Standards who indirectly participated in the FAA/AOPA test Originally scheduled for October and November 1992, testing took place at the FAA Technical Center in Atlantic City, New Jersey from December 1992 until Jan. 14, 1993. Testing began on the heels of TSO C 129, which sets minimum performance stan- dards for using GPS for area navigation. TSO C 129 was approved by the FAA Dec. 10, 1992. The two -month delay gave technicians time to install test equipment in the AOPA- donated testbed. The test aircraft was a 1984 Beech A36 Bonanza, which already was equipped with a Northstar M2 Navigator GPS receiver. On the floor of the aircraft behind the seats, the FAA installed a computer terminal and disk drive to act as an in-flight data recorder. A special transponder beacon was installed to allow tracking by the FAA's highly precise NIKE tracking radar. On the panel, technicians wired the Northstar GPS unit to a B endix/Ki ng K 1525 A Horizontal Situation Indicator (HSI), pro- viding CDI needle movement based on the GPS-derived position. An annunciator panel was installed below the glare shield to an- nounce each GPS function. AOPA provided 14 instrument -rated vol- unteers to fly the approaches. Each pilot flew 10 approaches to runway 22 at Atlantic City International Airport. The first two ap- proaches were set aside as familiarization runs for each pilot. Pilots flew the approaches with a minimal preflight briefing and were allowed no other navaids. All approaches were "under the hood" to simulate instru- ment meteorological conditions (IMC). During the approaches, CDI sensitivity was increased manually to 1/16 miles per dot at the fmal approach fix to match the Cat- egory A Minimum Operational Performance Specifications (MOPS) of 0.3 nm deviation over the full CDI scale. Flight testing also included a 120° left turn between the initial and intermediate legs of the procedure, the maximum permissible turn allowed under TERPS. According to the FAA's Sexton, analysis of the data derived from the flight testing is 70%-80% complete, with a report on the fmdings expected by the end of summer. The next step already has begun. The FAA is overlaying Category A non -preci- sion approaches over existing instrument approaches that use radio navigation (VOR and NDB). The FAA prefers to use existing approaches to avoid spending extra time and money developing new ones. Using existing approaches also saves airports from having to recertify for aGPS nonprecision approach. Initially, GPS approaches will be laid 1 NEWS & FLYER TACOMA, WASHINGTON —CALL 206-588-1743 ONICS 8L AVIONICS TEST TAKING — A Beech Bonanza (above) outfitted with electronic measuring equipment for the Atlantic City test. The approach plate used in the test (below, right). over existing instrument approaches at 5,000 airports nationwide. Another 2,000 to 2,500 airports will be added to the list once they are upgraded to handle instrument approaches. By that time, about 50% of the airports in the United States will have GPS non -precision approaches. Implementation will be in three phases. The first phase will require the GPS ap- proach to be monitored using the existing ground -based navaid, according to the FAA's Satellite Program Office. The second phase will require internal Receiver Autonomous Integrity Monitoring (RAIM). The existing ground -based navaid and avionics must be operational, but are not required to monitor the approach. Phase three will place the GPS designa- tion on approach plates and delete the re- quirement for ground -based navaids to be operational on the field. Pilots also will be required to use specific GPS approach phrase- ology during approach requests and clear - Photo by FAA GPS RNY 22 ATLANTIC CITY INTL UCY �.. ��� -..,rw e� IN• RV NW, . a, . •.:� e`r� i u, ... ...6 1 r —, r4 n xl ,MIMIC _/ - �s t �,� t._ _ t' FOR VMC AND �. c TEST PURPOSES -.._ ONLY s. 76 / Y.(ELn .�%� I ' � CATEGOiY C �I D E • E-22 IDO_I - .00. Ir Crvcun�G s4D-I --L'=x-1,--2 1�e .1. v �.I �.Y }.- I K GPS RIVY 22 (TEST ONLY) ances. Flight testing for precision GPS ap- proaches began in March and April 1992. The Satellite Program Office started testing an enhanced system known as Local Area Differential Global Positioning System (LADGPS). LADGPS compares the posi- tion data from several satellites, then calcu- lates corrections for a more accurate position reading, which is then transmitted to the airborne receiver. In separate tests, Honeywell Commercial Flight Systems demonstrated its LADGPS system in a Gulfstream IV business jet; Trimble Navigation tested its version in an Aero Commander, Wilcox Electric inaBeech King Air 300; and Ohio University in a Piper Saratoga Although all flighttests were highly successful, the Ohio University system ap- pears to have been the first to achieve an accuracy of less than one meter. These efforts are aimed mainly at Category I precision instrument approaches. Category II and III approaches are being considered, though this will require an ad- vanced avionics system, probably some form of Differential GPS (DGPS), which can pin- point an aircraft's location in three dimen- sions. The FAA's Satellite Program Office has launched a feasibility study on Category I and II, which should be complete by 1995.