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
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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
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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.