Agenda Packets - 1997/10/27 - Laserfiche WebLink

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In summary, The Anoka County-Blaine Airport is a Minor Airport as defined by the Metropolitan Development Guide. By FAA definition the Airport is a reference category B-II. The Airport should be designed to safely accommodate single and twin engine propeller aircraft, as well as some business and small corporate jet aircraft. 4. In May 1986, the Metropolitan Council updated its Aviation Chapter of the Metropolitan Development Guide. This update changed the categorization of a Minor airport to include runway lengths between 2,500 and 5,000 feet. The Order, dated July 1986, specifically states that ... "MAC agrees to develop the Anoka County-Blaine Airport, consistent with the requirements of state law and the Metropolitan Development Guide, as of the date of this Agreement, as a "minor use" airport. The Order was signed over two months after the Guide was amended to allow Minor airports to have 5,000 foot long runways. Page 3-11 and 3-12 of the May 1997 LTCP Update have detailed runway length data justifying a 5,000 foot long runway. 5. As discussed above, ARC B-II design standard are warranted and not in conflict with the Master Plan and Order. ARC A-I design standards are not appropriate. The 1983 Master Plan recommends that Runway 8R/26L be widened to 100 feet. As previously noted, a 100 foot runway width is appropriate for A and B category runways with a precision approach having visibility minimums below 3/4 statute mile, 6. The May 1997 draft LTCP Update recommends that Runway 17R/35L be developed to a length of 4,855 feet. The LTCP no longer contains the referenced statement. 1111 7. As discussed above, ARC B-II design standards are considered appropriate. The taxiway width recommended in the May 1997 LTCP Update has been revised since the July 1996 draft. The recommended width is now 40 feet, not 35 feet. MAC typically constructs taxiways to width of 40 feet to facilitate snow removal. The FAA allows design parameters to be exceeded as long as Federal funding is not requested for the additional portion of the project. MAC typically does not request Federal funding for such projects. The 1983 Master Plan states that taxiways parallel to a non-precision runway should be separated by at least 200 feet. A maximum distance is not stipulated. A 300-foot taxiway separation improves the safety and operational flexibility of the runway/taxiway system with little additional cost or impact to the land envelope. 8. Operational demand, as projected in Chapter 2, indicates that the number of operations is expected to increase to 272,300 by 2015. Without the addition of a parallel runway(s), the airport cannot accommodate projected demand. Table 2-8 presents the projected fleet mix for the planning period. Approximately 232,500 operationsby single engine aircraft and 35,400 operations by multi-engine aircraft are anticipated by 2015. As indicated in the capacity section, the theoretical number of operations the Airport can accommodate without capacity enhancing improvements is 230,000. FAA planning guidelines suggest initiating improvements when an airport reaches 60 percent of available capacity and to construct them when operations surpass 80 percent of available capacity. The 1983 Master Plan identified the need for parallel runways.