Airport Master Plan November 1984

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i L I i Runways 9, 27 and 16 currently have visual approach surfaces. MN /DOT and the Metropolitan Council recommend non - precision instrument approaches (NPI) for this classification of airport. The state criteria for NPI approaches is a 40:1 design slope rather than FAA's 34:1 design slope. The clear zones associated with these approaches thus are 500 feet x 2000 feet x 1100 feet. It is recommended that each runway end be planned for a non - precision approach. n 'I II to protect the planned approach surfaces. 6.5 Approach Navaids /Lighting It is recommended that the primary runway be lighted with a Medium Intensity Runway Lighting (MIRL) system with exit taxiway lights. The taxiway straight aways should be equipped with retroref lector s. Runway end identifier lights (REILS) and a visual approach slope indicator (vasi) should be installed to serve each runway end. A lighted wind cone and rotating beacon are also recommended. Obstruction lights should be installed on obstructions which cannot be removed or alleviated. 6.6 Land Sufficient land should be acquired to provide for an ulti- mate 3300 feet runway and associated approach zones (2400 from each runway end to accommodate MN /DOT A zones in which development is prohibited. Adequate land area to provide for building area development must also be acquired. It is recommended that land be acquired in fee rather than ease- ments whenever possible. 6.7 Security Fencing It is recommended that security fencing be installed around the perimeter of the airfield and building area. The larger populations in the metropolitan area make this desirable from both safety and security aspects. 6.8 Building Area Requirements ' The existing building area facilities are not accommodate projected growth of based aircraft parking, and aircraft services. Building area ' are presented in 5th year, 10th year and 20th Actual staging of development is addressed in of the study. ' 6 -4 sufficient to demand, auto requirements year periods. later sections There is no height limitation zoning plan in effect which ' protects FAR Part 77 imaginary surfaces. The city has restricted the height of structures throughout the Community to 35 feet maximum height. It is recommended that a height limitation zoning plan and land use safety plan be adopted ' n 'I II to protect the planned approach surfaces. 6.5 Approach Navaids /Lighting It is recommended that the primary runway be lighted with a Medium Intensity Runway Lighting (MIRL) system with exit taxiway lights. The taxiway straight aways should be equipped with retroref lector s. Runway end identifier lights (REILS) and a visual approach slope indicator (vasi) should be installed to serve each runway end. A lighted wind cone and rotating beacon are also recommended. Obstruction lights should be installed on obstructions which cannot be removed or alleviated. 6.6 Land Sufficient land should be acquired to provide for an ulti- mate 3300 feet runway and associated approach zones (2400 from each runway end to accommodate MN /DOT A zones in which development is prohibited. Adequate land area to provide for building area development must also be acquired. It is recommended that land be acquired in fee rather than ease- ments whenever possible. 6.7 Security Fencing It is recommended that security fencing be installed around the perimeter of the airfield and building area. The larger populations in the metropolitan area make this desirable from both safety and security aspects. 6.8 Building Area Requirements ' The existing building area facilities are not accommodate projected growth of based aircraft parking, and aircraft services. Building area ' are presented in 5th year, 10th year and 20th Actual staging of development is addressed in of the study. ' 6 -4 sufficient to demand, auto requirements year periods. later sections