Appendix D

AIRPORT LAYOUT PLANS

As part of this master plan, the Federal Aviation Administration (FAA) requires the development of
Airport Layout Plan (ALP) drawings detailing specific parts of the airport and its environs. The ALP
drawings are created on a computer-aided drafting (CAD) system and serve as the official depiction of
the current and planned condition of the airport. The ALP drawings will be reviewed by the FAA to be
sure all applicable federal regulations are met. The FAA will use the ALP as the basis for justification for
funding decisions.

It should be noted that FAA require that any changes to the airfield (i.e., runway and taxiway system,
navigational aids, etc.) be presented on the ALP. The landside configuration developed during the
master planning process is also depicted on the ALP, but the FAA recognizes that landside development
is much more fluid and dependent upon developer needs. Thus, an updated ALP set is typically not
necessary for future landside development.

The five primary functions of the ALP that define its purpose are provided in Advisory Circular (AC)
150/5070-6B, Airport Master Plans, as follows:

1) An ALP creates a blueprint for airport development by depicting proposed facility

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 2) The ALP is a public document that serves as a record of aeronautical requirements, both
present and future, and as a reference for community deliberations on land use proposals and
budget resource planning.

3) The approved ALP enables the airport sponsor and the FAA to plan for facility improvements at
the airport. It also allows the FAA to anticipate budgetary and procedural needs. The approved
ALP will also allow the FAA to protect the airspace required for facility or approach procedure
improvements.

4) The ALP can be a working tool for the airport sponsor, including its development and
maintenance staff.

5) An approved ALP is necessary for the airport to receive financial assistance under the terms of
the Airport and Airway Improvement Act of 1982, as amended, and to be able to impose and
use Passenger Facility Charges. An airport must keep its ALP current and follow that plan
because those are grant assurance requirements of the Airport Improvement Program (AIP)
and previous airport development programs, including the 1970 Airport Development Aid
Program (ADAP) and Federal Aid Airports Program (FAAP) of 1946, as amended.

The FAA requires that any planned changes to the airfield (i.e., runway and taxiway system, etc.) be
represented on the drawings. However, the ALP drawing set is not intended to provide design
engineering accuracy.

AIRPORT LAYOUT PLAN DRAWING SET

The ALP drawing set for the Airport Master Plan includes several technical drawings which depict various
aspects of the current and future layout of the airport. The following is a description of the ALP drawings
included with this Airport Master Plan.

AIRPORT LAYOUT PLAN DRAWING

An official ALP drawing has been developed for Chandler Municipal Airport, a draft of which is included
in this appendix. The ALP drawing graphically presents the existing and future airport facilities and layout
plan. The ALP drawing includes, but is not limited to, such elements as the physical airport features,
wind data tabulation, location of airfield facilities (i.e., runways, taxiways, navigational aids), and
landside development. Also presented on the ALP are the runway safety areas, airport property
boundary, and revenue support areas.

The computerized plan provides detailed information on existing and future facility layouts on multiple
layers that permit the user to focus on any section of the airport at a desired scale. The plan can be used
as base information for subsequent planning and design efforts, and can be easily updated in the future
to reflect new development and more detail concerning existing conditions as made available through
design surveys.

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TERMINAL AREA PLAN DRAWING

The terminal area plan drawing presents a large-scale depiction of areas with significant terminal facility
development. This drawing is an enlargement of a portion of the ALP. The drawing includes the landside
facility areas as well as the supporting infrastructure, including access roads and parking facilities. The
terminal area drawings include a listing of all airport buildings and identifies the aircraft apron areas.

FAR PART 77 AIRPORT AIRSPACE DRAWING

Federal Aviation Regulation (F.A.R.) Part 77, Objects Affecting Navigable Airspace, was established for
use by local authorities to control the height of objects near airports. The FAR Part 77 Airport Airspace
drawing included in this Airport Master Plan is a graphic depiction of this regulatory criterion. The FAR
Part 77 Airport Airspace drawing is a tool to aid local authorities in determining if proposed development
could present a hazard to aircraft using the airport. The FAR Part 77 Airport Airspace drawing can be a
critical tool for the airport sponsor’s use in reviewing proposed development near the airport.

The FAR Part 77 Airport Airspace drawing assigns three-dimensional imaginary surfaces associated with
the airport. These imaginary surfaces emanate from the runway centerline(s) and are dimensioned
according to the visibility minimums associated with the approach to the runway end and size of aircraft
to operate on the runway. The FAR Part 77 imaginary surfaces include the primary surface, approach
surface, transitional surface, horizontal surface, and conical surface.

The airport sponsor should do all in their power to ensure development stays below the FAR Part 77
surfaces to protect the role of the airport. The drawing includes a table detailing the penetrations to
any of the FAR Part 77 surfaces. A recommended action or disposition is also presented for each
penetration. This drawing is based on the planned future condition of the airport.

Penetrations of the FAR Part 77 surfaces indicate an obstruction. Once an obstruction is identified, the
FAA determines if the obstruction is a hazard to air navigation. When an obstruction is determined to
be a hazard, a variety of actions can be taken to mitigate the hazard. The table included on the drawing
presents a recommended action or disposition; however, the FAA is responsible to make the final
determination as to what course of action should be taken. Potential mitigating measures include
removing the hazard, lowering the hazard, adding an obstruction light, increasing instrument approach
visibility minimums, or displacing runway landing thresholds. The following discussion will describe
those surfaces that make up the recommended FAR Part 77 surfaces.

Primary Surface: The primary surface is longitudinally centered on the runways and extends 200 feet
beyond each runway end. The elevation of any point on the primary surface is the same as the elevation
along the nearest associated point on the runway centerline. The primary surface for Runway 4R-22L is
500 feet wide as centered on the runway and 250 feet wide for Runway 4L-22R. If non-precision
instrument approaches are established to either end of Runway 4L-22R in the future, the primary surface
will increase to 500 feet wide.

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Approach Surface: An approach surface is also established for each runway end. The approach surface
begins at the end of the primary surface, extends upward and outward, and is centered along an
extended runway centerline. The dimensions of the approach surface leading to each runway is based
upon the type of instrument approach available (instrument or visual) or planned.

With visibility minimums of not lower than one-mile for Runway 4R, the approach surface extends a
horizontal distance of 10,000 feet at a 34:1 slope. The outer width of the approach surface is 3,500 feet.
Runways 4L, 22R, and 22L are visual-only runways currently so the approach surfaces have an outer
width of 1,500 feet and extend a horizontal distance of 5,000 feet at a 20:1 slope. If instrument
approaches of one-mile or greater minimums are established to these runways, the approach surface
will match that of Runway 4R.

Transitional Surface: Each runway has a transitional surface that begins at the outside edge of the
primary surface at the same elevation as the runway. The transitional surface rises at a slope of 7:1, up
to a height 150 feet above the highest runway elevation. At that point, the horizontal surface begins
where the transitional surface ends.

Horizontal Surface: The horizontal surface is established at 150 feet above the highest elevation of the
runway surface. Having no slope, the horizontal surface connects the transitional and approach surfaces
to the conical surface at a distance of 10,000 feet from the end of the primary surfaces of each runway.

Conical Surface: The conical surface begins at the outer edge of the horizontal surface. The conical
surface then continues for an additional 4,000 feet horizontally at a slope of 20:1. Therefore, at 4,000
feet from the horizontal surface, the elevation of the conical surface is 350 feet above the highest airport
elevation.

INNER APPROACH SURFACE DRAWING

The inner approach surface drawing provides greater detail of penetrations to the approach surface and
the obstacle clearance surface (OCS) within a few thousand feet of the runway end. Any penetrations
are documented in the obstruction table. The obstruction table includes a description of the object, its
top elevation, the depth of penetration, and a recommended disposition to mitigate the penetration.

DEPARTURE SURFACE DRAWING

For primary runways supporting instrument departures, a separate drawing depicting the departure
surface is required. The departure surface, when clear, allows pilots to follow standard departure
procedures. The departure surface emanates from the departure end of the runway to a distance of
10,200 feet. The inner width is 1,000 feet and the outer width is 6,466 feet. The slope of the departure
surface is 40:1.

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Obstacles frequently penetrate the departure surface. Where object penetrations exist, the departure
procedure can be adjusted by:

a) Non-standard climb rates, and/or

Therefore, it is important for the airport sponsor to identify and remove departure surface obstacles
whenever possible in order to enhance takeoff operations at the airport. The airport sponsor should
also prevent any new obstacles from developing.

AIRPORT LAND USE DRAWING

The objective of the airport land use drawing is to coordinate uses of the airport property in a manner
compatible with the functional design of the airport facility. Airport land use planning is important for
orderly development and efficient use of available space. There are two primary considerations for
airport land use planning, which are to secure those areas essential to the safe and efficient operation
of the airport and to determine compatible land uses for the balance of the property which would be
most advantageous to the airport and community.

EXHIBIT A - AIRPORT PROPERTY MAP

The airport property map provides a drawing depicting the airport property boundary, the various tracts
of land that were acquired to develop the airport, the method of acquisition, and other information on
the property under airport control that is subject to FAA grant assurances. The various recorded deeds
that make up the airport property are listed in tabular format. The primary purpose of the drawing is to
provide information for analyzing the current and future aeronautical use of land acquired with federal
funds.

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