Section 3-2 Microsoft Word document. Size:5.08MB

Section 3-2 OCX-V-Plan - Phase 1 Airport Operating Plan (AOP)

Section 3-2.1 Proposed Approach and Departure Routes
Section 3-2.2 OCX Priority Approaches Departures
Section 3-2.3 Departures
Section 3-2.4 Proposed Residential Developments
Section 3-2.5 Projected Noise Impacts

Attachments pertaining to Section 3-2:

Figure 3-2.1 Phase 1 Approach and Departure Routes, Aerial Photo
Figure 3-2.2 Phase 1 Santa Ana Winds Approach and Departure Routes, Aerial Photo
Figure 3-2.3 Phase 1 Flight Paths over Earthquake Landslide Danger Zones
Figure 3-2.4 Phase 1 Approach and Departure, Elevations-Map
Figure 3-2.5 Phase 1 Approach and Departure, Topographical Map
Figure 3-2.6 Phase 1 STAR Precision Approach to Runway 16L, Approach Chart
Figure 3-2.7 Phase 1 Precision Approach to Runway 16L, Topographical Map
Figure 3-2.8 Phase 1 STAR Precision Approach to Runway 16L, Profile Chart
Figure 3-2.9 Phase 1 STAR Precision Approach to Runway 16L, Topographical Profile
Figure 3-2.10 Phase 1 Runway 16L Standard Instrument Departure, Topographical Map
Figure 3-2.11 Phase 1 Runway 16L Standard Instrument Departure, Topographical Profile
Figure 3-2.12 Pending Developments in the Southwest Open Space Corridor
Figure 3-2.13 Estimated/Anticipated Twenty Year Growth Noise Contour Map

Section 3-2.1 Proposed Approach and Departure Routes

The county LRA’s proposed airport plan proposes to arrive to the north over and near heavily populated areas, and depart north and east over and near heavily populated areas due to the county LRA’s decision to reutilize the existing runway configuration and established no-home buffer zone protected by the existing Policy Implementation Line (PIL) surrounding El Toro. This proposed airport operation plan not only proves inefficient, but it also proves to offer little protection to thousands of existing homes from adverse noise impacts in several cities under the proposed arrival and departure routes, based on the actual flight demonstrations conducted by the county LRA at El Toro in June, 1999.

The OCX-V-Plan proposed airport operations differ substantially from the county LRA’s plan, in that new approach and departure routes are proposed, creating an optimal, safer, more efficient and quieter plan. The OCX-V-Plan is safer in that proposed arrivals and departures do not cross active runways and taxiways and proposed departure and arrival routes would not create conflicts with the congested Southern California Region’s airspace or delays to the Southern California Region’s airports, hence creating greater efficiency at the proposed airport. The OCX-V-Plan’s proposed arrivals and departures work according to the prevailing wind conditions as do the other airports in the region, not against the prevailing wind conditions like the county LRA’s plan. Again, contributing to a more efficient airport plan. Refer to Figure 3-2.1 Phase 1 Approach and Departure Routes, Aerial Photo.

As previously mentioned in Section 3-1.1, the OCX-V-Plan proposes to utilize the county’s 30,000 acre Natural Communities Conservation Program (NCCP) permanent Open Space Reserves, contiguous with MCAS El Toro to the north and to the southwest for suitable safe and efficient flight operations which would not impact surrounding existing communities. The OCX-V-Plan proposes utilizing this vast open space, and proves it can do so without adversely impacting most proposed Irvine Company Developments in the southwest open space corridor.

Under the occasional seasonal Santa Ana wind conditions, departures would reverse, departing north from Runway 34R, just as departures from John Wayne Airport (SNA) also reverse in Santa Ana wind conditions, departing north. Because both SNA and the proposed OCX-V-Plan would operate in like manner, there would be no conflict in routing departures between the two facilities. Refer to Figure 3-2.2 Phase 1 Santa Ana Winds Approach and Departure Routes, Aerial Photo.

Most of the open space north and southwest of MCAS El Toro has been dedicated to the county by The Irvine Company as NCCP Open Space Reserves due to much of the land being geologically unsuitable for residential development. The California State Geologists Department has identified areas in Orange County that are high-risk earthquake landslide " danger zones". See Figure 3-2.3 Phase 1 Flight Paths over Earthquake Landslide Danger Zones.

The following figures are graphic depictions showing the proposed arrival and departure routes for the OCX-V-Plan, Phase 1, in different viewing formats (profiles illustrate conformity to required obstacle clearance):

Figure 3-2.4 Phase 1 Approach and Departure, Elevations-Map
Figure 3-2.5 Phase 1 Approach and Departure, Topographical Map
Figure 3-2.6 Phase 1 STAR Precision Approach to Runway 16L, Approach Chart
Figure 3-2.7 Phase 1 Precision Approach to Runway 16L, Topographical Map
Figure 3-2.8 Phase 1 STAR Precision Approach to Runway 16L, Profile Chart
Figure 3-2.9 Phase 1 STAR Precision Approach to Runway 16L, Topographical Profile
Figure 3-2.10 Phase 1 Runway 16L Standard Instrument Departure, Topographical Map
Figure 3-2.11 Phase 1 Runway 16L Standard Instrument Departure, Topographical Profile

Section 3-2.2 OCX Priority Approaches Departures

All primary approaches to OCX would be to the south, to a displaced threshold, to existing Runway 16L, using a 3.10û Vertical Path Angle (VPA) and 7,000' of runway stopping distance.

Approaches in Instrument Flight Rules (IFR) conditions to OCX will take precedent over IFR approaches to SNA because of the anticipated volume of traffic to OCX (primarily Phase 2 and latter), which will also come from the west, north and east. To avoid conflicts in IFR conditions, all SNA approaches from the north and east must be rerouted to a downwind approach to eliminate crossing OCX approaches.

Section 3-2.3 Departures

Primary departures for Phase 1 would be to the southwest from Runway 16L, performing a 15û to 30û banked right turn and crossing El Moro Bay at the pacific Ocean, utilizing the 3-mile wide undeveloped county NCCP Open Space Reserves/State Parks to isolate adverse noise impacts away from all existing residential communities surrounding the proposed airport. The pilot would continue to accelerate to V2 + 20 knots after takeoff and initiate a 15û bank-angle right turn after climbing past a height of 400 feet and increasing the bank-angle to 30û after accelerating to V2 + 20 knots (or the specified maneuvering speed).

Section 3-2.4 Proposed Residential Developments

MCAS El Toro is surrounded by noise sensitive developments to the south, east and west. To the north and southwest, and contiguous to MCAS El Toro, is vast undeveloped open space, described in detail in Section 3-2.1.

To the immediate north of MCAS El Toro are no pending noise sensitive developments, though plans are underway to master plan and develop 3,500 acres just north/northeast of the MCAS El Toro property to the Lomas Ridge. Development plans include homes, schools, business and commercial developments.

Further north, there are master plans to develop homes near Irvine Lake, just north of Lomas Ridge, in a development the Irvine Company calls the East Orange Project. No tract maps for the project have been filed yet.

Immediately southwest of the MCAS El Toro property is the Irvine Spectrum Center - a triangular shaped area bound by the Interstate 5 to the north, the State Route 133 Toll Road to the west, and the Interstate 405 to the south. Within this area are no residential developments.

Further southwest, beyond the Irvine Spectrum Center, lies the 3-mile wide undeveloped southwest open space corridor, stretching from the Irvine Spectrum Center to the Crystal Cove State Park. Adjacent with this southwest open space corridor is six pending planned residential communities; two of which, Planning Areas 17 and 18 currently fall within the established no home Policy Implementation Line (PIL). Tract maps have been filed for Planning Areas 17, 22, 4, 5 and 6. No tract map has been filed for Planning Area 18. At this time, only Planning Area 22 is currently being graded. Of these six planning areas, only Planning Areas 17 and 18 would be subjected to adverse noise impacts generated by proposed departures and would be subject to zoning control by the Airport Land Use Commission. Refer to Figure 3-2.12 Pending Developments in the Southwest Open Space Corridor.

Section 3-2.5 Projected Noise Impacts

Based on the proposed Airport Operations Plan, there are no existing homes remotely near or under the proposed flight paths. The closest existing residential communities to the proposed flight paths would be Oakcreek in Irvine, at over 1 mile west of the departure flight path on the side line, and Laguna Woods, at roughly 1 mile southwest of the departure flight path.

Figure 3-2.13 Estimated/Anticipated Twenty Year Growth Noise Contour Map shows the projected estimated noise contours based on the full build out for 20 years.

Compiled 09/26/01 The New Millennium Group
Written by: Charles E. Griffin and Russell Niewiarowski

The entire Engineering Section containing all section, is available on CD-ROM.

griffin@ocxeltoro.com for a CD-ROM copy

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