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Section 3-3 OCX-V-Plan TERPS Analysis

Section 3-3 Phase 1 TERPS Analysis - Runway 16L

Attachments pertaining to Section 3-3:

Figure 3-3.1 Phase 1 TERPS Calculation of Elevation of Precision Final Approach Fix (PFAF)
Figure 3-3.2 Phase 1 Runway 16L Center-Line Topographic Profile of Final Approach Segment
Figure 3-3.3 Phase 1 TERPS Calculation of Distance from GPI to Displaced Threshold
Figure 3-3.4 Phase 1 TERPS Runway Details of Topographical Airport Layout Plan
Figure 3-3.5 Phase 1 TERPS Calculations of Elevations of "W-surface" at PFAF
Figure 3-3.6 Phase 1 Topographical Map of Runway 16L, Final Approach, TERPS Defined Surfaces
Figure 3-3.7 Phase 1 TERPS Calculation of W, X, & Y Obstacle Clearance Imaginary Surfaces
Figure 3-3.8 Phase 1 TERPS Calculation Worksheet 1 of 2 for W & X Surface's Obstacle-Clearance
Figure 3-3.9 Phase 1 TERPS Calculation Worksheet 2 of 2 for W & X Surface's Obstacle-Clearance
Figure 3-3.10 Phase 1 Topographic Map & Profile, Runway 16L, WXY Obstacle-Clearance at PFAF
Figure 3-3.11 Orange County Surveyor's Notes, Verification of USGS Topographic Digital Data Base
Figure 3-3.12 Phase 1 Topographic Map & Profile, Runway 16L,W Clearance at Controlling Obstacle
Figure 3-3.13 Phase 1 Topographic Map & Profile, Runway 16L, X Clearance at Controlling Obstacle
Figure 3-3.14 Phase 1 Runway 16L Center-line Topographic Profile, X Clearance at Controlling Obstacle
Figure 3-3.15 Phase 1 TERPS Calculation Worksheet 1 of 2 for Y Surface's Obstacle-Clearance
Figure 3-3.16 Phase 1 TERPS Calculation Worksheet 2 of 2 for Y Surface's Obstacle-Clearance
Figure 3-3.17 Phase 1 Topographic Map & Profile, Runway 16L, Y Clearance at Controlling Obstacle

Section 3-3 Phase 1 TERPS Analysis - Runway 16L

Nearly all arrivals to OCX (96%) would be from the north to existing Runway 16L. This Precision Approach is in accordance to FAA TERPS Orders 8260.3B (for ILS), 8260.36A (for MLS), and 8260.48 (for RNAV). These Orders all agree that that an automatic landing in Category III weather minimums using a 3.10 degree vertical path angle is workable using the planned Global Positioning System including the related Ground Based Augmentation system.

Within the next eight years, the FAA plans to dismantle all ILS installations.

New GPS onboard equipment will not be referenced to barometric air-data and therefore would not be impacted by winds over "precipitous terrain" at Loma Ridge.

Arrivals to existing Runway 16L (the runway at the highest altitude) would be to a displaced threshold with 7,000' of runway stopping distance (similar to Long Beach airport), which is adequate for any kind of aircraft at any landing gross weight, even on wet runway surfaces. This would include (but not be limited to) interim use for air-cargo operations (Phase 1). When providing the TERPS analysis for the OCX-V-Plan, TNMG assumed existing Global Positioning System (GPS) technology for the initial phase 1 interim reuse, but TNMG recognized and anticipated that new technologies such as GPS with a Ground Based Augmentation System (GBAS) or Local Area Augmentation System (LAAS) and Geostationary Satellite Based Augmentation System (SBAS) or Wide Area Augmentation System (WAAS), will soon be the aviation standard, replacing the obsolete Instrument Landing System (ILS) approaches, and the related obsolete Vertical Navigation System that was based on barometric air-data.

GPS with augmentation by GBAS will greatly enhance the OCX-V-Plan performance by eliminating air-data errors (and related required margins for "precipitous terrain") and improving aircraft controllability to reduce the required obstacle clearance.

The attached Terminal Approach Standard (TERPS) analysis and related graphics are based on the USGS topographic digital data base with coordinates referenced to NAD 83 and the vertical data referenced to NAVD-88 updated in February 2001. The NAVD-88 data which is referenced to Mean Sea Level at a location near the St. Laurence River on the United States Atlantic Seaboard is 2.3 feet higher than the NGD-29 data that was referenced to the Pacific Seaboard.

The latest topographic maps for the MCAS El Toro area were published in 1982 and the graphically presented analog contour lines and printed elevation values for peaks and bench marks which were referenced to NGD-29 (with coordinates to NAD-27) are graphically displayed along with the electronic digital data base discrete values that are regularly updated, but which are referenced to NAVD-88 and NAD-83. The latest NAVD-88 data for Loma Ridge agrees within one foot with manually recorded Orange County survey notes from the March 1990 survey for the development of the 241 Toll-way of the Eastern Transportation Corridor.

Airport Hazard Areas (such as the summit of Loma Ridge) are identified areas that are required to remain open, and are regarded as necessary to remove hazards to air navigation, and maintained with only native shrub vegetation with no trees nor structures as required to comply with state and federal laws and regulations governing airport approaches to eliminate the need to inspect for (or assume the existence of) unreported 200 feet high structures.

Compiled 10/10/01 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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