Res 2001-006 - Laserfiche WebLink

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proposed for visual approach only, and extends 5,000 feet from the end of the primary surface at an upward slope of 20 to 1 to a width of 1,500 feet. For Runways 8-26 the approach surfaces remain as before, extending 5,000 feet from the end of the primary surfaces at an upward slope of 20 to 1 to a width of 1,500 feet. For Runway 17, the new approach surface extends 10,000 feet from the end of the primary surface at an upward slope of 34 to 1 to a width of 3,500 feet. For Runway 35 the new approach surfaces extend 10,000 feet from the end of the primary surface at an upward slope of 50 to 1 to a width of 16,000 feet. . 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 also connects with the approach surfaces of each runway. The surface rises at a slope of seven to one up to a height which is 150 feet above the highest runway elevation. At that point, the transitional surface IS replaced by the horizontal surface. . 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 of20 to 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 PORTION OF THE APPROACH SURFACE PLAN The Inner Portion of the Approach Surface Plan is a scaled drawing of the runway protection zone (RPZ), runway safety area (RSA), obstacle free zone (OFZ), and object free area (OFA) for each runway end. A plan and profile view of each RPZ is provided to facilitate identification of obstructions that lie within these safety areas. Detailed obstruction and facility data is provided to identify planned improvements and the disposition of obstructions. TERMINAL AREA PLAN The terminal area plan provides greater detail concerning landside improve- ments and at a larger scale than on the ALP. There will be two Terminal Area Plans developed for San Marcos Municipal Airport, an existing south terminal area plan and a north terminal area plan. 5-9