CHAPTER FOUR - AIRPORT LAYOUT PLAN
4.1 GENERAL
The airport layout plan (ALP) is a scaled graphic representation of existing and proposed airport facilities, indicating their location on the airport and pertinent clearance and dimensional information required to show conformance with applicable FAA design standards. The ALP depicts the recommended location of facilities that are determined to be needed to accommodate the 20-year aviation demand, as discussed in Chapter Two. The plan serves as a guide to the orderly and rational improvement of the airport based on current projections. A reduced-size copy of the ALP set is found in the Exhibits at the end of this report.
4.2 AIRPORT ROLE
The Lawrence Municipal Airport is a general aviation airport. This role is expected to continue through the planning period. The general aviation air service needs of Lawrence and Douglas County should continue to be served by the Lawrence Municipal Airport. The airport should also continue to serve increasing general aviation demands by air charter, business and corporate, and military users as a whole.
4.3 RUNWAYS
The airport has two runways, as previously mentioned. Runway 15-33 is 5,002 feet by 100 feet and is the primary runway. The runway pavement is asphalt and is in fair condition. The runway is rated for 38,000 pounds dual wheel gear configurations. Runway 1-19 is 3,901 feet by 75 feet and serves as a crosswind runway for less demanding aircraft. This runway is asphalt and is in fair condition. The strength of the runway is 12,500 pounds for single wheel gear configurations.
Runway 15-33 does not have sufficient length and strength based on the future (C-II) “critical” aircraft. Runway 15-33 is proposed to be extended to 5,700 feet then 6,100 feet and strength to 60,000 pounds (DWG). Further, routine maintenance to protect the integrity of the pavement should be scheduled throughout the planning period.
Runway 15-33 is equipped with medium intensity runway lights (MIRL) and four-box visual approach slope indicators (VASI-4) at the runway 33 end. Further, Runway 15-33 is equipped with medium intensity approach lighting system with centerline strobes (MALSR). Runway 1-19 is not equipped with any approach aids. The runway lighting aids should be retained and maintained throughout the study period. However, Runway 33’s VASI system should be replaced with a PAPI system upon reaching their design life and/or maintenance costs become cost prohibitive and PAPIs should be installed on all runway ends.
Runway 33 has a precision and non-precision instrument approach. Runways 15, 1 and 19 are currently visual runways with no standard instrument approach procedure, but they are recommended.
4.4 TAXIWAYS
Parallel taxiways to the primary runway system are considered a fundamental item of development for all airports. They should be constructed to enhance safety and decrease delay unless they are considered to be cost prohibitive.
Runway 15-33 has a full-length parallel taxiway (“A”) with two connectors. The taxiway is 35 feet wide, has an asphalt paved surface and is rated to be in poor to failed condition. Due to the condition, the taxiway should be reconstructed. Runway 1-19 has a non-standard parallel taxiway system and a new standard-separation taxiway on the opposite side is recommended. The existing taxiway to Runway 1-19 should be closed and removed.
4.5 GENERAL AVIATION DEVELOPMENT
General aviation operations and based aircraft have been stable in recent years. The aviation forecasts presented in Chapter Two anticipate that significant increases will occur through the study period. Therefore, general aviation facilities must be developed to meet this projected demand. Further, with the ultimate removal of the T-hangars on the west side, some T-hangar development to replace these hangars will be needed.
Itinerant general aviation is currently being served by the main apron and terminal area. It is anticipated that general aviation growth and development will continue in this area.
A rehabilitation (slurry seal) of the general aviation apron was completed in 1997. The existing apron area should be expanded to accommodate demand through the year 2020. Further rehabilitation of the airfield pavements should be accomplished.
Based aircraft storage in T-hangars and individual corporate hangars has been depicted. Hangar locations are consistent with current hangar facilities and current airport land use. The size and location of future hangars are shown for planning purposes only and specific plans should be evaluated on a case-by-case basis for general conformance to the ALP. Prior to construction, all planned buildings need to be forwarded to the FAA for aeronautical evaluation through the FAA Form 7460-1, “Notice of Proposed Construction”.
Specific general-aviation, hangar-development recommendations include construction of additional individual corporate hangars through the year 2020. T-hangar development should occur as demand dictates.