RUNWAY TO PARALLEL TAXIWAY
CENTERLINE
FAA EASTERN REGION
MODIFICATION OF AIRPORT DESIGN STANDARDS
Date: July 10, 2007
Page 1 of 2
BACKGROUND
1.
AIRPORT:
2.
John F. Kennedy
International Airport
4.
LOCATION(CITY,STATE):
3.
New York, New York
EFFECTED RUNWAY/TAXIWAY:
Runways - 4L-22R, 13L-31R,
13R-31L
See Figure 1
5. APPROACH (EACH RUNWAY):
_4R, 4L, 13L, 22R, 22L, 31R,
31L PIR
___ NPI
_13R__ VISUAL
LOC ID:
JFK
6. AIRPORT REF. CODE (ARC):
D-V
7. DESIGN AIRCRAFT (EACH RUNWAY/TAXIWAY):
B747-8
MODIFICATION OF STANDARDS
8.
TITLE OF STANDARD BEING MODIFIED (CITE REFERENCE DOCUMENT):
Group VI Runway to Parallel Taxiway Separation, AC 150/5300-13, AIRPORT DESIGN, Table 2-2
9.
STANDARD/REQUIREMENT:
500 feet, in accordance with Table 2-2, Group VI
10.
PROPOSED:
400 feet for Taxiways B, C, P and U/Runways 4L-22R, 13L-31R, 13R-31L
450 feet for Taxiway K/Runway 4L-22R
11.
EXPLAIN WHY STANDARD CANNOT BE MET (FAA ORDER 5300.1E):
Relocation of Runways 13R/31L, 13L/31R and 4L/22R and adjacent taxiways would be required for
compliance with full Group VI separation standards. Relocation of 13R/31L and 4L/22R would
encroach on Gateway Park and face daunting environmental and political opposition. Relocation of
13L/31R would significantly impact the airport cargo handling capability. In addition, even assuming
that the necessary environmental approvals could be obtained, the cost of moving runways and
taxiways as necessary to conform to Group VI Separation standards would require the investment of
billions of dollars.
12.
DISCUSS VIABLE ALTERNATIVES (FAA ORDER 5300.1E):
No other viable alternatives.
13. STATE WHY MODIFICATION WOULD PROVIDE ACCEPTABLE LEVEL OF SAFETY (FAA ORDER 5300.1E):
SEE ATTACHED
ATTACH ADDITIONAL SHEETS AS NECESSARY – INCLUDE SKETCH/PLAN
FAA EASTERN REGION
MODIFICATION OF AIRPORT DESIGN STANDARDS
Date: July 10, 2007
Page 2 of 2
MODIFICATION:
LOCATION:
Runway to Parallel Taxiway
Separation
JFK International Airport
14. SIGNATURE OF ORIGINATOR:
Scott Marsh – PANYNJ –
Aeronautical and Technical Services
15. ORIGINATOR’S ORGANIZATION:
16. TELEPHONE:
The Port Authority of New York and
New Jersey
212–435-3898
17. DATE OF LATEST FAA SIGNED ALP:
December 3, 2004, with pen/ink changes
18. ADO RECOMMENDATION:
19. SIGNATURE:
20. DATE:
21. FAA DIVISIONAL REVIEW (AT, AF, FS):
ROUTING SYMBOL
SIGNATURE
DATE
CONCUR
NON-CONCUR
COMMENTS:
22. AIRPORTS’ DIVISION FINAL ACTION:
[ ] UNCONDITIONAL APPROVAL
DATE:
CONDITIONS OF APPROVAL:
SIGNATURE:
[ ] CONDITIONAL APPROVAL
TITLE:
[ ] DISAPPROVAL
SUPPLEMENT TO
FAA EASTERN REGION
MODIFICATION OF AIRPORT DESIGN STANDARDS
Proposed modification of runway to parallel taxiway separation standards.
13. State why modification would provide an acceptable level of safety.
Three runways have parallel taxiways at JFK: 4L/22R, 13R/31L and 13L/31R. The
distance between these runways and the parallel taxiways varies depending upon the
taxiway. Taxiway B, which is adjacent to all three runways, is separated from adjacent
runways by 400 feet. Taxiways C and U are separated from Runway 13L/31R by 400
feet. Taxiway K is separated from Runway 4R/22L by 450 feet and Taxiway P is
separated from 13R/31L by 550, which exceeds Group VI separation criteria (500 feet),
except for the section between Taxiway MB and Taxiway N, which is 400 feet (See
Figure 1). The majority of Taxiway P exceeds the Group VI separation requirement of
500 feet.
The Runway Obstacle Free Zone (ROFZ) was calculated for various JFK Runways (as
outlined within FAA Advisory Circular 150/5300-13, Change 11, Para 306) to screen for
conditions that may require more detailed analysis using FAA’s Collision Risk Model.
The results of these calculations were as follows:
•
The ROFZ calculation required for CAT I approaches was performed for the
taxiways located 400 feet away from adjacent runways (Taxiways B, C, U and a
small portion of P). Calculations of the ROFZ for this runway/parallel taxiway
combination with an A380 on approach indicate no penetration of the ROFZ for
the 747-8 on the adjacent taxiway (See figure 2).
•
The ROFZ calculation required for CAT I approaches was performed for Taxiway
K which is separated from the southern portion of Runway 4L by 450 feet.
Calculations of the ROFZ for this runway/parallel taxiway combination with an
A380 on approach indicate no penetration of the ROFZ for a 747-8 on the
adjacent taxiway (See figure 3).
•
The only runway end, of the runways at issue, with a CAT II instrument approach
is Runway 13L. The parallel taxiways adjacent to Runway 13L are Taxiways B,
C, and U. Calculations of the ROFZ for this runway/parallel taxiway combination
with an A380 on approach indicate a penetration of the 747-8 tail of
approximately 5 feet. (See figure 4).
Modifications of Group VI Runway to Taxiway separation standards for all Cat I, or less,
approaches at JFK would provide an acceptable level of safety as calculations indicate no
penetration of the ROFZ by a 747-8 on an adjacent taxiway.
Evaluation of the Runway 13L Cat II approach indicates an ROFZ penetration by the tail
of the 747-8. However, more detailed collision risk model analyses completed by the
FAA for the JFK A380 Operational Plan indicated that an acceptable level of safety
existed for conditions where an A380 was on a CAT II approach and a 747-400 was
located on a parallel taxiway separated 400 feet away from the runway. As the tail height
of the 747-400 and 747-8 are essentially identical the results of the collision risk model
analyses already completed for the 747-400 are referenced to support the conclusion that
a 400 foot runway/taxiway separation is acceptable for CAT II operations by an A380
when a 747-8 is on a parallel taxiway 400 feet away.