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Home My WebLink AboutCUP 172; Palomar Airport; Conditional Use Permit (CUP) (6)CWNTY OF SAN DItGO R J MASSMAN -*- Director ( ! \ Bldg 2, 5555 Overland Ave. DEPARTMENT OF TRANSPORTATION Diego,Co,ifornio 92,23 'i Officer of COMMUNITY SERVICES AGENCY County Engineer h Rood Commissioner County Surveyor County Airports Telephone: (714) 565-5177 December 20, 1979 RECEIVED TO: Carlsbad Planning Department City of Carlsbad 1200 Elm Avenue Carlsbad, Calif. 92008 Attn.: Brian Milich DEC 24 1979 CITY OF CARLSBAD Plannlng Department FROM: Palomar Airport Manager SUBJECT: Palomar Airport Traffic Patterns The following information is provided relative to existing flight patterns at Palomar Airport. Two types of approach are used at Palomar, Instrument Flight Rules (IFR) and Visual Flight Rules (VFR). IFR approaches are made by reference to aircraft instruments and navigational radio aids. VFR approaches are made by visual reference to the ground. IFR Approaches Visual Omni Range (VOR) and Instrument Landing System (ILS) approaches are published for Palomar as per attached charts. The VOR approach is from the Oceanside VOR, located west of 1-5 and north of Oceanside, 9.6 miles from the airport. Aircraft fly a heading of 120° on an altitude profile as indicated on chart. The ILS approach begins at the EKG radio beacon, located just east of 1-15 in Escondido, 9.6 miles from the runway. Aircraft depart the beacon on runway heading of 240' and fly altitude profile indicated. Instrument approaches are used for training and for actual approaches during bad weather. Aircraft adhere to instrument patterns consistent with pilot proficiency and FAA air traffic control instructions. In an average month approximately 3,000 instrument approaches to Palomar are accomplished. t Carlsbad Planning Department Attn.: Brian Milich 1 -2- December 20, 1979 VFR Approaches Two rectangular VFR patterns are depicted per attached Figure 11-2 from CPO Comprehensive Land Use Plan. These patterns depict the general flight path of a 45' entry to downwind and base leg normally flown by VFR aircraft approaching for landing. exact routes and are not the only routes by which VFR aircraft may be cleared for landing at Palomar. A number of variables influence the patterns flown by VFR aircraft. Among these are the type of aircraft, performance capabilities, weather and traffic conditions. differences in approach speeds and turning radius which will influence the size of pattern a particular aircraft can fly. Another important variable is the number of aircraft in the pattern at any given time. The more aircraft in the pattern the larger the pattern tends to become to maintain safe spacing between aircraft. VFR traffic at Palomar is controlled by the FAA Control Tower from 7 A.M. to 10 P.M. daily. During the period from 10 P.M. to 7 A.M. pilots provide their own separation and will generally utilize the standard rectangular pattern. They should not be construed as There are In controlling VFR traffic FAA controllers seek to expedite landing traffic by clearing aircraft for the best approach available. For example: - aircraft approaching from Lake Hodges may be cleared to enter a left-hand base leg for R/W 24. - aircraft approaching from Fallbrook may be cleared to Squires Dam and right-hand base leg for R/W 24. - aircraft over Escondido may be cleared for a straight-in landing. - aircraft over Oceanside may be cleared for normal 45' entry to the right-hand pattern. - in heavy traffic conditions aircraft may be requested to remain clear of the pattern or hold at a given point until traffic clears. Carlsbad Planning Department -3- December 20, 1979 - helicopters operate under different flight regulations than airplanes and do not utilize a rectangular pattern. Local helicopters follow special procedures designed to minimize interference with aircraft traffic. Transient helicopters operate as cleared by the Control Tower. Departures VFR & IFR IFR departures require a climb on runway heading of 240' until reaching the airway approximately 2 miles off shore. Local procedure for departing VFR aircgaft is being revised to require climb on runway heading of 240 Aircraft will then depart on course. until reaching 1500'. The above is only a partial list of conditions which influence traffic. Safety is always a primary consideration. The high volume of traffic on the single runway at Palomar requires air traffic controllers to exercise the utmost in professional skill and judgment to maintain a safe and efficient traffic pattern. This includes the flexibility to route air traffic as necessary to meet conditions. Also included as an attachment is a draft copy of the proposed Palomar Airport Noise Control Plan as developed by the Palomar Airport Advisory Committee. This plan was reviewed by the PAAC on December 10, 1979 and has been submitted to FAA for their review. It is anticipated that the plan can be placed into effect early in 1980. In final form the plan will be a single 8%'' x 14" sheet with map on one side and written procedures on reverse side. z& Palomar ir PRS : bw At tac bent s CARLSBAD, CALIF. \ __ ,&pelen Approach Chad AUG 24-79 ,AN DIEGO Approach [RI-See first epch chart for lreq. ALOMAR lower 11 8.6 (OP NOT CONT) .round 121.8 Vhen Control Zone not effective8 w>thout approved veather service,useMiramar NAS altimeter settmg. DAI r\A.*Aq VOR 115.3 OCN Class VORTAC apt. Eiev 328' MSA f I f R- 2503 B I f -.- I T\L","\,-%I VOR-C _, vu , \" Oceanride Mull I 67 1 ';, 3800 79s P 420 -0- '!' 800' '"676 3-10 MISSION BAY 117.8 MZB -- --.. -... I 17-70 p 117;30 VO R 0-3 28' ____ __ .__ - l-- - - ~- .-- - MISSED APPROACH: Climbing RIGHT turn to 3000', heading 180° to intercept outbound OCN VOR R-145 direct MZB VOR. II 9.6 CIRCLE TO LAND Wtth Miramar NAS Conlrol Zone Efleclive Or W4'h Approved 1 Altirncler Setting Wcalhcr Service 11 ,AN DIEGO npproach (R).See first apch chart lor freq. ,round 121 .8 dh5.n Control Zone not effective8 without approved realher service, use Miramar NAS altimeter setting. PALOMAR Class VORTAC MSA .,". OCN VOR Apt. Eiev 32E I .?g- g 8 R-2503 I '"1 727' Control Zone Effective or Wilh Approved Wc.all,er sclvire A 8401(512')-1 B 940'(6JZ'J-l . C 1 OOo'(672')- 2 D 104O1(7I2')-2% MOA - - - - __ will, p,irarnar ~4 Allmeter Settin( m*- 920'(592'!-1 1020'(692')-1- 1080'(7527-2 ! 1 1OO'(772')-2! SAN DICGO ~pp~~~~~~ (R) 127.3 'ALOMAR lower 1 18.6 (OP NOT CONT) 121.8 VVhen Control Zone not effective 8 without approved CAUTION: 3800' drag strip underlying the final approach course 2.5 NM east of apt. may be mistaken lor rwy. 33.01 PALOMAR ILS Rwy 24 LOC 108.7 ICRQ E-xl 3200' / MSA 117-23 117-10 I17;OO 116-5 CAUTION: Powerline 1800' from threshold NOTE: ADF or radar required. penetrates approach light plane by 26'. I OM MM .-.- GS 2106'(1783') (1977') TCH 43' 4-5 ____ APT. 328' 0 0.5 5. i I 3400' (3077') MISSED APPROACH: Climb STRAIGHT AHEAD,intercept inbound OCN V to OCN VOR at 2100'. 0 STRAIGHT.IN LANDING RWY 24 U CIRCLE-TO-LA' I 4 - Runway 24 right pattern-70% - Runway 24 left pattern-20% Straight in approach FIGURE 11-2 EXISTING FLIGHT PATTERNS - !--------- I I f------d 0 i N SOURCE: Palornar Airport , I, VORTAC approach - WILSEY & HAM COMPREHENSIVE LAND USE PLAN - PALOMAR AIRPORT 1