JLUS Background Report sj_br_report_sm - Page 86

Clear Zones ( CZs ) and Accident Potential Zones ( APZs ) I and II . The Air Force has identified APZs and CZs at each end of the runways based on historical data for aircraft mishaps .
The purpose of safety zones is to provide for the general safety of the public as it relates to the land uses under these zones . The DOD uses one class of runways ( Class B ) for the purpose of defining CZs and APZs . A Class A runway is intended primarily for small light aircraft whereas a Class B runway can accommodate heavy aircraft and / or have the potential for development to heavy aircraft use . The following is a description of the Seymour Johnson AFB aircraft safety zones .
The 2011 Seymour Johnson AFB AICUZ Study establishes aircraft safety zones for Seymour Johnson AFB runways ( Class B ) based on historical data of aircraft collisions , geography , and runway information . The following is a brief description of these safety zones . The safety zones are illustrated on Figure 3‐13 .
The CZ begins at the end of each runway measuring 3,000 feet wide extending outward in a fan‐shape to a length of 3,000 feet from the end of each runway . The CZ is the area where an accident involving an aircraft operation is most likely to occur ; therefore , development is completely restricted in this area .
The Accident Potential Zone I ( APZ I ) is a rectangular area begins at the end of each CZ and extends to a length of 5,000 feet by 3,000 feet wide . This area typically experiences fewer accidents than the CZ but still has a measurable potential for aircraft accidents relate to the CZ . An APZ I is established under flight tracks that experience 5,000 or more annual operations ( departures or approaches ).
The Accident Potential Zone II ( APZ II ) is a rectangle that begins at the end of each APZ I at both ends of the runway extending to a length of 7,000 feet by 3,000 feet wide . Accident Potential Zone II is where development is the least restricted due to the reduced risk of accidents si runway .
The APZ ’ s extend from the end of the runway bu arrival and departure flight tracks used by the ai than one predominant flight track to or from the the direction of each flight track . Outside the CZ aircraft accidents is not significant enough to wa land‐use planning . In addition to the CZ , there is the primary surface ) that extends outward for 50 the length of , the runway .
Statistically , approximately 23 percent of acciden CZ area , 10 percent within APZ I , and only 5 perc
The 2011 AICUZ update identified approximately installation within the CZ , 689 acres outside the 964 acres outside the installation within APZ II . extends to the southeast and encompasses part Goldsboro Waste Water Treatment Plant and su City of Goldsboro . Both APZ I and II extend off‐in located to the northeast and southwest in the C County .
Aircraft Noise Contours The AICUZ study provides recommendations for associated with noise generated by aircraft that baseline is based on noise modeling conducted b year and then averaged for day and night noise l noise levels for decibels ( dB ) of 60 and higher be uses aircraft information such as approach and d pre‐flight and maintenance operations ( run ups ) associated with each aircraft .
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Clear Zones (CZs) and Accident Potential Zones (APZs) I and II.  The Air Force  has identified APZs and CZs at each end of the runways based on historical  data for aircraft mishaps.   restricted due to the reduced risk of accidents since it is further from the  runway.  The APZ’s extend from the end of the runway but apply to the predominant  arrival and departure flight tracks used by the aircraft.  If an airfield has more  than one predominant flight track to or from the runway, APZs can extend in  the direction of each flight track.  Outside the CZ, APZ I, and APZ II, the risk of  aircraft accidents is not significant enough to warrant special consideration in  land‐use planning.  In addition to the CZ, there is a lateral Clear Zone (called  the primary surface) that extends outward for 500 feet on each side, and for  the length of, the runway.  The purpose of safety zones is to provide for the general safety of the public  as it relates to the land uses under these zones.  The DOD uses one class of  runways (Class B) for the purpose of defining CZs and APZs.  A Class A runway  is intended primarily for small light aircraft whereas a Class B runway can  accommodate heavy aircraft and/or have the potential for development to  heavy aircraft use.  The following is a description of the Seymour Johnson  AFB aircraft safety zones.  Statistically, approximately 23 percent of accidents have occurred within the  CZ area, 10 percent within APZ I, and only 5 percent in APZ II.    The 2011 Seymour Johnson AFB AICUZ Study establishes aircraft safety zones  for Seymour Johnson AFB runways (Class B) based on historical data of  aircraft collisions, geography, and runway information.  The following is a  brief description of these safety zones. The safety zones are illustrated on  Figure 3‐13.  The 2011 AICUZ update identified approximately 115 acres outside the  installation within the CZ, 689 acres outside the installation within APZ I and  964 acres outside the installation within APZ II.  The acreage within the CZ  extends to the southeast and encompasses part of the holding ponds for the  Goldsboro Waste Water Treatment Plant and surrounding land owned by the  City of Goldsboro. Both APZ I and II extend off‐installation into private land located to the northeast and southwest in the City of Goldsboro and Wayne  County.  The CZ begins at the end of each runway measuring 3,000 feet wide  extending outward in a fan‐shape to a length of 3,000 feet from the end of  each runway.  The CZ is the area where an accident involving an aircraft  operation is most likely to occur; therefore, development is completely  restricted in this area.    Aircraft Noise Contours The AICUZ study provides recommendations for compatible land uses  associated with noise generated by aircraft that use the airfield.  The noise  baseline is based on noise modeling conducted by the DOD for a period of a  year and then averaged for day and night noise levels.  The DOD requires that  noise levels for decibels (dB) of 60 and higher be plotted.  The noise modeling  uses aircraft information such as approach and departure operations and  pre‐flight and maintenance operations (run ups) to develop noise contours  associated with each aircraft.     The Accident Potential Zone I (APZ I) is a rectangular area begins at the end of  each CZ and extends to a length of 5,000 feet by 3,000 feet wide.  This area  typically experiences fewer accidents than the CZ but still has a measurable  potential for aircraft accidents relate to the CZ.  An APZ I is established under  flight tracks that experience 5,000 or more annual operations (departures or  approaches).  The Accident Potential Zone II (APZ II) is a rectangle that begins at the end of  each APZ I at both ends of the runway extending to a length of 7,000 feet by  3,000 feet wide.  Accident Potential Zone II is where development is the least  Page 3‐24    Background Report