3

F      R To properly plan for the future of Coolidge facilities will be evaluated in Chapter Four Municipal Airport, it is necessary to trans- to determine the most cost-effective and late forecast aviation demand into the efficient means for implementation. specific types and quantities of facilities that can adequately serve this identified demand. This chapter uses the results of the PLANNING HORIZONS forecasts conducted in Chapter Two, as well as established planning criteria, to The cost-effective, efficient, and orderly determine the airside (i.e., runways, development of an airport should rely more taxiways, navigational aids, marking and upon actual demand at an airport than on a lighting) and landside (i.e., terminal build- time-based forecast figure. In order to ing, hangars, aircraft parking apron, and develop a Master Plan that is demand-based automobile parking) facility requirements. rather than time-based, a series of planning horizon milestones have been established The objective of this effort is to identify, in for Coolidge Municipal Airport that take general terms, the adequacy of the existing into consideration the reasonable range of airport facilities, outline what new facilities aviation demand projections prepared in the may be needed, and when these may be previous chapter. needed to accommodate forecast demands. Having established these facility require- ments, alternatives for providing these

3-1 It is important to consider that the ac- airport to develop facilities according tual activity at the airport may be to need generated by actual demand higher or lower than projected activity levels. The demand-based schedule levels. By planning according to activ- provides flexibility in development, as ity milestones, the resulting plan can development schedules can be slowed accommodate unexpected shifts, or or expedited according to actual de- changes, in the area’s aviation de- mand at any given time during the mand. It is important that the plan planning period. The resulting plan accommodate these changes so that provides airport officials with a finan- airport staff can respond to unex- cially responsible and need-based pro- pected changes in a timely fashion. gram. Table 3A presents the plan- These milestones provide flexibility, ning horizon milestones for each air- while potentially extending this plan’s craft activity category. The planning useful life if aviation trends slow over milestones of short, intermediate, and time. long term generally correlate to the five, ten, and 20-year periods used in The most important reason for utiliz- the previous chapter. ing milestones is that they allow the

TABLE 3A Planning Horizon Activity Levels Coolidge Municipal Airport

2009 Short Term Intermediate Term Long Term Itinerant Operations 6,200 7,500 8,900 12,500 Military 100 100 100 100 Total Itinerant 6,300 7,600 9,000 12,600 Local Operations General Aviation 14,500 16,800 19,900 25,300 Total Local 14,500 16,800 19,900 25,300 TOTAL OPERATIONS 20,800 24,400 28,900 37,900 TOTAL BASED AIRCRAFT 38 50 65 90

AIRFIELD fine the design parameters for the air- PLANNING CRITERIA port. The critical design aircraft is de- fined as the most demanding category The selection of appropriate Federal of aircraft, or family of aircraft, which Aviation Administration (FAA) design conducts at least 500 operations per standards for the development and lo- year at the airport. Planning for fu- cation of airport facilities is based ture aircraft use is of particular im- primarily upon the characteristics of portance since design standards are the aircraft which are currently using used to plan many airside and land- or are expected to use the airport. The side components. These future stan- critical design aircraft is used to de- dards must be considered now to en-

3-2 sure that short term development does Design, an aircraft’s approach catego- not preclude the long range potential ry is based upon 1.3 times its stall needs of the airport. speed in landing configuration at that aircraft’s maximum certificated The FAA has established a coding sys- weight. The five approach categories tem to relate airport design criteria to used in airport planning are as fol- the operational and physical characte- lows: ristics of aircraft expected to use the airport. This airport reference code Category A: Speed less than 91 knots. (ARC) has two components. The first Category B: Speed 91 knots or more, component, depicted by a letter, is the but less than 121 knots. aircraft approach category and relates Category C: Speed 121 knots or more, to aircraft approach speed (operational but less than 141 knots. characteristic); the second component, Category D: Speed 141 knots or more, depicted by a Roman numeral, is the but less than 166 knots. airplane design group and relates to Category E: Speed greater than 166 aircraft wingspan and tail height knots. (physical characteristics). Generally, aircraft approach speed applies to The airplane design group (ADG) is runways and runway-related facilities, based upon either the aircraft’s while aircraft wingspan and tail wingspan or tail height, whichever is height primarily relates to separation greater. For example, an aircraft may criteria involving taxiways, taxilanes, fall in ADG II for wingspan at 70 feet, and landside facilities. Exhibit 3A but ADG III for tail height at 33 feet. summarizes representative aircraft by This aircraft would be classified under ARC. ADG III. Table 3B describes the six ADGs used in airport planning. According to FAA Advisory Circular (AC) 150/5300-13, Change 14, Airport

TABLE 3B Airplane Design Groups Airplane Design Group Tail Height (feet) Wingspan (feet) I Less than 20 Less than 49 II Greater than 20, but less than30 Greater than 49 but less than 79 III Greater than 30 but less than 45 Greater than 79 but less than 118 IV Greater than 45 but less than 60 Greater than 118 but less than 171 V Greater than 60 but less than 66 Greater than 171 but less than 214 VI Greater than 66 but less than 80 Greater than 214 but less than 262 Source: FAA AC 150/5300-13, Change 14, Airport Design

The FAA recommends designing air- aircraft currently operating at the air- port functional elements to meet the port are small single engine aircraft requirements for the most demanding weighing less than 12,500 pounds. ARC for that airport. The majority of The airport also has recorded a num- 3-3 ber of and jet aircraft opera- utilized by helicopters, they are not tions to include the King Air 100 and included in this determination as they Citation family. In addition, are not assigned an ARC. larger aircraft to include the Lockheed C-130 utilize the airport on a regular There are currently 38 based aircraft basis in association with aviation ac- at Coolidge Municipal Airport. The tivities conducted by International Air majority of these are single engine pis- Response, a specialty business opera- ton-powered aircraft which fall within tor located at Coolidge Municipal Air- approach category A and ADG I. port. There are eight turboprop aircraft which are also based at the airport. In order to determine airfield design They include a Cessna 210, King Air requirements, the critical aircraft and 100, TBM 700, and five Lockheed C- critical ARC should first be deter- 130s. These aircraft range from ARC mined, and then appropriate airport A-I through C-IV. In addition, four design criteria can be applied. This jets are based at the airport to include process begins with a review of air- a Cessna 525, L-29, A-37, and Mig 17. craft currently using the airport and These aircraft belong in ARCs B-II, B- those expected to use the airport I, B-I, and C-I, respectively. Before through the long term planning pe- making a final determination of the riod. critical aircraft family, an examination of the transient turboprop and jet air- craft using the airport should also be CRITICAL AIRCRAFT considered.

As previously discussed, the critical A wide range of transient turboprop design aircraft is defined as the most and jet aircraft operate at the airport. demanding category or family of air- In order to discern the number and craft which conducts at least 500 an- type of turboprop and jet operations at nual operations at the airport. In Coolidge Municipal Airport, an analy- some cases, more than one specific sis of instrument flight plan data was make and model of aircraft comprises conducted. Flight plan data was ac- the airport’s critical design aircraft. quired for this study from the sub- For example, one category of aircraft scription service, Airport IQ. The data may be the most critical in terms of available includes documentation of approach speed, while another is most flight plans that are opened or closed critical in terms of wingspan. Smaller on the ground at the airport. Flight general aviation piston-powered air- plans that are opened or closed from craft within approach categories A and the air are not credited to the airport. B and ADG I conduct the majority of Therefore, it is likely that there are operations at Coolidge Municipal Air- more turboprop and jet operations at port. and jets with longer the airport that are not captured by wingspans and higher approach this methodology. Additionally, some speeds also utilize the airport, but less turboprops and jets may conduct oper- frequently. While the airport is also ations within the traffic pattern at the

3-4 A-I • Beech Baron 55 C-I, D-I • Beech Bonanza • • Beech 400 06MP12-3A-8/19/09 • • Lear 25, 31, 35, 45, • 55, 60 • Eclipse 500 • Israeli Westwind • Piper Archer • HS 125-400, 700 • Piper Seneca

less than B-I 12,500 lbs. • Beech Baron 58 C-II, D-II • Cessna Citation III, VI, VIII, X • Beech King Air 100 • Gulfstream II, III, IV • • Canadair 600 • • ERJ-135, 140, 145 • Piper Navajo • CRJ-200, 700, 900 • Piper Cheyenne • Embraer Regional Jet • Swearingen Metroliner • Lockheed JetStar •

less than B-II 12,500 lbs. C-III, D-III • ERJ-170, 190 • Boeing • B 727-200 • Super King Air 200 • B 737-300 Series • Cessna 441 • MD-80, DC-9 • DHC Twin Otter • Fokker 70, 100 • A319, A320 • • Global Express over B-I, B-II 12,500 lbs. • Super King Air 350 C-IV, D-IV • B-757 • Beech 1900 • B-767 • Jetstream 31 • C-130 • Falcon 10, 20, 50 • DC-8-70 • Falcon 200, 900 • DC-10 • Citation II, III, IV, V • MD-11 • Saab 340 • L1011 • Embraer 120 A-III, B-III D-V • DHC Dash 7 • DHC Dash 8 • DC-3 • B-747 Series • Convair 580 • B-777 • Fairchild F-27 • ATR 72 • ATP

Note: Aircraft pictured is identified in bold type.

Exhibit 3A AIRPORT REFERENCE CODES airport. These local operations are al- opened or closed a flight plan while on so not captured on instrument flight the ground at the airport. plans. From these records, approx- imately 50 combined operations by turboprop and jet aircraft in ARCs B-I Critical Aircraft and B-II were conducted at Coolidge Design Conclusion Municipal Airport during a one-year timeframe from August 2008 to Au- Coolidge Municipal Airport is current- gust 2009. The ARC B-I classification ly utilized by all types of general avia- included the King Air 100 and Eclipse tion aircraft ranging from small single 500. The lone ARC B-II aircraft that engine piston-powered aircraft up to was reported at the airport was a large turboprop and business jet air- Cessna Citation 525. craft. The largest based aircraft in terms of ARC will often account for Another segment of corporate aviation the design standard to be applied to users operate under Federal Aviation the airport. The largest aircraft cur- Regulation (F.A.R.) Part 135 (air taxi) rently based at Coolidge Municipal rules for hire and through fractional- Airport is the Lockheed C-130, which ownership programs. Air taxi opera- is categorized as an ARC C-IV aircraft. tors are governed by the FAA rules As previously discussed, there are five which are more stringent than those C-130s currently based at the airport, required for private aircraft owners. all of which are associated with Inter- For example, aircraft operating under national Air Response. According to Part 135 rules must increase their cal- company management, there is an av- culated landing length requirements erage of ten C-130 operations con- by 20 percent for safety factors. Frac- ducted at the airport on a weekly ba- tional-ownership operators are actual sis. As a result, annual operations by aircraft owners who acquire a portion C-130 aircraft would exceed the 500 of an aircraft with the ability to use annual operations threshold as deter- any aircraft in the program’s fleet. mined by the FAA to define the critical These programs have become quite aircraft. popular over the last several years, especially since 9/11. Some of the The analysis also examined the itine- most notable fractional ownership rant aircraft operating at the airport. programs include NetJets, Bombard- At non-towered airports, determining ier Flexjet, Citation Shares, and Flight a reasonable operational count by air- Options. During the one-year time- craft type can be difficult. Data pro- frame from August 2008 to August vided by Airport IQ gives a good re- 2009, Airport IQ recorded no air taxi presentation of the types of aircraft operations at Coolidge Municipal Air- utilizing the airport. As previously port. As previously discussed, it is discussed, this database recorded sev- possible that these types of operations eral transient operations by turboprop did occur at the airport during this and jet aircraft in ARC B-I and B-II; time and were not recorded due to the however, not to the magnitude of 500 fact that an aircraft may not have operations during the one-year time-

3-5 frame. In addition, none of the air- In addition, it is expected that Inter- craft recorded were as demanding as national Air Response will continue to the C-130 aircraft that are currently conduct business at the airport that based at the airport. Given these con- will involve the Lockheed C-130 tur- siderations, the current critical air- boprop aircraft. According to the com- craft at Coolidge Municipal Airport is pany, future aircraft including the the Lockheed C-130 that falls into Douglas DC-8, an ARC C-IV design ARC C-IV design criteria. aircraft, could also utilize the airport in the event that additional runway The aviation demand forecasts indi- length was provided. Considering the cate the potential for continued based aircraft fleet mix forecast as growth in business jet and turboprop well as the future transient aircraft aircraft activity at the airport. This mix, ultimate planning should contin- includes the addition of four based ue to conform to ARC C-IV design turboprops and four based jets standards. through the long term planning pe- riod. Itinerant business jet and turbo- While the airport in general should be prop activity can also be expected to positioned to meet ARC C-IV stan- increase at the airport due to the types dards, each runway should be indivi- of specialty aviation business opera- dually considered based on function. tors based on the field and the poten- Primary Runway 5-23 is the airport’s tial for increased support of aviation longest runway and is served by two use in the airport’s service area to in- non-precision instrument approaches. clude the City of Coolidge and Town of As such, Runway 5-23 should be Florence. planned to conform to all applicable ARC C-IV design standards. Runway Coolidge Municipal Airport is capable 17-35 serves to accommodate small of serving the full breadth of piston- aircraft, especially when crosswinds powered and turboprop general avia- prohibit the use of Runway 5-23. It tion aircraft. The airport is also capa- can also provide a vital role of serving ble of serving a large percentage of all aircraft operations when the pri- business jet aircraft in the fleet today. mary runway is closed for mainten- Future business jet and turboprop air- ance or emergencies. As such, cross- craft which could base and/or operate wind Runway 17-35 should be de- at the airport will likely mirror cur- signed to conform to full ARC B-II de- rent conditions, however, in higher vo- sign standards. lumes. Furthermore, higher levels of aircraft operations by larger and more The airfield facility requirements out- sophisticated aircraft such as the lined in this chapter correspond to the Cessna 650 and 750 (Citation X), design standards described in FAA’s Challenger 600, and Gulfstream fami- AC 150/5300-13, Change 14, Airport ly could utilize the airport on a more Design. The following airfield facili- frequent basis in the future. These ties are outlined to describe the scope aircraft are included in approach cate- of facilities that would be necessary to gories C and D. accommodate the airport’s role throughout the planning period. 3-6 AIRFIELD CAPACITY area, Runway 5-23 is more favora- bly oriented for predominant winds. Airfield capacity is measured in a va- Runway 5-23 is also served by pub- riety of different ways. The hourly lished instrument approach proce- capacity of a runway measures the dures. Crosswind Runway 17-35 is maximum number of aircraft opera- primarily utilized by small aircraft tions that can take place in an hour. during times when high crosswind The annual service volume (ASV) components dictate. is an annual level of service that may be used to define airfield capacity  Exit Taxiways – Exit taxiways needs. Aircraft delay is the total de- have a significant impact on airfield lay incurred by aircraft using the air- capacity since the number and loca- field during a given timeframe. FAA tion of exits directly determines the Advisory Circular 150/5060-5, Airport occupancy time of an aircraft on the Capacity and Delay, provides a me- runway. Based upon mix, only tax- thodology for examining the opera- iways between 2,000 feet and 4,000 tional capacity of an airfield for plan- feet from the landing threshold ning purposes. This analysis takes count in the exit rating. Runways into account specific factors about the 5-23 and 17-35 are credited for one airfield. exit in each direction under this analysis.  Runway Configuration – The ex- isting airfield configuration consists  Weather Conditions – The airport of a crosswind runway system with operates under visual meteorologi- taxiways serving both runways. cal conditions (VMC) a large majori- Primary Runway 5-23 is 5,562 feet ty of the time. For purposes of this long by 150 feet wide, while cross- study, it was determined that VMC wind Runway 17-35 is 3,871 feet conditions prevailed approximately long by 75 feet wide. 99 percent of the time. As a result, instrument meteorological condi-  Runway Use – Runway use in ca- tions (IMC) and poor visibility con- pacity conditions will be controlled ditions (PVC) combined occur one by wind and/or airspace conditions. percent of the time. For Coolidge Municipal Airport, the direction of take-offs and landings  Aircraft Mix – Aircraft mix for the are generally determined by the capacity analysis is defined in speed and direction of the wind. It terms of four aircraft classes. is generally safest for aircraft to Classes A and B consist of small take-off and land into the wind, and medium-sized propeller and avoiding a crosswind (wind that is some jet aircraft, all weighing blowing perpendicular to the travel 12,500 pounds or less. These air- of the aircraft) or tailwind compo- craft are associated primarily with nents during these operations. general aviation activity, but do in- Based upon information received clude some air taxi, air cargo, and from wind data obtained for the commuter aircraft. Class C consists

3-7 of aircraft weighing between 12,500 CAPACITY ANALYSIS pounds and 300,000 pounds. These CONCLUSIONS aircraft include most business jets and some turboprop aircraft. Class Given the factors outlined above, the D aircraft consists of large aircraft airfield ASV will range between weighing more than 300,000 150,000 and 200,000 annual opera- pounds. The airport does not expe- tions. The ASV does not indicate a rience operations by Class D air- point of absolute gridlock for the air- craft; however, Class C operations field; however, it does represent the are estimated to be about five per- point at which operational delay for cent of total annual operations. The each aircraft operation will increase remainder is operations by Class A exponentially. The current operation and B aircraft. level estimated for the airport represents 12 percent of the airfield’s  Percent Arrivals – Percent arriv- ASV, if the ASV is considered at the als generally follow the typical low end of the typical range of 150,000 50/50 percent split. annual operations. By the end of the planning period, total annual opera-  Touch-and-Go Activity – Current tions are expected to represent only 23 local operations account for approx- percent of the airfield’s ASV. imately 70 percent of total annual operations. This figure will likely FAA Order 5090.3B, Field Formula- decrease through the planning pe- tion of the National Plan of Integrated riod due to a projected increase in Airport Systems (NPIAS), indicates itinerant operations. Local activity that improvements for airfield capaci- is projected to decrease as a percen- ty purposes should begin to be consi- tage of total airport operations to 65 dered once operations reach 60 to 75 percent by the long term planning percent of the annual service volume. period. This is an approximate level to begin the detailed planning of capacity im-  Peak Period Operations – For provements. At the 80 percent level, the airfield capacity analysis, aver- the planned improvements should be age daily operations and average made. Based on current and projected peak hour operations during the operations developed for this study, peak month, as calculated in the improvements specifically designed to previous section, are utilized. Typi- enhance capacity should not be cal operations activity is important needed. in the calculation of an airport’s annual service volume as “peak de- mand” levels occur sporadically. AIRSIDE REQUIREMENTS The peak periods used in the capac- ity analysis are representative of Airside requirements include the need normal operational activity and can for those facilities related to the arriv- be exceeded at various times al and departure of aircraft. The ade- throughout the year. quacy of existing airside facilities at

3-8 Coolidge Municipal Airport has been FAA Advisory Circular 150/5300-13, analyzed from a number of perspec- Change 14, Airport Design, recom- tives, including: mends that a crosswind runway should be made available when the  Runways primary runway orientation provides  Safety Area Design Standards for less than 95 percent wind coverage  Taxiways for specific crosswind conditions. The  Airfield Lighting, Marking, 95 percent wind coverage is computed and Signage on the basis of the crosswind compo-  Navigational Aids and Instrument nent not exceeding 10.5 knots (12 Approach Procedures mph) for ARC A-I and B-I; 13 knots  Weather Reporting Aids (15 mph) for ARC A-II and B-II; 16  Air Traffic Control knots (18 mph) for ARC C-I through D-II; and 20 knots for ARC A-IV through D-VI. RUNWAYS Wind data necessary for this analysis Runway conditions such as orienta- specific to Coolidge Municipal Airport tion, length, pavement strength, and was not available. Therefore, data width at Coolidge Municipal Airport was obtained from an Arizona Meteo- were analyzed. From this informa- rological Network (AZMET) site lo- tion, requirements for runway im- cated approximately ten miles north- provements were determined for the west of the airport, within the City of airport. Coolidge. This data is graphically de- picted on the wind rose on Exhibit 3B. Runway Orientation As depicted on the exhibit, primary The airport is served by primary Runway 5-23 provides 98.65 percent Runway 5-23, orientated in a north- wind coverage for 10.5 knot cross- east/southwest manner, while cross- winds, 99.38 percent at 13 knots, wind Runway 17-35 is orientated in a 99.86 percent at 16 knots, and 99.97 north/south manner. For the opera- percent at 20 knots. Crosswind Run- tional safety and efficiency of an air- way 17-35 provides 96.36 percent wind port, it is desirable for the primary coverage at 10.5 knots, 97.96 percent runway to be orientated as close as at 13 knots, 99.42 percent at 16 knots, possible to the direction of the prevail- and 99.87 percent at 20 knots. ing wind. This reduces the impact of wind components perpendicular to the The combined runway system provides direction of travel of an aircraft that is 99.50 percent wind coverage for 10.5- landing or taking off (defined as a knot crosswinds, 99.88 percent wind crosswind). coverage at 13 knots, 99.98 percent coverage at 16 knots, and 100.00 per-

3-9 cent coverage at 20 knots. As evi- The first step in evaluating runway denced on the exhibit, the combination length requirements is to determine of Runways 5-23 and 17-35 provide general runway length requirements greater than 95 percent wind coverage for the majority of aircraft operating for the current and future critical de- at the airport. The overwhelming ma- sign aircraft. Therefore, no additional jority of operations at Coolidge Munic- runway orientations should be ipal Airport consist of small aircraft planned at the airport. weighing less than 12,500 pounds. According to runway length adjust- ment charts in AC 150/5325-4B, Run- Runway Length way Length Requirements for Airport Design, when adjusting for the eleva- The determination of runway length tion and temperature at Coolidge Mu- requirements for the airport is based nicipal Airport, 100 percent of small on five primary factors: aircraft can operate on a 4,500-foot long runway. At 5,562 feet, Runway  Mean maximum temperature of the 5-23 exceeds this length requirement. hottest month Crosswind Runway 17-35, at a length  Airport elevation of 3,871 feet, falls short of meeting 100  Runway gradient percent of small aircraft; however, it  Critical aircraft type expected to can accommodate 95 percent of small use the airport airplanes. This includes all single en-  Stage length of the longest nonstop gine and a large majority of smaller destination (specific to larger air- multi-engine aircraft in the national craft) fleet. Table 3C outlines the runway length requirements for various classi- The mean maximum daily tempera- fications of aircraft that utilize Coo- ture of the hottest month for Coolidge lidge Municipal Airport. Municipal Airport is 105 degrees Fa- hrenheit (F). The airport elevation is Based upon the forecast of aircraft 1,574 feet above mean sea level (MSL). fleet mix through the long range plan- The runway end elevation difference is ning period, Coolidge Municipal Air- 26 feet for Runway 5-23 and eight feet port should be designed to accommo- for Runway 17-35. Runway 5-23 has a date current aircraft using the airport, longitudinal gradient of 0.5 percent, including the Lockheed C-130, as well while Runway 17-35 has a 0.3 percent as a large majority of business jets for longitudinal gradient, both of which the future. Primary Runway 5-23’s conform to FAA design standards. For length of 5,562 feet satisfies the needs aircraft in approach categories A and of the C-130 aircraft and the majority B, the runway longitudinal gradient of business jet aircraft currently using cannot exceed two percent. For air- the airport. craft in approach categories C and D, the maximum allowable longitudinal runway gradient is 1.5 percent.

3-10

TABLE 3C Runway Length Requirements Coolidge Municipal Airport Airport and Runway Data Airport elevation 1,574 Mean daily maximum temperature of the hottest month 105 degrees F Maximum difference in runway centerline elevation 26 feet Runway Length Recommended for Airport Design Small airplanes with less than 10 passenger seats 95 percent of these small airplanes 3,800 feet 100 percent of these small airplanes 4,500 feet Small airplanes with 10 or more passenger seats 4,800 feet

Large airplanes of 60,000 pounds or less 75 percent of business jets at 60 percent useful load 5,500 feet 75 percent of business jets at 90 percent useful load 8,100 feet 100 percent of business jets at 60 percent useful load 7,000 feet 100 percent of business jets at 90 percent useful load 10,700 feet

Airplanes of more than 60,000 pounds 7,000 feet Source: Chapters Two and Three of AC 150/5325-4B, Runway Length Requirements for Airport De- sign

The majority of business jets fall with- As previously discussed, International in ADG I and II and range between Air Response operates Douglas DC-8 approach categories B through D. Ac- jets in addition to the Lockheed C-130 cording to the analysis presented in aircraft. Company personnel have in- Table 3C, 75 percent of large air- dicated a desire to ultimately operate planes weighing less than 60,000 DC-8 aircraft at Coolidge Municipal pounds with 60 percent useful load re- Airport. In order to accommodate this quire 5,500 feet of runway length. To aircraft, a runway length of approx- accommodate 100 percent of business imately 7,500 feet is needed. jets at 60 percent useful load, the runway should be at least 7,000 feet While a longer runway could be desir- long. Aircraft types that make up this able for some aircraft operators, it is category include the Cessna 650 and not needed for the majority of aircraft 750, Challenger 600, and several mod- operations at Coolidge Municipal Air- els of Lear jets, which fall into ap- port at the current time. Future oper- proach categories C and D. In addi- ations are projected to include a larger tion, aircraft weighing more than share of business jets in approach cat- 60,000 pounds, including the egories C and D. These aircraft are Gulfstream family of aircraft, also typically larger and heavier, requiring would require approximately 7,000 longer runways, especially during hot feet of runway length. days when jet engines are less effi-

3-11 cient. Given these considerations in as long as the instrument approach addition to proposed aircraft opera- minimums are not lower than three- tions related to International Air Re- quarters of a mile. This existing width sponse, analysis in the following chap- of the crosswind runway should be ter will examine the potential for ex- maintained throughout the planning tending Runway 5-23. It should be period. clearly understood, however, that any runway extension will require specific aircraft operational justification prior Runway Strength to FAA funding assistance. The officially published pavement As previously discussed, crosswind strength rating for Runway 5-23 is Runway 17-35 is currently 3,871 feet 80,000 pounds single wheel loading long. This length could limit some air- (SWL), 115,000 pounds dual wheel craft in ARC B-I and B-II on hot days, loading (DWL), and 210,000 pounds however, would likely accommodate dual tandem wheel loading (DTWL). most of these aircraft operations on As previously mentioned, SWL refers typical days. The crosswind runway to the aircraft weight based upon the functions to primarily serve the needs configuration with a sin- of small aircraft, for times when gle wheel on each landing strut. DWL crosswinds prohibit the use of the includes the design of aircraft landing primary runway, and when the prima- gear with additional wheels on each ry runway is closed for maintenance or landing gear strut which distributes emergencies. In this capacity, the ex- more of the aircraft weight on the isting length of Runway 17-35 should runway and taxiway surfaces; thus, be adequate for the planning period the surface itself can support a greater and no extension options will be pur- total aircraft weight. sued as a part of this study. The strength rating of a runway does not preclude aircraft weighing more Runway Width than the published strength rating from using the runway. All federally Primary Runway 5-23 is currently 150 obligated airports must remain open feet wide. FAA design criteria stipu- to the public, and it is typically up to late a runway width of 150 feet to the pilot of the aircraft to determine if meet standards for ADG IV aircraft. a runway can support their aircraft As such, the current width of primary safely. An airport sponsor cannot re- Runway 5-23 should be maintained in strict an aircraft from using the run- the future. way simply because its weight exceeds the published strength rating. On the Crosswind Runway 17-35 is currently other hand, the airport sponsor has an 75 feet wide. FAA design standards obligation to properly maintain the call for a runway width of at least 75 runway and protect the useful life of feet to serve aircraft up to ARC B-II, the runway, typically for 20 years.

3-12 According to the FAA publication, Air- (OFZ), and runway protection zone port/Facility Directory, “Runway (RPZ). The dimensions of these safety strength-rating is not intended as a areas are dependent upon the critical maximum allowable weight or as an aircraft and, thus, the ARC of the operating limitation. Many airport runway. The current critical aircraft pavements are capable of supporting is in ARC C-IV, as previously deter- limited operations with gross weights mined. Ultimate planning should con- in excess of the published figures.” tinue to conform to ARC C-IV design The directory goes on to say that those standards. aircraft exceeding the pavement strength should contact the airport sponsor for permission to operate at Runway Safety Area the airport. The RSA is defined in FAA Advisory The strength rating of a runway can Circular 150/5300-13, Change 14, Air- change over time. Regular usage by port Design, as a “surface surrounding heavier aircraft can decrease the the runway prepared or suitable for strength rating, while periodic runway reducing the risk of damage to air- resurfacing can increase the strength planes in the event of an undershoot, rating. The current strength rating of overshoot, or excursion from the run- Runway 5-23 should be adequate to way.” The RSA is centered on the serve the existing and ultimate mix of runway, dimensioned in accordance to aircraft through the planning period. the approach speed of the critical air- craft using the runway. The FAA re- Crosswind Runway 17-35 functions to quires the RSA to be cleared and primarily serve small aircraft and graded, drained by grading or storm larger aircraft on an infrequent basis. sewers, capable of accommodating the It is currently strength-rated at design aircraft and fire and rescue ve- 17,000 pounds SWL. It is recom- hicles, and free of obstacles not fixed mended that the pavement strength by navigational purpose. be increased to at least 30,000 pounds SWL in the future to better accommo- The FAA has placed a higher signifi- date the full range of small aircraft. cance on maintaining adequate RSAs at all airports due to recent aircraft accidents. Under Order 5200.8, effec- SAFETY AREA tive October 1, 1999, the FAA estab- DESIGN STANDARDS lished a Runway Safety Area Program. The Order states, “The objective of the The FAA has established several safe- Runway Safety Area Program is that ty surfaces to protect aircraft opera- all RSAs at federally-obligated air- tional areas and keep them free from ports … shall conform to the stan- obstructions that could affect the safe dards contained in Advisory Circular operation of aircraft. These include 150/5300-13, Airport Design, to the ex- the runway safety area (RSA), object tent practicable.” Each Regional Air- free area (OFA), obstacle free zone ports Division of the FAA is obligated

3-13 to collect and maintain data on the wide extending 300 feet beyond the RSA for each runway at the airport, runway ends. This criterion meets and perform airport inspections. As ARC B-II design standards. previously mentioned, the current and ultimate critical aircraft for Runway Exhibit 3C depicts the OFA require- 5-23 is ARC C-IV. For crosswind ments for each runway at Coolidge Runway 17-35, existing and ultimate Municipal Airport. Runway 17-35 design standards should conform to does not appear to have any obstruc- ARC B-II. tions within the existing and ultimate OFA. The majority of the OFA on ARC C-IV standards for runways re- Runway 5-23 conforms to ARC C-IV quire RSAs to be 500 feet wide, ex- standards; however, it appears that tending 1,000 feet beyond the runway the southwestern-most portion of the end. For ARC B-II runways with not OFA is obstructed, as it extends lower than three-quarters of a mile beyond airport property into areas visibility minimums, as is the case controlled by the Central Arizona with Runway 17-35, the RSA is 150 Project Canal. feet wide, extending 300 feet beyond each runway end. As depicted on Ex- It should be noted that the aerial pho- hibit 3C, no objects appear to obstruct tography provides a good base for the existing and ultimate RSA for both comparison; however, more detailed runways. Analysis in the next chapter topographic information will be used will further examine the RSAs asso- in the following chapter to determine ciated with each runway. if the OFA is truly obstructed.

Object Free Area Obstacle Free Zone

The runway OFA is “a two- The OFZ is an imaginary surface dimensional ground area, surrounding which precludes object penetrations, runways, taxiways, and taxilanes, including taxiing and parked aircraft. which is clear of objects except for ob- The only allowance for OFZ obstruc- jects whose location is fixed by func- tions is navigational aids mounted on tion (i.e., airfield lighting).” The OFA frangible bases which are fixed in is centered on the runway, extending their location by function, such as air- out in accordance to the critical air- field signs. The OFZ is established to craft design category utilizing the ensure the safety of aircraft opera- runway. tions. If the OFZ is obstructed, the airport’s approaches could be removed FAA standards for ARC C-IV OFAs or approach minimums could be in- regarding runways call for the OFA to creased. be 800 feet wide and extend 1,000 feet beyond each runway end, matching The FAA’s criterion for runways uti- the length of the RSA, only wider. For lized by small airplanes (those weigh- Runway 17-35, the OFA is 500 feet ing less than 12,500 pounds) with ap-

3-14 0 1000 2000

06MP12-3C-8/27/09 SCALE IN FEET

Leased Coolidge Airport Rd. Merged Aerial Dates: Airport - August 2009 from B.L.M. Surrounding Area - 2007

NORTH

LEGEND Airport Property Line Obstacle Free Zone (OFZ) Runway Safety Area (RSA)

Central Arizona Project Canal Runway 5-23 (5,562’ x 150’) Object Free Area (OFA) OFA De ciency Runway Protection Zone (RPZ) RPZ-Uncontrolled Safety Areas

Runway 17-35 (3,871’ x 75’) 17-35 (3,871’ Runway

Closed Runway

Leased from State

Exhibit 3C EXISTING AND ULTIMATE SAFETY AREAS proach speeds greater than 50 knots outer width of 700 feet. Exhibit 3C requires a clear OFZ to extend 200 depicts the RPZs for both runways. feet beyond the runway ends, by 250 feet wide (125 feet on either side of the The majority of the existing RPZs for runway centerline). The OFZ width Runway 5-23 are fully contained on increases to 400 feet (200 feet on ei- existing airport property. A portion of ther side of the runway centerline) for the northeast RPZ associated with runways serving aircraft over 12,500 Runway 23 extends beyond airport pounds. Currently, both runways property over areas of vacant land, meet the 400-foot width to accommo- while a larger portion of the Runway 5 date aircraft weighing more than RPZ extends southwest outside airport 12,500 pounds. property and over the Central Arizona Project Canal. If a lower than one

mile visibility approach was imple-

mented on either end of Runway 5-23 Runway Protection Zone in the future, the corresponding RPZ would widen and encompass addition- The RPZ is a trapezoidal area cen- al area outside existing airport proper- tered on the runway, typically begin- ty. The existing RPZs for both ends of ning 200 feet beyond the runway end. Runway 17-35 are contained within The RPZ has been established by the current airport bounds, except for a FAA to provide an area clear of ob- small portion of the Runway 17 RPZ structions and incompatible land uses that extends over an area of vacant in order to enhance the protection of land that is currently leased by the approaching aircraft, as well as people airport. and property on the ground. The di- mensions of the RPZ vary according to Whenever possible, the airport should the visibility requirements serving the maintain positive control over the RPZ runway and the type of aircraft oper- through fee simple acquisition; howev- ating on the runway. er, avigation easements (acquiring control of designated airspace rights The lowest existing visibility mini- within the RPZ) can be pursued if fee mums for Coolidge Municipal Airport simple acquisition is not feasible. Ac- are one mile on Runway 5-23. The cording to records, there are no aviga- corresponding RPZ dimension calls for tion easements controlling areas of the a 500-foot inner width, extending out- existing RPZs that extend outside air- port property. Table 3D presents ex- ward 1,700 feet to a 1,010-foot outer isting and ultimate RPZ dimension width on each runway end. For Run- data as well as other airfield require- way 17-35, the existing and ultimate ments discussed in the previous sec- RPZs have an inner width of 500 feet, tions. overall length of 1,000 feet, and an

3-15 TABLE 3D Airfield Design Standards Coolidge Municipal Airport Existing/Ultimate Existing/Ultimate Runway 5-23 Runway 17-35 Airport Reference Code (ARC) C-IV B-II Approach Visibility Minimums One mile Visual / One mile Runway Length (feet) 5,562 3,871 Runway Width (feet) 150 75 Runway Safety Area Width (feet) 500 150 Length Beyond Runway End (feet) 1,000 300 Object Free Area Width (feet) 800 500 Length Beyond Runway End (feet) 1,000 300 Obstacle Free Zone Width (feet) 400 400 Length Beyond Runway End (feet) 200 200 Runway Protection Zone Both Ends Both Ends Inner Width (feet) 500 500 Outer Width (feet) 1,010 700 Length (feet) 1,700 1,000 Runway Centerline to: Holding Positions (feet) 250 125 / 200 Parallel Taxiway Centerline (feet) 400 240 Taxiways Width (feet) 40-50 / 75 40-50 Object Free Area Width (feet) 259 131 Centerline to Fixed or Moveable Object (feet) 129.5 65.5 Source: FAA AC 150/5300-13, Change 14, Airport Design

TAXIWAYS taxiway and entrance/exit taxiways serving Runway 17-35, in addition to Taxiways are constructed primarily to entrance/exit taxiways serving Run- facilitate aircraft movements to and way 5-23. All existing taxiways range from the runway system. Some tax- in width from 40 to 50 feet. iways are necessary simply to provide access between the aprons and run- Consideration should be given to the ways, whereas other taxiways become addition of taxiways, as needed, to im- necessary as activity increases at an prove airfield circulation, efficiency, airport to provide safe and efficient and safety. If Runway 5-23 were to be use of the airfield. extended, additional taxiway pave- ment should be constructed and As detailed in Chapter One, the tax- another exit taxiway added. In addi- iway system at Coolidge Municipal tion, further analysis will be given to Airport consists of a partial-parallel extending the partial parallel taxiway

3-16 serving Runway 17-35 farther south in situated 525 feet east of the runway order to prevent aircraft from having centerline and the aircraft parking to “back-taxi” on the crosswind run- apron is located farther east. As with way in order to take-off on Runway 35. Runway 5-23, these taxiway clear- ances meet the appropriate FAA stan- Taxiway width is determined by the dards for Runway 17-35. ADG of the most demanding aircraft to use the taxiway. As mentioned pre- viously, the current critical aircraft for AIRFIELD LIGHTING, the airport falls within ADG IV. FAA MARKING, AND SIGNAGE criteria call for a width of 75 feet for taxiways serving aircraft within ADG There are a number of lighting and IV. As previously discussed, all tax- pavement marking aids serving pilots iways on the airfield currently range using the airport. These aids assist between 40 and 50 feet in width. Fur- pilots in locating the airport and run- ther study in the next chapter will way at night or in poor visibility con- analyze the possibilities of additional ditions. They also assist in the ground taxiways as well as those taxiways movement of aircraft. that would need to conform to ADG IV standards. Airport Identification Lighting FAA AC 150/5300-13, Change 14, Air- port Design, also discusses separation The location of the airport at night is distances between aircraft and various universally indicated by a rotating areas on the airport. The separation beacon. For civil airports, a rotating distances are a function of the ap- beacon projects two beams of light, one proaches approved for the airport and white and one green, 180 degrees the runway’s designated ARC. Under apart. The existing beacon is suffi- current and ultimate conditions for cient and should be maintained Runway 5-23 (ARC C-IV and ap- through the planning period. proaches not lower than one mile), pa- rallel taxiways would need to be at least 400 feet from the Runway 5-23 Runway and Taxiway Lighting centerline. Aircraft parking areas are required to be at least 500 feet from Runway identification lighting pro- the runway centerline. Taxiway 5 (as vides the pilot with a rapid and posi- identified in Chapter One) is located tive identification of the runway and 500 feet southeast of the runway cen- its alignment. Primary Runway 5-23 terline. The aircraft parking apron is is equipped with medium intensity located even farther southeast. These runway lighting (MIRL). The MIRL distances meet the appropriate FAA system will be adequate to serve the standards. runway and should be maintained through the planning period. Cross- Crosswind Runway 17-35 is served by wind Runway 17-35 is currently not partial parallel Taxiway 1 (as identi- equipped with runway lighting. Plan- fied in Chapter One). This taxiway is 3-17 ning will consider providing MIRL on fication of the runway end at night this runway. and during poor visibility conditions. REILs provide pilots with the ability Medium intensity taxiway lighting to identify the runway ends and dis- (MITL) is provided on Taxiways 3 and tinguish the runway end lighting from 5 (as identified in Chapter One). Dur- other lighting on the airport and in ing the course of the planning period, the approach areas. The FAA indi- MITL should be applied to all tax- cates that REILs should be considered iways. This system is vital for safe for all lighted runway ends not and efficient ground movements of planned for a more sophisticated ap- aircraft during nighttime and/or poor proach lighting system. REILs should weather conditions. also be planned for each end of Run- way 5-23 in the short term planning period. In the event that MIRL is in- Visual Approach Lighting stalled on Runway 17-35, REILs should also be planned for this run- In most instances, the landing phase way. of any flight must be conducted in vis- ual conditions. To provide pilots with visual guidance information during Pilot-Controlled Lighting landings to the runway, electronic vis- ual approach aids are commonly pro- Coolidge Municipal Airport is vided at airports. Currently, Runway equipped with pilot-controlled lighting 5-23 is served by a two-box precision (PCL). With PCL, a pilot can control approach path indicator (PAPI-2). In the intensity of airfield lights from the future, consideration should be their aircraft through a series of clicks given to upgrading the two-box sys- with their radio transmitter. PCL also tems on Runway 5-23 to four-box sys- provides for more efficient use of ener- tems. The four-box systems are better gy. This system should be maintained to serve faster aircraft because they through the planning period. are more visible.

Runway 17-35 is currently not served Airfield Signage by any type of visual approach lighting system. Future planning will call for Airfield identification signs assist pi- implementing a PAPI-2 on each run- lots in identifying their location on the way end. airfield and directing them to their de- sired location. Signs located at inter- sections of taxiways provide crucial Runway End information to avoid conflicts between Identification Lighting moving aircraft and potential runway incursions. Directional signage also Runway end identification lights instructs pilots as to the location of (REILs) are flashing lights located at taxiways and apron areas. Currently, each runway end that facilitate identi- signage referring to runway and tax-

3-18 iway designations, holding positions, Pavement Markings routing/directional, and runway exits is not available. Future planning Runway markings are designed ac- should consider implementing these cording to the type of instrument ap- airfield signs to better accommodate proach available on the runway. FAA aircraft movement on the airfield. AC 150/5340-1F, Marking of Paved Areas on Airports, provides guidance Consideration should be given to de- necessary to design airport markings. signating all taxiways in conformance Runway 5-23 is served by non- with FAA AC 150/5340-18D, Stan- precision markings. Runway 17-35 dards for Airport Sign Systems. This currently has basic runway markings. AC specifies that taxiway designations In the future, non-precision markings should start from one side of the air- should be planned for this runway. port and move to the other. Stub tax- iways, such as the connecting tax- The current hold positions associated iways between the runway and para- with primary Runway 5-23 are llel taxiway, should be designated al- marked 250 feet from the runway cen- phanumerically. Under the recom- terline. The current hold position mendations of this AC, the taxiway markings for Runway 5-23 meet the identification for the existing taxiways FAA standard for ARC C-IV aircraft at Coolidge Municipal Airport could be and should be maintained throughout as follows: the planning period. The hold position markings for Runway 17-35 are set at Taxiways 1 and 5 – Taxiway A 125 feet and fall short of the FAA Taxiway 2 – Taxiway A1 standard for ARC B-II which calls for Taxiway 3 – Taxiway A2 200 feet. Future planning will consid- Connecting taxiway (Runway 23 end – er relocating the hold position mark- Taxiway A3 ings associated with the crosswind Taxiway 4 – Taxiway A1 runway.

Distance Remaining Signs Helicopter Parking

Distance remaining signage should be The airport does not have a designated planned for Runway 5-23. These helicopter parking area. Helicopters lighted signs are placed in 1,000-foot utilize the same areas as fixed-wing increments along the runway to notify aircraft. Helicopter and fixed-wing pilots of the length of runway remain- aircraft should be segregated to the ing. extent possible. Facility planning should include establishing a desig- nated transient helicopter hardstand parking area.

3-19 NAVIGATIONAL AIDS AND below three miles and/or cloud ceilings INSTRUMENT APPROACH fall below 1,000 feet above ground lev- PROCEDURES el (AGL) resulting in the need for an instrument approach. Airport and runway navigational aids are based on FAA recommendations, A GPS modernization effort is under- as defined in DOT/FAA Handbook way by the FAA and focuses on aug- 7031.2B, Airway Planning Standard menting the GPS signal to satisfy re- Number One, and FAA AC 150/5300- quirements for accuracy, coverage, 2D, Airport Design Standards, Site availability, and integrity. For civil Requirements for Terminal Navigation aviation use, this includes the contin- Facilities. ued development of the Wide Area Augmentation System (WAAS), which was initially launched in 2003. The Navigational Aids WAAS uses a system of reference sta- tions to correct signals from the GPS Navigational aids are electronic de- satellites for improved navigation and vices that transmit radio frequencies, approach capabilities. Where the non- which properly equipped aircraft and WAAS GPS signal provides for pilots translate into point-to-point enroute navigation and limited in- guidance and position information. strument approach (lateral naviga- The very high frequency omnidirec- tion) capabilities, WAAS provides for tional range (VOR), global positioning approaches with both course and ver- system (GPS), and LORAN-C are tical navigation. This capability was available for pilots to navigate to and historically only provided by an ILS, from Coolidge Municipal Airport. which requires extensive on-airport These systems are sufficient for navi- facilities. After 2015, the WAAS up- gation to and from the airport; there- grades are expected to allow for the fore, no other navigational aids are development of approaches to most needed at the airport. airports with cloud ceilings as low as 200 feet above the ground and visibili- ties restricted to one-half mile. Instrument Approach Procedures Nearly all new instrument approach Instrument approach procedures are a procedures in the United States are series of predetermined maneuvers being developed with GPS. GPS ap- established by the FAA using electron- proaches are currently categorized as ic navigational aids that assist pilots to whether they provide only lateral in locating and landing at an airport (course) guidance or a combination of during low visibility and cloud ceil- lateral and vertical (descent) guid- ings. At Coolidge Municipal Airport, ance. An approach procedure with there are two published straight-in vertical guidance (APV) GPS approach non-precision approaches with one provides both course and descent mile visibility minimums. Only on guidance. A lateral navigation rare occasions does the visibility drop (LNAV) approach only provides course

3-20 guidance. In the future, as WAAS is Two types of automated weather ob- upgraded, precision approaches simi- serving systems are currently dep- lar in capability to an instrument loyed at airports across the country. landing system (ILS) approach will Automated Surface Observation Sys- become available. These approaches tems (ASOS) and Automated Weather are currently categorized as the Global Observation Systems (AWOS) both Navigation Satellite System Landing measure and process surface weather System (GLS). A GLS approach may observations 24 hours per day, with be able to provide for approaches with reporting varying from one minute to one-half mile visibility and 200-foot hourly. These systems provide near cloud ceilings. real-time measurements of atmospher- ic conditions. Both course guidance and descent in- formation is desirable for an instru- ASOS systems are typically commis- ment approach to each end of primary sioned by the National Weather Ser- Runway 5-23 at Coolidge Municipal vice, while AWOS systems are often Airport. The GPS APV approach does commissioned by the FAA. Future not require the installation of costly consideration should be given to the navigation equipment at the airport installation of an AWOS at Coolidge and will provide the airport with ade- Municipal Airport in order to provide quate instrument approach capabili- current weather conditions at the air- ties. In addition, an approach proce- port. dure providing for at least course guidance should be considered serving each end of crosswind Runway 17-35. AIR TRAFFIC CONTROL

As previously mentioned, Coolidge WEATHER REPORTING AIDS Municipal Airport is not served by an ATCT. Forecast operational levels are Coolidge Municipal Airport has a wind not expected to approach the level ne- cone and segmented circle as well as cessary to justify federal funding for three supplemental wind cones. The the construction and/or operation of an wind cones provide information to pi- ATCT. Generally, airports must expe- lots regarding wind conditions, such rience more than 100,000 operations as direction and speed. The seg- to be considered for an ATCT facility. mented circle consists of a system of Most airports do not qualify for a fed- visual indicators designed to provide erally funded ATCT until operations traffic pattern information to pilots. A exceed 150,000. As such, the devel- wind cone and segmented circle are opment of an ATCT will not be consi- required since the airport is not served dered as a part of this study. by an airport traffic control tower (ATCT). These should be maintained throughout the planning period.

3-21 LANDSIDE FACILITIES port. Another important factor is the type of based aircraft. Smaller single- Landside facilities are those necessary engine aircraft usually prefer T- for handling general aviation aircraft hangars, while larger, more expensive and passengers while on the ground. and sophisticated aircraft will prefer This section is devoted to identifying conventional hangars. The weather future landside facility needs during also plays a role in the demand for the planning period for the following hangar facilities. The hot summers types of facilities normally associated that are experienced in the Coolidge with general aviation service areas: area create a high demand for en- closed or shaded parking spaces. Ren-  Aircraft Storage Hangars tal costs will also be a factor in the  Aircraft Parking Apron choice.  General Aviation Services  Support Requirements Coolidge Aviation owns 17 storage hangars that provide a total of 61,200 square feet of aircraft storage space AIRCRAFT and the company leases a single STORAGE HANGARS 12,000 square-foot conventional han- gar. The hangars are currently fully The demand for hangar facilities typi- occupied with anywhere from one to cally depends on the number and type four aircraft being stored in a single of aircraft expected to be based at the unit. Taking into account each air- airport. Hangar facilities are general- craft currently stored in the hangars ly classified as T-hangars and conven- results in 23 aircraft storage positions. tional hangars. T-hangars are typical- A 2,000 square-foot portion of the ly nested single aircraft storage units 12,000 square-foot conventional han- which provide a more economical air- gar is used as office space resulting in craft storage solution for aircraft own- 10,000 square feet of aircraft storage ers. Conventional hangars can in- space. There are three aircraft stored clude standard individual box hangars in the conventional hangar currently. or multi-aircraft hangars. These dif- Coolidge Aviation has indicated that ferent types of hangars offer varying there is an aircraft hangar waiting list levels of privacy, security, and protec- for storage space at the airport. tion from the elements. While multi- aircraft storage hangars make up all An analysis of future aircraft storage aircraft storage units at Coolidge Mu- hangar requirements examined the nicipal Airport presently, future han- number of storage units and the size gar development may be a mixture of of storage units typical for the future conventional hangars or T-hangars aircraft fleet mix of Coolidge Munici- depending on demand. pal Airport. The planning standards for future stored aircraft include 1,200 Demand for hangars varies with the square feet per single engine aircraft, number of aircraft based at the air- 2,500 square feet per multi-engine and

3-22 turbine aircraft, and 1,500 square feet rage hangar requirements analysis is per rotorcraft. The future aircraft sto- summarized on Table 3E.

TABLE 3E Hangar Storage Requirements Coolidge Municipal Airport Current Short Intermediate Long Available Need Term Term Term BASED AIRCRAFT Piston (Single & Multi-Engine 24 33 43 61 Turbine (Turboprop & Jet) 12 14 18 24 Rotor 1 2 3 4 Other 1 1 1 1 Total 38 50 65 90 AIRCRAFT TO BE HANGARED Piston 22 28 37 52 Turbine 8 9 13 19 Rotor 1 2 3 4 Other 1 1 1 1 Total 32 40 54 76 HANGAR POSITIONS Total Hangar Positions 32 40 54 76 HANGAR AREA REQUIREMENTS (s.f.) Total Hangar Area 71,200 40,400 60,300 82,600 117,100 Maintenance Area 18,000 5,425 8,750 11,375 15,750

The analysis shows that existing han- at 175 square feet per based aircraft gar storage space of 71,200 square feet resulting in a long term need for exceeds the short term demand; how- 15,750 square feet of general aviation ever, this is the result of either under- maintenance service hangar area. utilized storage space due to single Due to the available 18,000 square aircraft stored in hangars that could feet of maintenance area being dedi- potentially be used for the storage of cated to activities related to Interna- multiple aircraft or hangar space be- tional Air Response, additional hangar ing used for the storage of materials area could be required to satisfy the other than aircraft. needs of other general aviation air- craft maintenance. The airport has a single business that conducts aircraft maintenance for its own aircraft. International Air Re- AIRCRAFT PARKING APRON sponse occupies an 18,000 square-foot hangar, which it uses for the regular A parking apron should be provided maintenance of its Lockheed C-130 for at least the number of locally based aircraft and other services. The air- aircraft that are not stored in hangars, port does not currently have an opera- as well as be capable of accommodat- tor that provides general aviation ing transient aircraft during the busy maintenance services. Requirements day of the peak month. The 50,000 for maintenance area were estimated

3-23 square-yard apron at Coolidge Munic- craft tiedowns but has tiedown ropes ipal Airport does not have marked air- for up to five aircraft.

TABLE 3F General Aviation Apron Requirements Coolidge Municipal Airport Current Short Intermediate Long Available Need Term Term Term Based Aircraft in Tiedowns 5 6 7 11 Busy Day Itinerant Operations 32 38 45 63 Local Apron Positions -- 6 10 11 14 International Air Response Apron Positions -- 4 4 4 5 Transient Apron Positions -- 5 7 8 11 Total Apron Positions 5 10 21 23 30 Apron Area (s.y.) 50,000 12,400 13,300 14,500 17,400

FAA Advisory Circular 150/5300-13, While this analysis indicates that Coo- Airport Design, suggests a methodolo- lidge Municipal Airport has adequate gy by which transient apron require- apron area, additional marked apron ments can be determined from know- positions will be needed in the long ledge of busy-day itinerant operations. term planning horizon. At Coolidge Municipal Airport, the number of transient spaces required was determined to be approximately GENERAL AVIATION SERVICES 17.5 percent of busy-day itinerant op- erations. International Air Response General aviation service facilities are operates and bases four Lockheed C- often the first impression of the com- 130 aircraft that are presently stored munity that air travelers or tourists on the apron. The company has indi- will encounter. General aviation ser- cated its plan to expand its based air- vice facilities at an airport provide craft fleet in the future by another air- space for passenger waiting, a pilots’ craft. The apron requirements analy- lounge and flight planning, conces- sis projects an estimated 1,350 square sions, management, storage, and vari- yards of apron space per International ous other needs. At Coolidge Munici- Air Response based aircraft through pal Airport, much of these services are the planning period. A planning crite- accommodated by Coolidge Aviation in rion of 360 square yards per small lo- its 2,000 square-foot facility located cal aircraft parking space and 500 adjacent to the World War II conven- square yards per transient parking tional hangar. space was used to determine future apron requirements. The number of The methodology used in estimating local and itinerant tiedowns and apron terminal facility needs was based space for the planning period is pre- upon the number of airport users ex- sented in Table 3F. pected to utilize the terminal facilities

3-24 during the design hour, as well as outlines the space requirements for FAA guidelines. Space requirements terminal services at Coolidge Munici- for terminal facilities were based on pal Airport through the long term providing 90 square feet per design planning horizon. hour itinerant passenger. Table 3G

TABLE 3G General Aviation Terminal Area Facilities Coolidge Municipal Airport Current Short Intermediate Long Available Need Term Term Term General Aviation Services Building Area (s.f.) 2,000 650 700 850 1,200 Design Hour Itinerant Passengers -- 6 7 9 13 Auto Parking Spaces +10 19 23 29 42

Automobile parking at Coolidge Mu-  Airport Access nicipal Airport is made up of a large  Interior Access gravel parking lot adjacent to the Coo-  Aviation Fuel Storage lidge Aviation and Complete Para-  Aircraft Wash Facility chute Solutions facilities. A paved  Parachute Landing Area parking lot containing ten marked au-  Perimeter Fencing tomobile parking spaces is provided  Aircraft Rescue and Firefighting adjacent to the International Air Re-  Airport Maintenance Building sponse facilities. Vehicle parking re-  Utilities quirements were examined based on  Revenue Support Facilities an evaluation of existing airport use,  Security as well as industry standards. Vehicle parking spaces were calculated at 25 percent of based aircraft, plus the Airport Access product of design hour itinerant pas- sengers and the industry standard of In airport facility planning, both on- 1.8. Automobile parking requirements and off-airport vehicle access is impor- are summarized in Table 3G. tant. For the convenience of the user (and to provide maximum capacity), access to the airport should include (to SUPPORT REQUIREMENTS the extent practical) connections to the major arterial roadways near the air- Various facilities that do not logically port. fall within classifications of airfield or general aviation facilities have been Access to Coolidge Municipal Airport identified for inclusion in this Master is available via Coolidge Airport Road, Plan. Facility requirements have been a two-lane roadway extending north identified for these remaining facili- from the airport. This roadway pro- ties:

3-25 vides access from downtown Coolidge Level of Service “D” is generally consi- and the neighboring Town of Florence. dered as the threshold of acceptable traffic conditions during peak periods The capacity of a roadway is the max- in an urban area, and is commonly imum number of vehicles that can used by Pinal County in transporta- pass over a given section of roadway tion planning. during a given time period. It is nor- mally preferred that a roadway oper- According to information included in ate below capacity to provide reason- the Coolidge-Florence Regional Trans- able flow and minimize delay to the portation Plan, Coolidge Airport Road vehicles using it. will not exceed LOS A through 2025. The long-range recommended devel- As with the airfield, the means of de- opment plan for Coolidge Airport Road scribing the operational efficiency of a includes extending it to the south and given roadway segment is defined in widening it from two to six lanes to terms of six descriptive service levels. accommodate anticipated traffic in- These various levels of service (LOS) creases. range from A to F and are defined as follows: Interior Access  LOS A – Free flowing traffic with minimal delays. Occasionally, private vehicles use the  LOS B - A stable flow of traffic, apron and taxilanes for movement as with occasional delays due to the there is no dedicated interior access noticeable presence of others in the road. The segregation of vehicle and traffic stream. aircraft operational areas is supported  LOS C – Still stable flow, but op- by FAA guidance established in June erations become more significantly 2002. FAA AC 50/5210-20, Ground affected by the traffic stream. Pe- Vehicle Operations on Airports, states, riodic delays are experienced. “The control of vehicular activity on  LOS D – Flow becomes more high the airside of an airport is of the high- density, and speed and freedom to est importance.” The AC further maneuver become severely re- states, “An airport operator should stricted. Regular delays are expe- limit vehicle operations on the move- rienced. ment areas of the airport to only those  LOS E – Maximum capacity oper- vehicles necessary to support the op- ating conditions. Delays are ex- erational activity of the airport.” tended and speeds are reduced to a low, relatively uniform level. Service roads are typically used to se-  LOS F – Forced flow with exces- gregate vehicles from the aircraft op- sive delays. A condition where erational areas. The alternatives more traffic is approaching a point analysis will examine options for inte- than can traverse the point. rior access roads to serve hangar facil-

3-26 ities as well as a service road extend- comprised of turboprop fixed wing air- ing around the runway and airport pe- craft, such as the Lockheed C-130 and rimeter for airport maintenance ve- jet aircraft that utilize the airport. As hicles. the Phoenix metropolitan area contin- ues to develop towards the City of Coo- lidge and surrounding areas, and with Aviation Fuel Storage the shift in the active general aviation aircraft fleet mix towards a greater The City of Coolidge leases two fuel increase of turbine aircraft, additional storage facilities to Coolidge Aviation. activity from turbine aircraft can be These storage facilities consist of a expected. 10,000-gallon 100LL Avgas storage tank and a 10,000-gallon Jet A fuel Projections of future Jet A fuel storage storage tank. requirements were based upon a ratio of 160 gallons per turbine operation. Fuel storage requirements are typical- Turbine operations were estimated at ly based upon keeping a two-week 5.4 percent of annual operations cur- supply of fuel during an average rently, increasing to approximately 5.8 month; however, more frequent delive- percent of the annual operations in ries can reduce the fuel storage capaci- the long term planning horizon. ty requirement. Based on historical fuel sales from Coolidge Municipal 100LL Avgas and Jet A fuel storage Airport and similar general aviation requirements are summarized in Ta- airports, an average of 2.6 gallons per ble 3H. Available fuel storage meets piston operation was used to project the current demand at Coolidge Mu- Avgas fuel storage requirements. nicipal Airport, but will need to be ex- panded over the planning horizon. Turbine aircraft operations at Coo- lidge Municipal Airport have been

TABLE 3H Fuel Storage Requirements Coolidge Municipal Airport Current Short Intermediate Long Available Need Term Term Term Two-Week Fuel Storage Requirements 100LL Avgas (gal) 10,000 2,900 3,400 4,000 5,200 Jet A (gal) 10,000 10,000 12,200 14,800 19,600

Aircraft Wash Facility tablishing an aircraft wash facility at the airport to collect aircraft cleaning Presently, there is not a designated fluids used during the cleaning aircraft wash facility on the airport. process. Consideration should be given to es-

3-27 Parachute Landing Area equipment are not eligible for FAA funding. An active parachute landing area is currently located on the airport and  Deters casual intruders from pene- used in relation to operations con- trating a secured area by present- ducted by Complete Parachute Solu- ing a barrier that requires an overt tions and International Air Response. action to enter. The airport recently improved areas adjacent to the existing landing area  Demonstrates the intent of an in- that included burying electric power truder by their overt action of gain- lines. In an effort to better segregate ing entry. parachuting activities from aircraft operating on the runway and taxiway  Causes a delay to obtain access to a system, future analysis will consider facility, thereby increasing the pos- relocating the parachute landing area sibility of detection. farther south and east. This area would be closer to facilities operated  Creates a psychological deterrent. by Complete Parachute Solutions.  Optimizes the use of security per- sonnel, while enhancing the capa- Perimeter Fencing bilities for detection and apprehen- sion of unauthorized individuals. Perimeter fencing is used at airports to primarily secure the aircraft opera-  Demonstrates a corporate concern tions area. The physical barrier of pe- for facility security. rimeter fencing provides the following functions:  Provides a cost-effective method of protecting facilities.  Gives notice of the legal boundary of the outermost limits of a facility  Limits inadvertent access to the or security-sensitive area. aircraft operations area by wildlife.

 Assists in controlling and screening Portions of the airport perimeter are authorized entries into a secured equipped with barbed-wire fencing. area by deterring entry elsewhere Six-foot perimeter security fencing along the boundary. with three-strand barbed-wire should be considered around the airport’s pe-  Supports surveillance, detection, rimeter in the future. Access gates assessment, and other security throughout the perimeter and in the functions by providing a zone for apron area should be provided to allow installing intrusion-detection access to emergency service and main- equipment and closed-circuit tele- tenance personnel. Consideration vision (CCTV). It should be noted should be given to installing perimeter that these security systems and fencing around the airport in order to

3-28 provide better security and to help Utilities prevent runway incursions. Further- more, airport perimeter fencing is eli- Electrical, water, sanitary sewer, tele- gible for FAA funding. phone, and internet services are avail- able at the airport. Information col- lected during the inventory revealed Aircraft Rescue And Firefighting deficiencies in water supply and pres- sure at the airport. Further analysis Coolidge Municipal Airport is not cur- will be considered to provide improved rently served by a dedicated aircraft utility services to the airport. Utility rescue and firefighting facility (ARFF). extensions to new hangar areas will be The airport is provided with rescue needed through the planning period. and fire assistance from the City of Coolidge, which is located approx- imately nine miles northwest of the Revenue Support Facilities airport. Federal regulations do not require ARFF services to be located on Revenue support facilities refer to the airport. ARFF services are re- areas of non-aviation uses on airport quired only at FAA-certified airports property. Non-aviation uses assist in providing scheduled passenger service expanding and diversifying the income with greater than nine passenger stream at Coolidge Municipal Airport. seats. Unless federal regulations Existing non-aviation land uses at the change, there will not be a regulatory airport include approximately 8.8 requirement for ARFF facilities on the acres of land immediately east of the airport. Emergency services will con- FBO facilities that are utilized for in- tinue to be met with off-airport ve- dustrial and manufacturing purposes. hicles. Therefore, no additional re- quirements for ARFF services are FAA policy requires that all airport needed at Coolidge Municipal Airport. property be used for aeronautical ac- tivities prior to being used for non- aviation uses. The FAA must release Airport Maintenance Building any land that would be used for non- aviation uses. Areas for non-aviation Presently, there is not a dedicated air- uses will be considered during the al- port maintenance facility at the air- ternatives analysis and development port. Consideration should be given to of the recommended Master Plan con- developing a maintenance facility for cept. A full understanding of the area the storage of maintenance equipment to be reserved for aeronautical activi- and to provide work areas for main- ties must be considered before defin- tenance personnel. ing areas that may be available for non-aviation development. Further analysis of aviation and non-aviation land uses will be examined in the next chapter.

3-29 Security ports with based aircraft over 12,500 pounds warrant greater se- In cooperation with representatives of curity. the general aviation community, the Transportation Security Administra- 3. Runways – Airports with longer tion (TSA) published security guide- paved runways are able to serve lines for general aviation airports. larger aircraft. Shorter runways These guidelines are contained in the are less attractive as they cannot publication entitled Security Guide- accommodate the larger aircraft lines for General Aviation Airports, which have more potential for published in May 2004. Within this damage. publication, the TSA recognized that general aviation is not a specific 4. Operations – The number and threat to national security. However, type of operations should be consi- the TSA does believe that general avi- dered in the security assessment. ation may be vulnerable to misuse by terrorists as security is enhanced in Table 3J summarizes the recom- the commercial portions of aviation mended airport characteristics and and at other transportation links. ranking criterion. The TSA suggests that an airport rank its security post- To assist in defining which security ure according to this scale to deter- methods are most appropriate for a mine the types of security enhance- general aviation airport, the TSA de- ments that may be appropriate. fined a series of airport characteristics that potentially affect an airport’s se- Table 3J also ranks Coolidge Munici- curity posture. These include: pal Airport according to this scale. As shown in the table, the Coolidge Mu- 1. Airport Location – An airport’s nicipal Airport ranking on this scale is proximity to areas with over 15. Points are assessed for the airport 100,000 residents or sensitive sites having more than 26 based aircraft, that can affect its security posture. having based aircraft over 12,500 Greater security emphasis should pounds, having a runway greater than be given to airports within 30 miles 5,001 feet in length, having a paved of mass population centers (areas runway surface, and for conducting with over 100,000 residents) or maintenance and repair on large air- sensitive areas such as military in- craft. stallations, nuclear and chemical plants, centers of government, na- As shown in Table 3K, a rating of 15 tional monuments, and/or interna- points places Coolidge Municipal Air- tional ports. port in the second tier ranking of secu- rity measures by the TSA. This rating 2. Based Aircraft – A smaller num- clearly illustrates that emerging secu- ber of based aircraft increases the rity needs are recommended at Coo- likelihood that illegal activities will lidge Municipal Airport as the activity be identified more quickly. Air- at the airport grows. The Coolidge

3-30 Municipal Airport ranking could easily vices. Several of these activities could extend into the third tier with the ad- be expected to occur during the plan- dition of aircraft flight training, ren- ning period of this study. tal, charter, or aerial application ser-

TABLE 3J Airport Characteristics Measurement Tool Assessment Scale Public Use Coolidge Security Characteristics Airport Airport Location Within 20 nm of mass population areas1 5 0 Within 30 nm of a sensitive site2 4 0 Falls within outer perimeter of Class B airspace 3 0 Falls within boundaries of restricted airspace 3 0 Based Aircraft Greater than 101 based aircraft 3 0 26-100 based aircraft 2 2 11-25 based aircraft 1 0 10 or fewer based aircraft 0 0 Based aircraft over 12,500 pounds 3 3 Runways Runway length greater than 5,001 feet 5 5 Runway length less than 5,000 feet, greater than 2,001 feet 4 0 Runway length 2,000 feet or less 2 0 Asphalt or concrete runway 1 1 Operations Over 50,000 annual operations 4 0 Part 135 operations 3 0 Part 137 operations 3 0 Part 125 operations 3 0 Flight training 3 0 Flight training in aircraft over 12,500 pounds 4 0 Rental aircraft 4 0 Maintenance, repair, and overhaul facilities conducting long-term storage of aircraft over 12,500 pounds 4 4 Totals 15 Source: Security Guidelines for General Aviation Airports 1 An area with a total population over 100,000 2 Sensitive sites include military installations, nuclear and chemical plants, centers of govern- ment, national monuments, and/or international ports

Based upon the results of the security A review of each recommended securi- assessment, the TSA recommends 13 ty procedure is below. potential security enhancements for Coolidge Municipal Airport should the Access Controls: To delineate and airport ultimately fall within the third adequately protect security areas from tier. These enhancements are shown unauthorized access, it is important to in Table 3K. consider boundary measures such as

3-31 fencing, walls, or other physical bar- Lighting System: Protective lighting riers, electronic boundaries (e.g., sen- provides a means of continuing a de- sor lines, alarms), and/or natural bar- gree of protection from theft, vandal- riers. Physical barriers can be used to ism, or other illegal activity at night. deter and delay the access of unautho- Security lighting systems should be rized persons onto sensitive areas of connected to an emergency power airports. Such structures are usually source, if available. permanent and are designed to be a visual and psychological deterrent as well as a physical barrier.

TABLE 3K Recommended Security Enhancements Based on Airport Characteristics Assessment Results Points Determined Through Airport Characteristics Assessment Security Enhancements > 45 25-44 15-24 0-14 Fencing Hangars Closed-Circuit Television (CCTV) Intrusion Detection System Access Controls Lighting System Personal ID System Challenge Procedures Law Enforcement Support Security Committee Transient Pilot Sign-in/Sign-Out Procedures Signs Documented Security Procedures Positive/Passenger/Cargo/Baggage ID Aircraft Security Community Watch Program Contact List Source: Security Guidelines for General Aviation Airports

Personal ID System: This refers to a hicles can be identified through use of method of identifying airport em- decals, stickers, or hang tags. ployees or authorized tenant access to various areas of the airport through Challenge Procedures: This in- badges or biometric controls. volves an airport watch program which is implemented in cooperation Vehicle ID System: This refers to an with airport users and tenants to be identification system which can assist on guard for unauthorized and poten- airport personnel and law enforcement tially illegal activities at Coolidge Mu- in identifying authorized vehicles. Ve- nicipal Airport.

3-32 Law Enforcement Support: This cumenting the security initiatives al- involves establishing and maintaining ready in place at Coolidge Municipal a liaison with appropriate law en- Airport, as well as any new enhance- forcement agencies at the local, state, ments. This document could consist of, and federal levels. These organiza- but not be limited to, airport and local tions can better serve the airport law enforcement contact information, when they are familiar with airport including alternates when available, operating procedures, facilities, and and utilization of a program to in- normal activities. Procedures may be crease airport user awareness of secu- developed to have local law enforce- rity precautions such as an airport ment personnel regularly or randomly watch program. patrol ramps and aircraft hangar areas, with increased patrols during Positive/ Passenger/ Cargo/ Bag- periods of heightened security. gage ID: A key point to remember regarding general aviation passengers Security Committee: This commit- is that the persons on board these tee should be composed of airport te- flights are generally better known to nants and users drawn from all seg- airport personnel and aircraft opera- ments of the airport community. The tors than the typical passenger on a main goal of this group is to involve commercial . Recreational gen- airport stakeholders in developing ef- eral aviation passengers are typically fective and reasonable security meas- friends, family, or acquaintances of ures and disseminating timely securi- the pilot in command. Char- ty information. ter/sightseeing passengers typically will meet with the pilot or other flight Transient Pilot Sign-in/Sign-Out department personnel well in advance Procedures: This involves establish- of any flights. Suspicious activities, ing procedures to identify non-based such as use of cash for flights or prob- pilots and aircraft using their facili- ing or inappropriate questions, are ties, and implementing sign-in/sign- more likely to be quickly noted and out procedures for all transient opera- authorities could be alerted. For cor- tors and associating them with their porate operations, typically all parties parked aircraft. Having assigned onboard the aircraft are known to the spots for transient parking areas can pilots. Airport operators should devel- help to easily identify transient air- op methods by which individuals visit- craft on an apron. ing the airport can be escorted into and out of aircraft movement and Signs: The use of signs provides a de- parking areas. terrent by warning of facility bounda- ries as well as notifying of the conse- Aircraft Security: The main goal of quences for violation. this security enhancement is to pre- vent the intentional misuse of general Documented Security Procedures: aviation aircraft for terrorist purposes. This refers to having a written securi- Proper securing of aircraft is the most ty plan. This plan would include do- basic method of enhancing general

3-33 aviation airport security. Pilots should  Develop and circulate reporting employ multiple methods of securing procedures to all who have a regu- their aircraft to make it as difficult as lar presence on the airport. possible for an unauthorized person to gain access to it. Some basic methods  Encourage proactive participation of securing a general aviation aircraft in aircraft and facility security and include: ensuring that door locks are heightened awareness measures. consistently used to prevent unautho- This should include encouraging rized access or tampering with the air- airport and line staff to ‘query’ un- craft; using keyed ignitions where ap- knowns on ramps, near aircraft, propriate; storing the aircraft in a etc. hangar, if available; locking hangar doors, using an auxiliary lock to fur-  Post signs promoting the program, ther protect aircraft from unautho- warning that the airport is watch- rized use (i.e., propeller, throttle, ed. Include appropriate emergency and/or tie-down locks); and ensuring phone numbers on the sign. that aircraft ignition keys are not stored inside the aircraft.  Install a bulletin board for posting security information and meeting Community Watch Program: The notices. vigilance of airport users is one of the most prevalent methods of enhancing  Provide training to all involved for security at general aviation airports. recognizing suspicious activity and Typically, the user population is famil- appropriate response tactics. iar with those individuals who have a valid purpose for being on the airport Contact List: This involves the de- property. Consequently, new faces are velopment of a comprehensive list of quickly noticed. A watch program responsible personnel/agencies to be should include elements similar to contacted in the event of an emergency those listed below. These recommen- procedure. The list should be distri- dations are not all-inclusive. Addition- buted to all appropriate individuals. al measures that are specific to each Additionally, in the event of a security airport should be added as appropri- incident, it is essential that first res- ate, including: ponders and airport management have the capability to communicate. Where  Coordinate the program with all possible, coordinate radio communica- appropriate stakeholders including tion and establish common frequencies airport officials, pilots, businesses and procedures to establish a radio and/or other airport users. communications network with local law enforcement.  Hold periodic meetings with the airport community.

3-34 SUMMARY Following the facility requirements determination, the next step is to de- The intent of this chapter has been to termine a direction of development outline the facilities required to meet which best meets these projected potential aviation demands projected needs through a series of airport de- for Coolidge Municipal Airport velopment alternatives. The remain- through the planning horizon. A der of the Master Plan will be devoted summary of the airside and landside to outlining this direction, its sche- requirements is presented on Exhi- dule, and its cost. bits 3D and 3E.

3-35 AVAILABLE SHORT TERM NEED LONG TERM NEED RUNWAYS Primary Runway 5-23 Primary Runway 5-23 Primary Runway 5-23 ARC C-IV Improve GPS Approaches Consider Runway Extension 06MP12-3D-8/28/09 5,562’ x 150‘, Asphalt Improve OFA to at Least 7,000’ 80,000 lbs. SWL 115,000 lbs. DWL 210,000 lbs. DTWL One-mile Visibility Approach (both ends) Crosswind Runway 17-35 Crosswind Runway 17-35 Crosswind Runway 17-35 ARC B-II 30,000 lbs. SWL Same 3,871’ x 75‘, Asphalt One-Mile Visibility Approach 17,000 lbs. SWL (both ends) Visual Approach

TAXIWAYS Primary Runway 5-23 Primary Runway 5-23 Primary Runway 5-23 Three Exit Taxiways Four Exit Taxiways Consider West Side 500’ Separation 75’ Wide Parallel Taxiway 40‘-50’ Wide Designate Taxiway Identi ers Crosswind Runway 17-35 Crosswind Runway 17-35 Crosswind Runway 17-35 Partial Parallel Taxiway Full-length Parallel Taxiway Same Two Exit Taxiways Three Exit Taxiways 525’ Separation 40’-50’ Wide

NAVIGATIONAL Primary Runway 5-23 Primary Runway 5-23 Primary Runway 5-23 AIDS VOR/DME (5) GPS APV Approach with Same GPS (23) One-Mile Visibility LORAN-C (both ends) Crosswind Runway 17-35 Crosswind Runway 17-35 Crosswind Runway 17-35 LORAN-C GPS LNAV Approach with Same One Mile Visibility (both ends)

LIGHTING, Rotating Beacon Install AWOS Add Distance MARKING, AND Four Wind Cones Add MITL on all Taxiways Remaining Signs Segmented Circle WEATHER Limited MITL PCL Primary Runway 5-23 Primary Runway 5-23 Primary Runway 5-23 Non-precision Markings Add REILs (both ends) Upgrade to PAPI-4 MIRL, PAPI-2 (both ends) (both ends) Hold Positions - 250’ Crosswind Runway 17-35 Crosswind Runway 17-35 Crosswind Runway 17-35 Basic Markings Non-precision Markings Add PAPI-2 (both ends) Hold Positions - 125’ Add MIRL Add REIL (both ends) Hold Positions - 200’

APV: approach procedure with vertical guidance MITL: medium intensity taxiway lighting ARC: airport reference code OFA: object free area AWOS: automated weather observation station PAPI: precision approach path indicator DWL: aircraft with dual-wheel type landing gear PCL: pilot-controlled lighting DTWL: aircraft with dual-tandem type landing gear REIL: runway end identi er lighting GPS: global positioning system SWL: aircraft with single-wheel tandem type landing gear LNAV: lateral navigation VOR/DME: very high frequency omni-directional MIRL: medium intensity runway lighting range with distance measuring equipment

Exhibit 3D AIRSIDE FACILITY REQUIREMENTS AIRCRAFT STORAGE HANGARS 06MP12-3E-8/26/09

Available Short Term Intermediate Term Long Term Total Hangar Positions 32 40 54 76 Total Hangar Storage Area (s.f.) 71,200 60,300 82,600 117,100 Maintenance Area (s.f.) 18,000 8,750 11,375 15,750 AIRCRAFT PARKING APRON

Transient Ramp Positions 7 8 11 Local Ramp Positions 14 15 19 Total Ramp Positions 5 21 23 30 Apron Area (s.y.) 50,000 13,300 14,500 17,400 GENERAL AVIATION SERVICE FACILITIES

General Aviation Services Area (s.f.) 2,000 700 850 1,200 Automobile Parking Spaces NA 23 29 42

FUEL STORAGE (two-week requirements)

100LL Avgas (gal.) 10,000 3,400 4,000 5,200 Jet A (gal.) 10,000 12,200 14,800 19,600

OTHER FACILITIES None Wash Rack, Wash Rack, Wash Rack, Helicopter Helicopter Helicopter Hardstand Hardstand Hardstand

Exhibit 3E LANDSIDE FACILITY REQUIREMENTS Chapter Four AIRPORT ALTERNATIVES