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SAN LUIS OBISPO COUNTY REGIONAL AIRPORT

AIRPORT MASTER PLAN AIRPORT MASTER PLAN UPDATE

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SAN LUIS OBISPO COUNTY REGIONAL AIRPORT San Luis Obispo, California

FINAL REPORT

Prepared By COFFMAN ASSOCIATES, INC.

Revised November 2004

Accepted by the Board of Supervisors of the County of San Luis Obispo on January 25, 2005

Printed Final October 2005

“The contents of these documents reflect the views of Coffman Associates, Inc., which is responsible for the parts and accuracy of the data contained herein. The contents do not necessarily reflect the official views or policy of the FAA. Acceptance of these documents by the FAA does not in any way constitute a commitment on the part of the United States to participate in any development depicted herein nor does it indicate that the proposed development is environmentally acceptable in accordance with Public Laws 90-495, 91-190, 91-258, 94-343, and/or 100-223.” SAN LUIS OBISPO COUNTY TABLE OF CONTENTS REGIONAL AIRPORT

SAN LUIS OBISPO COUNTY REGIONAL AIRPORT San Luis Obispo, California

Airport Master Plan

Chapter One INVENTORY

AIRPORT SETTING...... 1-1 Climate ...... 1-2 AIRPORT HISTORY AND ADMINISTRATION...... 1-3 AIRPORT SYSTEM PLANNING ROLE...... 1-4 AIRPORT FACILITIES ...... 1-5 Airside Facilities ...... 1-6 Landside Facilities ...... 1-9 ENROUTE NAVIGATION AND AIRSPACE...... 1-13 Instrument Approach Procedures ...... 1-14 Area Airports...... 1-16 LAND USE REGULATIONS ...... 1-17 SOCIOECONOMIC CHARACTERISTICS...... 1-18 Population...... 1-18 Employment ...... 1-19 Income...... 1-21 SUMMARY...... 1-21 DOCUMENT SOURCES ...... 1-21 Chapter Two FORECASTS

NATIONAL AVIATION TRENDS ...... 2-1 Commercial Aviation...... 2-2 Regional/Commuter Airlines ...... 2-3 General Aviation ...... 2-4 FORECASTING APPROACH ...... 2-6 AIRPORT SERVICE AREA...... 2-7 AVIATION ACTIVITY FORECASTS ...... 2-8 Commercial Service...... 2-8 Air Cargo ...... 2-14 General Aviation ...... 2-15 Peaking Characteristics...... 2-23 Annual Instrument Approaches ...... 2-24 SUMMARY...... 2-25

Chapter Three FACILITY REQUIREMENTS

AIRFIELD REQUIREMENTS ...... 3-2 Airfield Design Standards ...... 3-5 AIRFIELD CAPACITY ...... 3-5 Factors Affecting Annual Service Volume ...... 3-7 Calculation of Annual Service Volume...... 3-11 AIRSIDE FACILITIES ...... 3-12 Runway Requirements...... 3-12 Taxiways...... 3-16 Airfield Marking, Lighting, and Signage ...... 3-16 Navigational and Approach Aids...... 3-17 LANDSIDE REQUIREMENTS...... 3-19 Terminal Area Requirements ...... 3-20 GENERAL AVIATION REQUIREMENTS ...... 3-22 Hangars ...... 3-22 Aircraft Parking Apron ...... 3-24 SUPPORT REQUIREMENTS...... 3-24 Aircraft Rescue and Firefighting...... 3-24 Airport Maintenance/Storage Facilities...... 3-25 Fuel Storage ...... 3-25 SUMMARY...... 3-25 Chapter Four AIRPORT DEVELOPMENT ALTERNATIVES

NON-DEVELOPMENT ALTERNATIVES...... 4-2 RECENT AIRPORT IMPROVEMENTS...... 4-2 REGIONAL JET EFFECTS ...... 4-2 CONCURRENT PLANNING EFFORTS...... 4-3 CURRENT DEVELOPMENT ISSUES...... 4-4 AIRFIELD DESIGN CONSIDERATIONS ...... 4-5 Runway 11-29...... 4-6 Runway 7-25...... 4-8 TAXIWAY CONSIDERATIONS...... 4-9 AIRPORT TRAFFIC CONTROL TOWER SITING CONSIDERATIONS...... 4-9 SUMMARY OF AIRFIELD ALTERNATIVES ...... 4-10 GENERAL AVIATION DEVELOPMENT ALTERNATIVES ...... 4-11 NEW PASSENGER TERMINAL COMPLEX...... 4-13 LAND ACQUISITION CONSIDERATIONS...... 4-14 FUTURE LAND USE DESIGNATIONS ...... 4-14 SUMMARY...... 4-15

Chapter Five RECOMMENDED MASTER PLAN CONCEPT AND FINANCIAL PLAN

AIRPORT DESIGN STANDARDS...... 5-2 THE MASTER PLAN CONCEPT ...... 5-6 UPDATED AIRPORT LAYOUT PLAN DRAWINGS...... 5-8 AIRPORT DEVELOPMENT SCHEDULE AND COST SUMMARIES...... 5-8 CAPITAL IMPROVEMENTS FUNDING...... 5-9 Federal Grants ...... 5-9 Passenger Facility Charges ...... 5-12 State Funds ...... 5-12 Airport Operating Fund/Future Revenue Sources ...... 5-13 EXHIBITS

1A LOCATION MAP ...... after page 1-2 1B EXISTING AIRSIDE FACILITIES ...... after page 1-6 1C EXISTING LANDSIDE FACILITES...... after page 1-10 1D TERMINAL BUILDING LAYOUT...... after page 1-10 1E AREA AIRSPACE ...... after page 1-14

2A FORECAST PASSENGER ENPLANEMENTS...... after page 2-4 2B U.S. ACTIVE GENERAL AVIATION AIRCRAFT FORECASTS ...... after page 2-6 2C AIRLINE SERVICE HISTORY ...... after page 2-10 2D ENPLANEMENT FORECAST SUMMARY ...... after page 2-14 2E BASED AIRCRAFT FORECAST SUMMARY ...... after page 2-20 2F FORECAST SUMMARY...... after page 2-25

3A AIRPORT REFERENCE CODES...... after page 3-4 3B AIRFIELD CAPACITY FACTORS...... after page 3-8 3C PASSENGER TERMINAL BUILDING REQUIREMENTS...... after page 3-20

4A AIRFIELD ALTERNATIVE A (6,200 FT. – RUNWAY 11-29, STANDARD RSA) ...... after page 4-6 4B AIRFIELD ALTERNATIVE B (6,300 FT. – RUNWAY 11-29, STANDARD EMAS)...... after page 4-8 4C AIRFIELD ALTERNATIVE C (6,500 FT. – RUNWAY 11-29, DECLARED DISTANCES...... after page 4-8 4D AIRFIELD ALTERNATIVE D...... after page 4-8 4E LANDSIDE ALTERNATIVE A ...... after page 4-12 4F LANDSIDE ALTERNATIVE B ...... after page 4-12 4G FUTURE LAND USE CONCEPT ...... after page 4-15

5A MASTER PLAN CONCEPT ...... after page 5-2

Appendix A GLOSSARY OF TERMS AND ABBREVIATIONS Appendix B AIRPORT AND RUNWAY DATA

Appendix C AIRPORT LAYOUT DRAWINGS

Appendix D ECONOMIC BENEFIT ANALYSIS Chapter One SAN LUIS OBISPO COUNTY INVENTORY REGIONAL AIRPORT CHAPTER ONE

SAN LUIS OBISPO COUNTY INVENTORY REGIONAL AIRPORT

The initial step in the preparation of the airport master plan for San Luis Obispo County Regional Airport is the collection of information pertaining to the airport and the area it serves. The information collected in this chapter will be used in subsequent analysis in this study. The inventory of existing conditions at San Luis Obispo County Regional Airport provides an overview of the airport facilities, airspace, and air traffic control. Background information regarding the interviews with airport staff, planning regional area is also collected and associations, and airport tenants. As with presented. This includes information any airport planning study, an attempt regarding the airport's role in regional, has been made to utilize existing data or state, and national aviation systems, information provided in existing surface transportation, and a planning documents, to the maximum socioeconomic profile. extent possible.

The information was obtained from several sources, including on-site AIRPORT SETTING inspections, airport records, review of other planning studies, the Federal San Luis Obispo County Regional Aviation Administration (FAA), various Airport is located in the west-central government agencies, a number of on- portion of San Luis Obispo County, south line (Internet) sites which presently of the City of San Luis Obispo which summarize most statistical information serves as the county seat. The county is and facts about the airport, and bordered on the north by Monterey

1-1 County, on the east by Kern County, location of the airport in its regional and to the south by Santa Barbara and national setting is presented on County. The Pacific Ocean forms its Exhibit 1A. western border.

U.S. Highway 101 and State Highway CLIMATE 1 (the Pacific Coast Highway) con- verge in the City of San Luis Obispo. Weather conditions are important to U.S. Highway 101 is a primary north- the planning and development of an south highway linking the major airport. Temperature is an important coastal cities of California. The high- factor in determining runway length way extends through the central por- requirements, while wind direction tion of the county, providing access to and speed are used to determine opti- Atascadero and Paso Robles (north of mum runway orientation. The need San Luis Obispo), to Arroyo Grand for navigational aids and lighting is and Santa Maria. Several other state determined by the percentage of time highways provide access to central that visibility is impaired due to cloud and eastern California. coverage or other conditions.

The airport encompasses approxi- San Luis Obispo County is bisected by mately 340 acres of land in an unin- the Santa Lucia Mountain Range. corporated portion of San Luis Obispo This contributes to several distinct lo- County. Located 3.5 miles south of cal climates, ranging from year-round the city, vehicle access to the airport is mild temperatures and dense seasonal via Highway 227 (Broad Street as it fog along the 85-mile coastline, to proceeds into the city). Tank Farm more dramatic temperature variations Road (currently two lanes) intersects in the northern inland region. Tem- with Highway 227, providing access to peratures range from the low 40s in Highway 101 via South Higuera the winter months to the high 70s in Street and Los Osos Valley Road. The the summer months. Table 1A sum- passenger terminal building is ac- marizes climatic data for San Luis cessed via Aero Drive, which inter- Obispo, including temperatures and sects with Highway 227. precipitation.

Other airport facilities located on ei- According to data recorded at the air- ther side of the terminal are accessed port weather station, the airport oper- via Airport Drive. Vehicular access to ates in instrument flight rule condi- the airport facilities located west of tions ten percent of the time. Instru- the intersection of Runways 11-29 and ment flight rule conditions are defined 7-25 is via Santa Fe Road. Santa Fe as cloud ceilings less than 1,000 feet Road connects Tank Farm Road with above the ground and/or visibility less Buckley Road. Buckley Road connects than three statute miles. Highway 227 and Santa Fe Road. The

1-2 VICINITY MAP San Miguel

Lake

02MP21-1A-7/7/03 Nacimiento G14 41 Whitley Gardens 46 1 Shandon Paso Robles

Cambria 41

46 Creston

Atascadero 229

101 58 41

Santa Margarita Morro Bay 1 Baywood Park Santa Margarita Los Osos Lake

PACIFIC OCEAN San Luis Obispo County San Luis Regional Airport Obispo LOS PADRES NATIONAL FOREST

227 101 Lopez Lake

Pismo Beach Grover Beach Arroyo Grande 1 1 LOCATION MAP Oceano 101 Twitchell Reservoir

W. FOOTHILL BLVD San Luis Obispo Oso Flaco Lake River 166 Cuyama River Santa Maria NORTH Santa Maria

NOT TO SCALE Guadalupe 101

MADONNA RD

BROAD ST.ST

LOS OSOS VALLEY RD

ORCUTT RD . TANK FARM RD

S. HIGUERA ST.

BUCKLEY RD SAN LUIS OBISPO COUNTY REGIONAL AIRPORT

227

101 EDNA RD

SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 1A LOCATION MAP

TABLE 1A Climate Summary San Luis Obispo, CA Monthly Averages Precipitation Month Maximum (F) Minimum (F) Mean (inches) January 63.1 41.6 5.16 February 64.9 43.4 4.76 March 65.4 43.9 3.68 April 68.4 45.5 1.74 May 70.6 47.5 0.41 June 74.8 50.4 0.07 July 78.1 52.5 0.03 August 79.2 52.8 0.05 September 79.3 52.5 0.34 October 76.6 50.1 0.83 November 70.6 46.1 2.47 December 64.5 42.1 3.77 Annual 71.3 47.4 23.32 Source: Western Regional Climatic Center (period of record: 7/1/1948 – 3/31/2003).

AIRPORT HISTORY at the airport in 1955. San Luis AND ADMINISTRATION Obispo was then without scheduled airline service until 1969, with the ad- The airport was originally built in the vent of Swift Aire. 1930s and operated as a private airport until 1940, when the original air- In 1987, the airport name was port site was acquired by the county. amended to San Luis Obispo County During World War II, the airport op- Airport - McChesney Field, in honor erated as an air defense facility. Im- and memory of Leroy E. McChesney, provements to the airport during the for his leadership and dedication to war years included paved runways, aviation in California. In recent runway and obstruction lighting, and years, to reflect its regional signifi- paved apron areas. The airport was cance, the official name was once returned to the county in 1946 and again amended. Southwest Airways (later known as Pacific Airlines) inaugurated a pas- By the time the control tower opened senger and airline service that year. in 1988, Wings West, Skywest, In 1952, a passenger terminal building WestAir, and later, American Eagle was constructed to better serve air were in operation. Today, three air- passengers. This building served as lines serve the community: United the terminal building until December Express (Skywest), American Eagle, 1983, when the current terminal and America West (Mesa). In addition building was constructed. Southwest to these airlines, two all-cargo opera- Airways discontinued airline service 1-3 tors also serve the airport; Ameriflight plan identifies 3,344 existing airports (UPS) and WestAir (Fed Ex). which are significant to national air transportation, as well as airport de- The airport is owned and operated by velopment necessary to meet the pre- San Luis Obispo County. The county sent and future requirements in sup- also owns and operates Oceano port of civil needs. An airport must be County Airport, which is located on included in the NPIAS to be eligible the coastline, south of Pismo Beach. for federal funding assistance. San The day-to-day administration and Luis Obispo County Regional Airport management of both airports is the is classified as a primary commercial responsibility of the Airports Man- service airport in the NPIAS. ager. “Airports” is a division within the Department of General Services. At the state level, the California De- Overall administration and financial partment of Transportation (CAL- oversight of the two county-owned air- TRANS), Division of Aeronautics, pro- ports falls under the jurisdiction of the vides statewide planning to airports County Administrative Office and five- through its California Aviation System member elected Board of Supervisors. Plan (CASP). The purpose of the CASP is to ensure that the state has Several capital improvement projects an adequate and efficient system of have been completed since the last airports to serve its aviation needs Master Plan was completed in 1998. well into the future. The CASP is re- These projects are summarized in Ta- sponsible for the general supervision ble 1B. of all aeronautics within the state. It is empowered by state law to make rules and regulations governing all airports, flight schools, and all other AIRPORT SYSTEM aeronautical activity. The CASP de- PLANNING ROLE fines the specific role of each airport in the state’s aviation system and devel- Airport planning exists on many lev- ops forecasts for aviation activity in els: local, state, and national. Each the State of California. San Luis level has a different emphasis and Obispo Regional Airport is classified purpose. An airport master plan is as a commercial service airport in the the primary local airport planning Central Coast region. These forecasts document. assist in the identification of airports in need of capital improvements and At the national level, the airport is in- provide a guide for programming fed- cluded in the National Plan of Inte- eral and state development funds. grated Airport Systems (NPIAS). This

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TABLE 1B Capital Projects Completed Since ’98 Master Plan San Luis Obispo County Regional Airport Projected Completed Date Completed Terminal Building Remodeled 1999/2000 Runway 11-29 Extension -Land acquisition -Construction of culvert (approximately 1,100 linear feet) -500’ extension of runway and parallel taxiway (east end) -Realignment of Buckley Road -Signalization of Buckley Road/Hwy 227 intersection -Construction of Taxiway I -Construction of 200-foot Blast Pad (East end, Rwy 11-29) -Installation of REILs to Runway 29 -Relocation of localizer with upgrade from 8 to 14 Antennae Array 2001 Construction of Taxiway M 2001 Expansion of Westside aircraft parking ramp 2001 Construction of aircraft wash-rack pollution discharge elimination system 2001 Publication of three GPS non-precision approaches: -RNAV (GPS) Rwy 11 -RNAV (GPS) Rwy 29 -GPS-A 2001 Construction of Taxiway H 2002 Reconstruction of Taxiway C (instead of constructing a Taxiway D) 2002 Safety Area drainage improvements 2002 Construction of service vehicle access road on west end of Rwy 11-29 2002 Construction of 200-foot Blast Pad (West end, Rwy 11-29) 2002 Pavement rehabilitation of Taxiway A (parallel taxiway to Rwy 11-29) 2002/2003 ASOS Relocation 2003 Source: Airport Records.

AIRPORT FACILITIES tions. The landside category includes those facilities necessary to provide a Airport facilities can be functionally safe transition from surface to air classified into two broad categories: transportation and support aircraft airside and landside. The airside servicing, storage, maintenance, and category includes those facilities di- operational safety. rectly associated with aircraft opera-

1-5 AIRSIDE FACILITIES gational aides. Airside facilities are identified on Exhibit 1B. Table 1C Airside facilities include runways, summarizes airside facility data. taxiways, airfield lighting, and navi-

TABLE 1C Airside Facility Data San Luis Obispo County Regional Airport Runway 7-25 Runway 11-29 Runway Length (feet) 3,260 5,300 Runway Width (feet) 100 150 Runway Surface Material Asphalt Asphalt (Grooved) Condition Fair Good Pavement Markings Precision (11) Basic Nonprecision (29) Runway Load Bearing Strengths (lbs.) Single Wheel Loading (SWL) 12,500 50,000 Double Wheel Loading (DWL) 12,500 65,000 Runway Lighting None High Intensity Taxiway Lighting Medium Intensity Taxiway Lighting (MITL) MALSR (11) Approach Aids None VASI-4L (11 and 29) ILS Runway 11 RNAV (GPS) Runway 11-29 Instrument Approach Procedures VOR or GPS-A Automated Surface Observation System (ASOS) Segmented Circle Weather or Navigational Aids Lighted Wind Cone Source: Airport/Facility Directory, Southwest U.S. (July 10, 2003).

Runways 3,260 feet long, 100 feet wide, oriented in an east-west manner, and con- The existing runway configuration at structed of asphalt. San Luis Obispo County Regional Air- port includes two intersecting run- The load bearing strengths of each ways (Runway 7-25 and Runway 11- runway were also examined. Single 29). The primary runway, Runway wheel loading (SWL) refers to the de- 11-29, is oriented in a northwest- sign of certain aircraft landing gear southeast manner, 5,300 feet long, 150 which has a single wheel on each main feet wide, and constructed of asphalt. landing gear strut. Dual wheel land- The asphalt is grooved to aid with air- ing (DWL) refers to the design of cer- craft braking and water runoff. Run- tain aircraft landing gear which have way 29 has a displaced landing two wheels on each main landing gear threshold of 500 feet. Runway 7-25 is strut. The load bearing strengths on

1-6 02MP21-1A-8/24/04

Tank FarmF Road

arm Road

MALSR

Santa Fe Road Road Fe Fe Santa Santa Santa Fe Road Fe

Buckley RoadRo Blast Pad Blast Pad

Broad Street Street Street Broad Broad Broad Holding Holding Apron Apron B M A VASI-4L VASI-4L Glideslope Antenna Antenna Glideslope C RunwayRunw 7-25 (3,260' x 100') C Aerovista PlacePl ASOS ASOS ay 7-25 (3,260' x 100') ace

Airport Drive K K

Runway 11-29(5,300'x150') Drive E J J

Aero Drive

Highway 227 227 227 Highway Highway Highway Rotating Beacon Rotating Beacon F E Airport Drive FH Segmented Circle & LightedWindcone & LightedWindcone Segmented Circle Control Tower Control Tower G G VASI-4L VASI-4L HHI Buckley Road Buckley Road A I

REIL Blast Pad Apron Apron Holding Localizer Localizer 0 SAN LUIS OBISPOCOUNTY EXISTING AIRSIDE FACILITIES Date ofPhoto:4/9/03 Airport PropertyLine REGIONAL AIRPORT REGIONAL AIRPORT SCALE INFEET LEGEND 800

NORTH Exhibit 1B 1,600 Runway 11-29 are: 50,000 pounds lighting systems, categorized by func- SWL and 65,000 pounds DWL. For tion, are summarized as follows. Runway 7-25, the load bearing strengths are: 12,500 pounds for SWL Identification Lighting: The loca- and DWL. tion of the airport at night is univer- sally identified by a rotating beacon. Both ends of Runway 11-29 are A rotating beacon projects two beams equipped with blast pads. Blast pads of light, one white and one green, 180 are paved areas beyond the runway degrees apart. The rotating beacon at end intended to reduce soil erosion San Luis Obispo County Regional Air- and damage caused by the jet blast of port is located east of the terminal departing aircraft. This reduces the building. chances for debris accumulating on the runway. Holding aprons, which Pavement Edge Lighting: Pave- allow aircraft holding for departure to ment edge lighting utilizes light fix- be passed by other aircraft, are also tures placed near the edge of the available at both ends of Runway 11- pavement to define the lateral limits 29. of the pavement. This lighting is essential for safe operations during night and/or times of low visibility, in Taxiways order to maintain safe and efficient access to and from the runway and Runway 11-29 is equipped with a full- aircraft parking areas. Runway 7-25 length parallel taxiway (A), which is does not have runway lighting and can 50 feet wide. Two sections of Taxiway only be used for daytime visual ap- A were overlaid at the beginning of proach procedures. Runway 11-29 is 2003; however, approximately 500 feet equipped with high intensity runway of taxiway between the terminal ramp lighting (HIRL). Taxiways at the air- and control tower was not repaved. port are equipped with medium intensity taxiway lighting (MITL). At its closest point, the taxiway centerline is 325 feet from the runway Visual Approach Lighting: Two centerline. Several entrance/exit and types of approach lighting systems are connector taxiways are also available. available at the airport to provide the The taxiway system at the airport is pilot with visual clues as to the air- identified on Exhibit 1B. craft’s position relative to the runway. A visual approach slope indicator (VASI-4L) is installed at the approach Airfield Lighting ends of Runway 11-29. A VASI consists of a system of lights located at Airfield lighting systems extend an various distances from the runway airport’s usefulness into periods of threshold. When interpreted by the darkness and/or poor visibility. A va- pilot, these lights give him or her an riety of lighting systems are installed indication of being above, below, or on at the airport for this purpose. These the designed descent path to the runway.

1-7 The approach end of Runway 11 is on the airport. The basic pavement equipped with a Medium Intensity markings on Runway 7-25 identify the Approach Lighting System with Run- runway designation, threshold, and way Alignment Indicator Lights centerline. The nonprecision mark- (MALSR). A MALSR provides visual ings on Runway 29 identify the run- guidance to landing aircraft by radiat- way designation, displaced threshold, ing light beams in a directional pat- centerline, side stripes, and aiming tern by which the pilot aligns the air- point. The precision markings (for the craft with the extended centerline of ILS approach) on Runway 11 identify the runway. the runway designation, threshold, centerline, side stripes, aiming point, and touchdown zone. Runway End Identification Lighting Taxiway and apron centerline markings are provided to assist aircraft us- Runway end identifier lights (REILs) ing these airport surfaces. Taxiway provide rapid and positive identifica- centerline markings assist pilots in tion of the approach end of a runway. maintaining proper clearance from REILs are typically used on runways pavement edges and objects near the without more sophisticated approach taxiway/taxilane edges. Pavement lighting systems. The REIL system edge markings also identify aircraft consists of two synchronized flashing parking and aircraft holding positions. lights, located laterally on each side of the runway facing the approaching aircraft. REILs are installed on the Weather Reporting end of Runway 29. The airport is equipped with an auto- Pilot-Controlled Lighting: All air- mated surface observation system field lighting systems are controlled (ASOS). The ASOS provides auto- through a pilot-controlled lighting sys- mated aviation weather observations tem (PCL). This allows pilots to in- 24 hours a day. The system updates crease the intensity of the airfield weather observations every minute, lighting systems from the aircraft with continuously reporting significant the use of the aircraft’s radio trans- weather changes as they occur. The mitter. At San Luis Obispo County ASOS system reports cloud ceiling, Regional Airport, Runway 11-29 is visibility, temperature, dew point, equipped with PCL. wind direction, wind speed, altimeter setting (barometric pressure), and density altitude (airfield elevation cor- Pavement Markings rected for temperature). The ASOS at San Luis Obispo County Airport is lo- Pavement markings aid in the move- cated on the west side of the field, ment of aircraft along airport surfaces near the glideslope antenna. and identify closed or hazardous areas

1-8 Visual Aids 5:00 a.m. to midnight (or the arrival of the last airline flight). A layout of the The airport is equipped with a lighted existing terminal building, as func- wind cone and segmented circle, which tional uses and square footage, is pre- provides pilots with information about sented on Exhibit 1D. The county is wind conditions. A segmented circle in the process of developing plans to provides traffic pattern information to construct a new terminal facility south pilots. The lighted wind cone and and east of the current structure. segmented circle are located south of Runway 11-29 at mid-field. Runway 11-29 also has lighted supplemental General Aviation Operators wind cones at each end. A full range of aviation services are provided at San Luis Obispo County LANDSIDE FACILITIES Regional Airport. There are two fixed based operators (FBOs) available at Landside facilities are the ground- the airport; ACI Aviation Services and based facilities that support the air- San Luis Obispo Fuel Service. These craft and pilot/passenger handling two FBOs offer aviation fuel (100LL functions. These facilities typically and Jet A), aircraft hangars, a passen- include the terminal building, aircraft ger terminal and lounge, aircraft char- storage/ maintenance hangars, air- ters, aircraft maintenance, catering, craft parking aprons, and support fa- rental cars, and courtesy transporta- cilities such as fuel storage, automo- tion. In addition to these two FBOs, bile parking, roadway access, and air- several additional aviation businesses craft rescue and firefighting. Land- are available at the airport. A brief side facilities are identified on Ex- description of these businesses and hibit 1C, which corresponds with Ta- the services they offer are listed below: ble 1D. • Air San Luis – Flight training, aircraft rental, aerial Passenger Terminal Building tours/sightseeing, aircraft charters, aircraft maintenance/ The existing passenger terminal build- modifications, aircraft painting faces Runway 11-29 and is ac- ing/interiors cessed from Aero Drive. The terminal building totals approximately 14,400 • Coastal Air Maintenance – square feet and was constructed in Aircraft maintenance, aircraft 1983. It was remodeled in 2000 to parts, oxygen service provide additional airline outbound bag area, arrival area (by relocating • Experimental Aircraft Asso- rental car counters into a new area), ciation (EAA), Chapter 170 – and departure lounge area (64 total Aviation organization seats). Hours of operation are from

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TABLE 1D Landside Facility Inventory San Luis Obispo County Regional Airport Facility No. Facility Description Building Area (S.F.) 1 Administration/Terminal Building 14,400 2 Spirit of San Luis Restaurant 2,200 3 Electrical Vault 400 4 Air Traffic Control Tower (ATCT) 1,900 5 Fixed Based Operator and Shop 2,300 6 Hangar and Shop 5,900 7 Hangar and Shop 3,400 8 Hangar and Shop 6,100 9 Portable Hangar and Shop 600 10 Hangar and Shop 2,100 13 T-Hangar (9 units) 10,100 14 T-Hangar (5 units) 3,000 15 T-Hangar (5 units) 3,900 17 Portable Hangar (20 units) 13,430 18 ARFF Facility - To be constructed. 8,700 19 Animal Shelter 4,500 21 Hangar (2 units) 6,400 22 Hangar (2 units) 11,100 23 Hangar (6 units) 11,100 24 Hangar (6 units) 7,300 25 T-Hangar (14 units) 12,100 26 T-Hangar (14 units) 12,100 27 Hangar (6 units) 15,100 28 Hangar/Fixed Base Operator/Shop (D) (7 units) 25,100 29 Hangar/Fixed Base Operator/Shop (C) (5 units) 14,100 30 Hangar/Fixed Base Operator/Shop (B) (3 units) 8,200 31 Hangar/Fixed Base Operator/Shop (A) (2 units) 11,100 32 Portable Hangar (7 units) 7,800 33 T-Hangar (9 units) 10,600 34 Fixed Base Operator –Air San Luis (ASL) 1,500 35 Portable Hangar (5 units) 3,600 36 T-Hangar (7 units) 7,600 37 T-Hangar (8 units) 7,600 38 Storage Sheds 3,000 39 Fuel Tanks – Above Ground (2) - 40 American Eagle Hangar 22,500 41 Maintenance Building 3,200

1-10 02MP21-1C-8/24/04

Tank Farm Road

Santa Fe Road Road Road Fe Fe Fe Santa Santa Santa 21 22 31 23

29 30 Broad Street Street Street Broad Broad Broad 28 24 25 26 27 Apron/Tie-Downs Apron/Tie-Downs 32 39 33 35 34 17 36 37 Aerovista Place

Airport Drive 40 Parking Lot #1 Lot #1 41 Parking Parking Commercial Apron Lot #4 1 Parking Parking

Lot #3 Aero Drive 2

3 Parking Parking

Highway 227 227 Highway Highway Lot #5 227 Highway Lot #5 Parking Lot #2 Parking 6

Airport Drive 4 5 7 8 Tie-Downs Tie-Downs Apron/ Apron/ 10 9 Buckley Road 15 13 14 18 19 0 EXISTING LANDSIDE FACILITIES Corresponds WithTable1D Corresponds WithTable1D SAN LUIS OBISPOCOUNTY Date ofPhoto:4/9/03 Airport PropertyLine REGIONAL AIRPORT REGIONAL AIRPORT SCALE INFEET LEGEND 500

NORTH Exhibit 1C 1,000 02MP21-1D-10/15/03 OUTBOUND BAG BELT ELECTRICAL STORAGE 59 sq.ft. 156 sq.ft. DEPARTURES ADDITION 411 sq.ft. COUNTERS TICKET 109 sq.ft. WOMEN AIRLINE SECURITY 47 sq.ft. EMPLOYEE LOUNGE 131 sq.ft. ELEC/TEL DEPARTURES LOUNGE MEN 219 sq.ft. 1,805 sq.ft. WOMEN WOMEN MEN 2,303 sq.ft. 74 sq.ft. LOBBY UTILITY OFFICE SEATING AREA 258 sq.ft. 256 sq.ft. 168 sq.ft. 125 sq.ft. AIRLINE AIRLINE SNACK BAR 210 sq.ft. TSA E WOMEN MEN INFO. DESK STORAGE STORAGE 175 sq.ft. 116 sq.ft. 116 sq.ft. 110 sq.ft. 158 sq.ft. STORAGE 97 sq.ft. 94 sq.ft. CORRIDOR ARRIVALS BAGGAGE CAROUSEL 1,437 sq.ft. ARRIVALS INBOUND BAG BELT 473 sq.ft. RENTAL CAR CAR STORAGE SOURCE: OdellAssociates NOT TOSCALE Information Desk Employee Lounge/Office Circulation Restrooms Administration (TSA) Transportation Security Concession Hold Room Security Baggage Rental Car Airline LEGEND SAN LUIS OBISPOCOUNTY TERMINAL BUILDING LAYOUT

REGIONAL AIRPORT REGIONAL AIRPORT NORTH Exhibit 1D • Golden State Propeller – Air- hangars provide a large, open space, craft maintenance, aircraft free from roof support structures. parts They have the capability to accommodate several aircraft simultaneously, • Helipro Inc. – Flight training, and are typically 10,000 square feet or aircraft rental, aerial tours/ greater in size. Executive hangars sightseeing provide the same type of aircraft storage as conventional hangars, but are • MarcAir – Aircraft charter normally less than 10,000 square feet. T-hangars provide for individual han- • PCF Aviation – Passenger gar facilities within a larger contigu- terminal and lounge, flight ous facility. Port-a-port hangars training, aircraft rental, aerial (portables) are similar to T-hangars in tours/sightseeing, aircraft char- that they provide individual aircraft ters, pilot supplies, Internet ac- storage, but they can be easily relo- cess cated or moved. Exhibit 1C (corresponds with Table 1D) depicts the lo- • San Luis Avionics – Avionics cation of aircraft storage facilities at sales and service San Luis Obispo County Regional Air- port. • San Luis Obispo Pilots Asso- ciation (SLOPA) – Aviation organization Maintenance/Storage

• Shoreline Helicopter – Scenic A 3,200 square-foot maintenance tours building is located northwest of the terminal building. This facility is used • Spirit of San Luis – Restau- to store equipment and vehicles used rant in general maintenance activities at the airport. • Victory Aviation – Flight Training Aircraft Parking Aprons • Vintage Aero – Aircraft maintenance, aircraft parts There are three apron areas at San Luis Obispo County Regional Airport. There is a commercial apron in front Aircraft Storage Facilities of the passenger terminal to serve scheduled flights. This concrete apron Hangar space at San Luis Obispo totals approximately 25,000 square County Regional Airport is comprised yards. An apron used for general of large conventional hangars, smaller aviation and air cargo is located east executive hangars, T-hangars, and of the commercial apron and totals port-a-port hangars. Conventional approximately 30,000 square yards. 1-11 There are approximately 65 aircraft hour metered spaces, 13 30-minute tiedown positions available on this metered spaces, and six handicapped apron for single/multi-engine based parking spaces. Patrons can also use and transient aircraft. The third parking envelopes to park for 72 hours apron area, which totals approxi- maximum at any of the 24-hour me- mately 40,000 square yards, is located ters. Parking Lot #3 is located east of southwest of the intersection of Run- Aero Drive and has 84 rental car ways 7-25 and 11-29. There are ap- ready spaces, and 11 restaurant em- proximately 96 aircraft tiedown posi- ployee spaces. A pedestrian ramp tions on this apron for single/multi- provides access to Parking Lot #3. engine based and transient aircraft. Parking Lot #4, which is located at the intersection of Aero Drive and Airport Drive, has 71 long-term spaces and Terminal Access and Parking three recreational vehicle spaces. Parking Lot #5 is located north of Access to the terminal building is via Parking Lot #4 along Aero Drive and Aero Drive from Highway 227. Aero has approximately 450 long-term Drive extends south along the east parking spaces. Terminal employee side of the terminal building, then parking is located in a small lot west turns east and loops around a parking of the terminal building. Employee lot to connect with Airport Drive. A parking is also available along Airport curb cut along the portion of Aero Drive. The parking lots are identified Drive that parallels the ticket lobby is on Exhibit 1C. available for the loading and unload- ing of passengers and luggage. A curb cut directly opposite of this area is Fuel Facilities available for the queuing of taxis. Two 15,000-gallon aboveground fuel There are a total of approximately 566 tanks (100LL and Jet A) are located parking spaces (public and rental car) on the west apron and provide fuel available at San Luis Obispo County storage at San Luis Obispo County Regional Airport, in five separate Regional Airport. Fueling to aircraft parking lots. These include short- is provided by multiple fueling trucks. term, long-term, and handicapped spaces. Parking Lot #1 is located on Temporary fuel storage is located on the north side of the terminal build- the east apron and includes 12,000 ing, west of Aero Drive. Based upon gallons of 100LL fuel and 15,000 gal- the current configuration, there are 84 lons of Jet A fuel. In this same loca- parking spaces within this lot; 80 long- tion, there is also a 3,000-gallon tank term and four handicapped parking of automobile gas, which is available spaces. Parking Lot #2 is circled by for use by all rental car companies lo- Aero Drive and presently has 80 24- cated on-airport.

1-12 Aircraft Rescue and ENROUTE NAVIGATION Firefighting (ARFF) AND AIRSPACE

The airport’s previous ARFF facility, Navigational aids are electronic de- Fire Station 21, was constructed in vices that transmit radio frequencies, 1977. The station, which was located which pilots of properly equipped air- on the east side of the airfield, adja- craft translate into point-to-point cent to Highway 227, has been razed. guidance and position information. A new facility, which is being con- The types of electronic navigational structed north of the old site, will total aids available for aircraft flying to or 8,700 square feet. from San Luis Obispo County Re- gional Airport include the very high The airport is required to maintain frequency omnidirectional range airport rescue and firefighting (ARFF) (VOR) facility and global positioning capabilities under F.A.R. Part 139, system (GPS). which governs the operation of airports with scheduled or unscheduled The VOR, in general, provides azi- passenger service by aircraft with muth readings to pilots of properly more than 30 seats. San Luis Obispo equipped aircraft by transmitting a County Regional Airport has been radio signal at every degree to provide classified with Index A requirements, 360 individual navigational courses. which apply to airports servicing air- Frequently, distance measuring craft less than 90 feet in length. The equipment (DME) is combined with a airport operates under Index A, but its VOR facility (VOR/DME) to provide equipment meets the more demanding distance as well as direction informa- requirements of Index B, which apply tion to the pilot. In addition, military to airports servicing aircraft less than TACAN and civil VORs are commonly 126 feet. Specifications have been de- combined to form a VORTAC. A veloped for the trucks in terms of dry VORTAC provides distance and direc- chemicals, water, and foam application information to civil and military tion agents they are required to carry. pilots. Pilots flying to or from the airport can utilize the Morro Bay VOR- TAC located 5.5 miles west of the air- Utilities port. Exhibit 1E, a map of the regional airspace system, depicts the lo- Utilities on the airport property are cation of the Morro Bay VORTAC. provided by the following companies: GPS is an additional navigational aid • Electricity – Pacific Gas & Elec- for pilots enroute to the airport. GPS tric was initially developed by the United • Natural Gas – Southern Califor- States Department of Defense for mili- nia Gas Company tary navigation around the world. In- • Water – City of San Luis Obispo creasingly, GPS has been utilized • Telephone – Pacific Bell more in civilian aircraft. GPS uses

1-13 satellites placed in orbit around the (GPS) Runway 11, RNAV (GPS) Run- globe to transmit electronic signals, way 29, and VOR/TACAN (GPS-A). which properly equipped aircraft use Only the approach to Runway 11 is a to determine altitude, speed, and posi- precision instrument approach, pro- tion information. GPS allows pilots to viding the pilot with vertical descent navigate to any airport in the country information as well as course guidance and they are not required to navigate information. using a specific navigational facility. The FAA is proceeding with a program The capability of an instrument ap- to gradually replace all traditional en- proach is defined by the visibility and route navigational aids with GPS over cloud ceiling minimums associated the next 20 years. with the approach. Visibility minimums define the horizontal distance In July 2003, the FAA commissioned a that the pilot must be able to see in Wide Area Augmentation System order to complete the approach. Cloud (WAAS), which is a GPS-based navi- ceilings define the lowest level a cloud gation and landing system that pro- layer (defined in feet above the vides guidance to aircraft at thou- ground) can be situated for the pilot to sands of airports and airstrips where complete the approach. If the ob- there is currently no precision landing served visibility or cloud ceilings are capability. Systems such as WAAS below the minimums prescribed for are known as satellite-based augmen- the approach, the pilot cannot com- tation systems (SBAS). WAAS is de- plete the instrument approach. The signed to improve the accuracy and different minimum requirements for ensure the integrity of information visibility and cloud ceilings are varied, coming from GPS satellites. The FAA dependent on the approach speed of is using WAAS to provide Lateral the aircraft. Navigation/Vertical Navigation (LNAV/VNAV) capability. The ILS Runway 11 approach provides the airport with its lowest minimums. Utilizing this approach, a properly INSTRUMENT APPROACH equipped aircraft can land at the air- PROCEDURES port with 200-foot cloud ceilings and one-half mile visibility for aircraft in Instrument approach procedures are a any category. The ILS Runway 11 ap- series of predetermined maneuvers proach can also be utilized as a local- established by the FAA using elec- izer only or circling approach. When tronic navigational aids that assist pi- using only the localizer portion of the lots (operating properly equipped air- ILS (for course guidance only), the craft) in locating and landing at an cloud ceilings increase to 900 feet airport during low visibility and cloud above ground level for all aircraft ceiling conditions. At San Luis Obispo categories and the visibility mini- County Regional Airport, there are mums increase to three-fourths mile four published public instrument ap- for aircraft in category B; two miles for proaches: ILS Runway 11, RNAV aircraft in category C; and two and

1-14 02MP21-1E-8/24/04 CALIFORNIA SEA CALIFORNIA CALIFORNIA SEA CALIFORNIA OTTER REFUGE OTTER REFUGE REFUGE NOT TOSCALE

NORTH

VR1262

HUNTER LOW D & HIGH MO HIGH & D L LOW L HUNTER HUNTER HUNTER

VR249

OW OW OW

V 27 V

D & HIGH MOA HIGH & D Wilderness Areas Military TrainingRoutes Victor Airways Compass Rose VORTAC runways lessthan8,069' greater than8,069'orsomemultiple Airports withhard-surfacedrunways 1,500' to8,069'inlength Airport withhard-surfacedrunways MOA HIGH & D A

RESTRICTED

HUNTER L L HUNTER HUNTE HUNTER R-2513

HUNTER LOW C HUNTER LOW C

R LOW E & H & E LOW R & HIGHMOA & HIGHMOA

OW OW OW

E & HIGH MOA HIGH & E E & HIGH MOA HIGH & E HUNTER LOW A HUNTER LOW A

& HIGHMOA & HIGHMOA

IGH MO IGH A HUNTER LOW B HUNTER LOW B

& HIGHMOA & HIGHMOA

ROBERTS MOA R ROBERTS Morro Bay MOA ROBERTS Morro Bay

VORTAC OBER VORTAC

V 25 V VR1256 MOA TS

R-2504 V 248 V RESTRICTED RESTRICTED RESTRICTED RESTRICTED V 113 LEGEND

VANDENBERG AFB VANDENBERG AFB R-2516 R-2516

R-2517 R-2517 PASO ROBLES COUNTY REGIONAL 113 V Military OperationsAres(MOA) Warning andAlertArea Prohibited, Restricted, that abutsClassGairspace 1200 ft.orgreaterabovesurface Class EAirspacewithfloor 700 ft.abovesurface Class EAirspacewithfloor Class EAirspace Class DAirspace Class CAirspace Paso Robles Paso Robles SAN LUISOBISPO VORTAC VORTAC OCEANO CO. OCEANO CO. AIRPORT R-2534 R-2534 B LOMPOC LOMPOC SANTA MARIA SANTA MARIA HANCOCK

WILDERNESS WILDERNESS

V 485 V

V 248 V

R-2534 27 V R-2534

GARCIA GARCIA AREA VR1256 AREA CONDORCONDOR A A

STUDY AREAS

VR1262 V 137 V

VORTAC VORTAC

Gaviota Gaviota

V 25 V V 107 V SANTA YNEZ SANTA YNEZ SAN LUISOBISPO COUNTY July10,2003 OceanicandAtmospheric Chart,USDepartmentof Administration Commerce, LosAngelesSectional Source: National WILDERNESS MACHESNA MACHESNA MOUNTAIN MOUNTAIN BEARTRAP BEARTRAP CANYON AREA REGIONAL AIRPORT REGIONAL AIRPORT VORTAC VORTAC Fellows Fellows VORTAC VORTAC WILDERNESS AREA WILDERNESS AREA Avenal Avenal SAN RAFAEL

SANTA BARBARA VR1257 AREA AIRSPACE CONDOR SANCTUARY CONDOR SANCTUARY SISQUOC SISQUOC NEW CUYAMA NEW CUYAMA

San Marcus San Marcus VORTAC 107 V VORTAC LOST HILLS- LOST HILLS-

Exhibit 1E

KERN CO. KERN CO.

V 137 V

V 485 V V 248 V one-fourth miles for aircraft in cate- airspace must be in contact with the gory D. When using the ILS ap- air traffic control facility responsible proaches to land at a different runway for that particular airspace. Class E end (defined as a circling approach), airspace is controlled airspace that en- the cloud ceilings increase to 900 feet compasses all instrument approach above ground for aircraft in categories procedures and low-altitude federal A and B; 1,000 feet for aircraft in airways. Only aircraft conducting in- category C; and 1,100 feet for aircraft strument flights are required to be in in category D. The visibility mini- contact with air traffic control when mums increase to one mile for aircraft operating in Class E airspace. Air- in category A; one and one-fourth craft conducting visual flights in Class miles for aircraft in category B; two E airspace are not required to be in and three-fourth miles for aircraft in radio communications with air traffic category C; and three miles for aircraft control facilities. Visual flight can in category D. only be conducted if minimum visibility and cloud ceilings exist. Class G airspace is uncontrolled airspace that Vicinity Airspace does not require contact with an air traffic control facility. To ensure a safe and efficient airspace environment for all aspects of avia- Airspace in the vicinity of San Luis tion, the FAA has established an air- Obispo County Regional Airport is de- space structure that regulates and es- picted on Exhibit 1E. Class D air- tablishes procedures for aircraft using space surrounds the airport in a ra- the National Airspace System. The dius of approximately five statute U.S. airspace structure provides two miles, beginning at the surface and basic categories of airspace, controlled extending up to 2,700 feet MSL. This and uncontrolled, and identifies them Class D airspace is in effect when the as Classes A, B, C, D, E, and G. tower is operating (6:00 a.m. to 8:00 p.m.). During the period when the Class A airspace is controlled airspace airport traffic control tower is closed, and includes all airspace from 18,000 the Class D airspace surrounding the feet MSL to Flight Level 600 (ap- airport reverts to Class E airspace. proximately 60,000 feet MSL). Class B airspace is controlled airspace sur- For aircraft arriving or departing the rounding high-capacity commercial regional area using VOR facilities, a service airports (i.e., San Francisco system of Federal Airways, referred to International Airport). Class C air- as Victor Airways, has been estab- space is controlled airspace surround- lished. Victor Airways are corridors of ing lower activity commercial service airspace eight miles wide that extend airports and some military airports. upward from 1,200 feet AGL to 18,000 Class D airspace is controlled airspace feet MSL and extend between VOR surrounding airports with an airport navigational facilities. As shown on traffic control tower. All aircraft oper- Exhibit 1E, Victor Airways in the ating within Classes A, B, C, and D

1-15 area emanate from the Morro Bay Center (ARTCC). ARTCCs control VORTAC. aircraft in a large geographic area. The Los Angeles ARTCC serves pri- There are several areas of special-use marily the southern one-third of the airspace in the vicinity of the airport. State of California. All aircraft in ra- This includes Military Operations Ar- dio communication with the ARTCC eas (MOAs), restricted areas, and con- will be provided with altitude (IFR trol areas. Civil aircraft operations aircraft), aircraft separation (all IFR within these areas are specifically re- and some VFR aircraft), and route stricted at various times and altitudes. guidance (IFR aircraft) to and from Located to the northwest of the airport the airport. The ARTCC directs air- are the Hunter Low A, Low B, Low D, craft until the pilot can contact the Low E, and High MOAs; Roberts airport traffic control tower on the MOA; and restricted areas R-2504 and airport. The Hawthorne Flight Ser- R-2513. To the south of the airport vice Station (FSS) provides additional are restricted areas R-2516, R-2517, information to pilots operating in the R-2534A, and R-2534B. West of the vicinity of the airport. airport, over the Pacific Ocean, is Con- trol Area 1155L. The hours that these areas are in use and the altitudes that AREA AIRPORTS are restricted vary. This information can be found on the Los Angeles Sec- A review of airports within 30 nautical tional Chart. miles of San Luis Obispo County Re- gional Airport has been made to identify and distinguish the type of air Air Traffic Control service provided in the area surrounding the airport. Public-use airports The airport traffic control tower at within 30 nautical miles of the airport San Luis Obispo County Regional Air- were previously illustrated on Exhibit port controls air traffic within the 1E. Information pertaining to each Class D airspace surrounding the air- airport was obtained from FAA report. The airport does not have local cords. radar coverage (below 5,000 feet), although the FAA is in the process of Oceano County Airport is located adding coverage along the Central approximately eight nautical miles Coast from Santa Barbara. The air- (nm) south of the airport. Oceano port traffic control tower is located County Airport is owned and operated east of the passenger terminal build- by San Luis Obispo County. Runway ing and operates daily from 6:00 a.m. 11-29 is 2,325 feet long, 50 feet wide, to 8:00 p.m. constructed of asphalt, and limited to use by aircraft of 12,500 pounds or Aircraft arriving and departing the less. The airport is not equipped with San Luis Obispo County Regional Air- a control tower and does not have any port area are controlled by the Los published instrument approaches. Angeles Air Route Traffic Control There are 21 aircraft based at Oceano

1-16 County Airport, all of which are sin- LAND USE REGULATIONS gle-engine. Services available at the airport include aircraft parking (ramp The San Luis Obispo General Plan and tiedown) and aerial tours/ sight- outlines the desired future land use seeing. patterns for the city. The most recent General Plan was adopted in Decem- Santa Maria Public/Captain G. ber of 2001. The General Plan Map Allan Hancock Field is located ap- associated with that document desig- proximately 22 nm south-southeast of nated the land use for the parcels im- the airport. There are two runways mediately to the north, west, and available for use. The longest runway south of the airport as Service and is 6,304 long, 150 feet wide, and con- Manufacturing. This general plan structed of asphalt with a grooved sur- classification includes uses such as face. The airport is served by a control vehicle repair and sales, fabrication, tower which operates from 6:00 a.m. to storage, and certain types of offices. 10:00 p.m. There are four published Additionally, the General Plan desig- instrument approaches available at nated the parcels to the southwest as the airport. Approximately 198 air- Suburban Residential. This area will craft are based at the airport, mostly be developed with houses on one-acre single-engine. Services available at lots and limited municipal services. the airport include 100LL and Jet A fuel sales, tie-downs, aircraft mainte- Northwest of the airport is an area nance, flight instruction, aircraft that is subject to the Airport Area rental, aerial tours/sightseeing, air- Master Plan. A draft version of this craft painting/interior, and avionics document was presented for comments sales and service. Scheduled airline in 2002, but a final plan has not been passenger service is provided from this formally adopted. airport. The Margarita Area Specific Plan Paso Robles Municipal Airport is is for a residential development north- located approximately 26 nm north of west of the airport. The Specific Plan the airport. There are two runways has not been formally adopted by the available for use. The longest runway City of San Luis Obispo. However, the is 6,009 feet long, 150 feet wide, and Airport Land Use Commission has constructed of asphalt. The airport is formulated specific policies for this de- not served by a control tower. There velopment. are three published instrument approaches to the airport. Approxi- The land southeast of the airport is mately 160 aircraft are based at the under the planning jurisdiction of the airport, the majority of which are sin- County of San Luis Obispo. This land gle-engine. Services available at the is zoned for agricultural use. airport include 100LL and Jet A fuel sales, tie-downs, aircraft maintenance, San Luis Obispo County Regional Air- flight instruction, aircraft charters, port’s rules and regulations regarding and aerial tours/sightseeing. height and hazard zoning are found in

1-17 the county’s General Plan, Land Use tained from the U.S. Census Bureau. Ordinance, Title 22. According to 2000 Census data, Cali- fornia had the largest population increase of all fifty states since 1990, SOCIOECONOMIC adding nearly four million people, CHARACTERISTICS with an average annual growth rate of 1.3 percent. As a result, California’s

33.9 million residents make it the A variety of historical and forecast so- most populous state in the country cioeconomic data related to the re- and account for 12 percent of the na- gional area was collected for use in tion’s total population. The California various elements of this master plan. State Department of Finance, Demo- This information assists in the deter- graphic Research Unit, provided popu- mination of aviation service level relation projections through the year quirements at the airport. Aviation 2020. Extrapolation of these projec- activity is influenced by the popula- tions yields approximately 47.8 million tion base, economic strength of the re- people by the year 2023. gion, and the ability of the region to sustain a strong economic base over San Luis Obispo County experienced an extended period of time. Historical an average annual growth rate of 1.3 population, employment, and economic percent between 1990 and 2000, add- data were obtained for use in this ing approximately 29,500 new resi- study. dents. The county is expected to grow

to 412,760 residents by the year 2023,

an increase of 166,000 residents over POPULATION the year 2000. Historical and forecast population data for San Luis Obispo Population is one of the most impor- County and the State of California is tant elements to consider when plan- presented in Table 1E. ning for future needs of the airport. Historical population data was ob-

TABLE 1E Historical and Forecast Population San Luis Obispo County and State of California

HISTORICAL FORECAST Avg. Ann. Growth Rate Area 1990 2000 2008 2013 2023 (2000-2023) San Luis Obispo County 217,162 246,681 308,140 343,030 412,760 2.26% State of California 29,760,021 33,871,648 39,122,750 41,714,220 47,796,040 1.51% Source: Historical – U.S. Census Bureau; Forecast – Interpolated from California State Department of Fi- nance, Demographic Research Unit.

1-18

EMPLOYMENT nia’s unemployment rate, suggestive of employment opportunities in the Analysis of a community’s employ- area. The county’s unemployment ment base can be valuable in deter- rate has continuously fallen since mining the overall well-being of that 1993, when it was at a high of 8.1 per- community. In most cases, the com- cent. Currently, the county’s unem- munity make-up and health are sig- ployment rate (an average of January nificantly impacted by the number of through July) stands at 3.4 percent. jobs, variety of employment opportuni- While the state’s unemployment rate ties, and types of wages provided by has also decreased since 1993, it is local employers. still twice as high as that of the county’s. Table 1F provides historical Since 1993, annual average unem- employment characteristics in San ployment rates for both San Luis Luis Obispo County and the State of Obispo and neighboring counties have California from 1993 to present. been consistently lower than Califor-

TABLE 1F Historical Unemployment Rates

1993 1995 1997 1999 2001 2003* San Luis Obispo County 8.1% 6.6% 4.7% 3.2% 2.8% 3.4% State of California 9.4% 7.8% 6.3% 5.2% 5.4% 6.8% Source: California Labor Market Information. *2003 totals are year-to-date average (January-July).

Historical and forecast employment by ble 1G, was obtained from the Com- economic sectors for San Luis Obispo plete Economic and Demographic Data County was also examined. This in- Source (CEDDS) 2003. formation, which is presented in Ta-

TABLE 1G Employment by Economic Sector San Luis Obispo County % of Total % of Total Avg. Annual Employ- Employ- Growth Rate Economic Sector 2003 ment 2023 ment (2003-2023) Total Employment 138,760 100.0% 198,390 100.0% 1.8% Mining 320 0.2% 375 0.2% 0.8% Construction 11,280 8.1% 14,850 7.5% 1.4% Manufacturing 9,310 6.7% 12,680 6.4% 1.6% Transportation & Public Utilities 6,070 4.4% 7,540 3.8% 1.1% Wholesale Trade 4,290 3.1% 5,960 3.0% 1.7% Retail Trade 28,580 20.6% 36,150 18.2% 1.2% Finance, Insurance, & Real Estate 13,330 9.6% 16,940 8.5% 1.2% Services 44,190 31.8% 74,900 37.8% 2.7% Government 21,390 15.4% 28,995 14.6% 1.5% Source: Complete Economic and Demographic Data Source (CEDDS) 2003.

1-19

San Luis Obispo’s economy is based crease at an average annual rate of 1.8 largely on tourism and education. As percent, adding over 198,000 new jobs. a result, services, government, and re- The services, retail trade, and gov- tail trade are significant industries in ernment industries will continue to the county. Services, the largest in- dominate employment, accounting for dustry in the county, provides over over 70 percent of all employment in 44,000 jobs, or 31.8 percent of total San Luis Obispo County by 2023. employment. Retail trade, the second Strength factors for future growth in largest industry, accounts for just over the county include education, through 20 percent of total employment, with county and post-secondary schools, 28,850 jobs reported. Government is and tourism, which are expected to also a significant sector of employment remain strong assets in the county’s in the county, with over 21,000 jobs economic growth. reported in 2003. The majority of government jobs in San Luis Obispo The major employers in San Luis County are in the local government Obispo County have also been exam- sector. ined. The 15 largest employers in the county are presented in Table 1H. The current industry projections for The total number of employees was the county, through the year 2023, in- not available; therefore, the employers dicate that total employment will in- are listed in alphabetical order.

TABLE 1H Major Employers in San Luis Obispo County Employer Name Location (city) Industry Arroyo Grande Community Hospital Arroyo Grande Hospital/Medical Arroyo Grande High School Arroyo Grande Education Atascadero State Hospital Atascadero Hospital/Medical California Polytech State University San Luis Obispo Education California State Prison San Luis Obispo Government French Hospital Medical Center San Luis Obispo Hospital/Medical JIT Manufacturing Inc. Paso Robles Misc. Manufacturing Mid-State Bank Arroyo Grande Commercial Banking Pacific Gas & Electric Co. San Luis Obispo Electric Services Paris Precision Products Paso Robles Fabricated Structural Metal Products Ramirez Farm Labor Shandon Personnel Supply Services Sierra Vista Regional Medical Center San Luis Obispo Hospital/Medical Talley Farms Arroyo Grande Wholesale Grocery & Related Prod. Twin Cities Community Hospital Templeton Hospital/Medical Wal-Mart Paso Robles Department Store Source: California Labor Market Information, Employment Development Department.

1-20

INCOME County has remained lower than that of both the State of California and the Table 1J compares the per capita United States since 1990. This trend personal income (PCPI), adjusted is expected to continue through the for1996 dollars, for San Luis Obispo planning period. Forecasts indicate County, the State of California, and an average annual increase of 1.1 per- the United States. As shown in the cent (2000-2023) for the county, the table, the PCPI of San Luis Obispo state, and the nation.

TABLE 1J Personal Income Per Capita (1996$) HISTORICAL FORECAST Avg. Ann. Avg. Ann. Increase Increase (1990- (2000- Area 1990 2000 2000) 2008 2013 2023 2023) SLO County $20,820 $25,070 1.9% $27,140 $28,660 $32,130 1.1% California $25,550 $29,930 1.6% $32,450 $34,250 $38,180 1.1% United States $22,860 $27,430 1.8% $29,950 $31,690 $35,510 1.1% Source: Complete Economic and Demographic Data Source (CEDDS) 2003.

SUMMARY ventory process. The following listing reflects a partial compilation of these The information discussed on the pre- sources. This does not include data vious pages provides a foundation provided by airport management as upon which the remaining elements of part of their records, nor does it in- the planning process will be con- clude airport drawings and photo- structed. Information on current air- graphs which were referenced for in- port facilities and utilization will serve formation. On-site inventory and in- as a basis, with additional analysis terviews with staff tenants also con- and data collection, for the develop- tributed to the inventory effort. ment of forecasts of aviation activity and facility requirement determina- 1998 Airport Master Plan Update, tions. The inventory of existing condi- Coffman Associates in association tions is the first step in the process of with Tartaglia Engineering and Dr. determining those factors which will Lee McPheters. meet projected aviation demand in the community and region. Airport/Facility Directory, Southwest U.S., U.S. Department of Transporta- tion, Federal Aviation Administration, DOCUMENT SOURCES National Aeronautical Charting Of- fice, September 4, 2003 Edition. As mentioned earlier, a variety of different sources were utilized in the in-

1-21 Drainage Study for San Luis Obispo U.S. Terminal Procedures, Southwest County Regional Airport, Tartaglia U.S., U.S. Department of Transporta- Engineering, July 2001. tion, Federal Aviation Administration, National Aeronautical Charting Of- Economic and Operational Analysis of fice, August 8, 2003 Edition. Regional Jets, prepared for San Luis Obispo Council of Governments, A number of Internet sites were also SH&E International Air Transport used to collect information for the in- Consultancy, September 2002. ventory chapter. These include the following: Los Angeles Aeronautical Chart, U.S. Department of Transportation, Fed- California Labor Market Information: eral Aviation Administration, Na- www.calmis.ca.gov tional Aeronautical Charting Office, 73rd Edition, July 10, 2003. California State Department of Transportation: National Plan of Integrated Airport www.dot.ca.gov/ Systems (NPIAS), U.S. Department of Transportation, Federal Aviation Ad- City of San Luis Obispo (Homepage): ministration, 2001-2005. www.ci.san-luis-obispo.ca.us/

Pavement Management System for FAA 5010 Data: San Luis Obispo County Regional Air- www.airnav.com port, Tartaglia Engineering, March 2001. San Luis Obispo County (Homepage): www.co.slo.ca.us San Luis Obispo Airport Area Specific Plan, City of San Luis Obispo, Janu- San Luis Obispo County Regional Air- ary 2002. port (Homepage): www.sloairport.com San Luis Obispo County Profile, State U.S. Census Bureau: of California Employment Develop- www.census.gov/ ment Department, 2002.

1-22 Chapter Two SAN LUIS OBISPO COUNTY FORECASTS REGIONAL AIRPORT CHAPTER TWO

SAN LUIS OBISPO COUNTY FORECASTS REGIONAL AIRPORT

This chapter will provide forecasts of aviation activity through the year 2023. Forecasts of annual enplanements, based aircraft, based aircraft fleet mix, annual aircraft operations, peak hour operations, and annual instrument approaches will serve as the basis for facility planning. The resulting forecast may be used for several purposes including facility needs assessments, airfield capacity evaluation, and environmental evaluations. The forecasts publication are forecasts for air carriers, will be reviewed and approved by the regional/commuters, general aviation, Federal Aviation Administration (FAA) air cargo, and military activity. The to ensure that they are reasonable forecasts are prepared to meet budget projections of aviation activity. The and planning needs of the constituent intent is to permit San Luis Obispo units of the FAA and to provide County to make the necessary planning information that can be used by state and adjustments to ensure the facility meets local authorities, the aviation industry, projected demands in an efficient and and by the general public. The current cost-effective manner. edition when this chapter was prepared was FAA Aerospace Forecasts-Fiscal Years 2003-2014, published in March 2003. The NATIONAL AVIATION TRENDS forecasts use the economic performance of the United States as an indicator of Each year, the FAA publishes its national future aviation industry growth. aviation forecast. Included in this Similar economic analyses are applied

2-1 to the outlook for aviation growth in percent for the entire year, it was international markets. down 19.0 percent in September, wip- ing out most of the gains recorded in The FAA expects modest recovery in the previous 11 months. Prior to this 2003. However, a return to pre- event, the commercial aviation indus- September 11 levels is not expected to try recorded its seventh consecutive be achieved until 2005, and even then year of strong traffic growth in 2000. the level of enplanements may not re- Domestic passenger enplanements de- turn to, or surpass those of 2001 until clined 1.8 percent in 2001, while do- 2006. The majority of this decline is mestic load factors average 69.7 per- forecast to occur with the large air cent, down 1.2 percent from the previ- carriers, while the regional airline in- ous year. dustry is expected to continue its growth, possibly returning to its long- The year 2001 would also prove to term historical growth trend in 2004. have a disastrous effect on airline Air cargo traffic is expected to grow profits, with U.S. air carriers report- faster than passenger traffic. General ing operating losses of $4.3 billion aviation is expected to achieve low-to- ($3.2 billion occurred in the July- moderate increases in the active fleet September quarter). This is down and hours flown, with most of the $12.2 billion from the previous seven growth occurring in business/corporate years (1994-2000), when U.S. air car- flying. riers reported operating profits totaling $47.6 billion. However, losses in The forecasts prepared by the FAA as- 2001 would have been significantly sume that aviation demand will follow higher if the Federal government had a similar path to recovery, as with not approved a $5.0 billion emergency previous altering incidents such as the aid package for U.S. airlines. This aid 1991 Gulf War, the 1997-98 Southeast package is included in most air carri- Asia financial crisis, the 1998 North- ers’ financial statements for the July- west Airlines’ strike, or the September September quarter. 11 terrorist attacks. However, these forecasts were prepared prior to the Following the events of September 11, war in Iraq, which has had a negative 2001, many of the larger air carriers impact on the commercial airline in- grounded a number of their older, less dustry. How deeply the aviation in- efficient aircraft, and deferred aircraft dustry is impacted can only be deter- that were scheduled for delivery in mined over time. 2002 and 2003. Orders for commercial jet aircraft totaled 851 in the first three quarters of 2001. This is a de- COMMERCIAL AVIATION crease of 40.6 percent from the same period in 2000. Regional jet orders The events of September 11, 2001, had were down 50.1 percent from the 659 a profound effect on U.S. airlines, both aircraft ordered during the first nine domestically and internationally. months of 2000. However, the 2,301 While domestic capacity was up 0.9 orders over the past 19 quarters show

2-2 that the regional jets will continue to agreements with the major carriers, be the fastest growing segment of the followed by a wave of air carrier ac- aviation industry over the next several quisitions and purchases of equity in- years. The number of large passenger terests, has resulted in the transfer of jets (more than 70 seats) is forecast to large numbers of short-haul jet routes decline by 0.3 percent (13 aircraft) in to their regional partners, fueling the 2002. Over the 12-year forecast pe- industry’s growth. riod, the number of large passenger jet aircraft is expected to increase from The impact of September 11 on re- 4,069 in 2001, to 5,606 in 2013. This gional/commuter carriers was gener- represents an annual average increase ally more positive than negative. This of 2.7 percent, or 128 aircraft per year. was largely because major carriers The demand for narrow body aircraft transferred a large number of routes will continue to outpace the demand to their regional partners. This al- for the wide body fleet. The narrow lowed the larger carriers to cut capac- body fleet is forecast to grow by 107 ity, while still maintaining presence in aircraft annually and the wide body these markets. fleet by 21 aircraft a year. Industry growth is expected to outpace The FAA’s projection for domestic and that of the larger commercial air car- international commercial service pas- riers. The introduction of new state- senger enplanements indicates rela- of-the-art aircraft, especially high- tively strong growth. However, air speed turboprops and regional jets carrier operations are not expected to with ranges of 1,000 miles (or greater), return to pre-September 11 activity is expected to open up new opportuni- levels until 2005. Domestic enplane- ties for growth in non-traditional ments are projected to grow at an an- markets. The regional airline indus- nual average rate of 3.1 percent over try will also continue to benefit from the 12-year forecast period, while in- continued integration with the larger ternational enplanements are pro- air carriers. The further need for lar- jected to grow at an annual average ger commercial air carriers to reduce rate of 4.7 percent. costs and fleet size will insure that these carriers continue to transfer smaller, marginally profitable routes REGIONAL/COMMUTER to the regional air carriers. AIRLINES Likewise, the increased use of regional The regional/commuter airline indus- jets is expected to lead to another try, defined as air carriers providing round of route rationalization by the regularly scheduled passenger service larger commercial carriers, particu- and fleets composed primarily of air- larly on low-density routes in the 500- craft having 70 seats or less, continues mile range. Regional jet aircraft can to be the strongest growth sector of serve these markets with the speed the commercial air carrier industry. and comfort of a large jet, while at the Dramatic growth in code-sharing same time providing greater service

2-3 frequency that is not economically fea- ing this three-year period reflects the sible with the speed and comfort of a transfer of additional routes from the large jet. According to the FAA Aero- larger air carriers and the addition of space Forecasts, this transfer of routes regional jet aircraft to their fleet. It is is expected to be one of the major driv- expected that enplanements will total ers of growth during the early years of 174.1 million by 2014. Exhibit 2A the forecast. depicts passenger enplanements and fleet mix forecasts for the U.S. com- Regional/commuter revenue passenger mercial and regional/commuter mar- miles (RPMs) are expected to increase ket. 14.6 percent (to 35.3 billion) in 2003, 13.3 percent in 2004 (to 40.0 billion), and 9.9 percent in 2005 (to 43.9 bil- GENERAL AVIATION lion). The high growth rates reflect the longer stage lengths being flown Following more than a decade of de- by the large number of regional jets cline, the general aviation industry continuing to enter the fleet. Over the was revitalized with the passage of the 12-year forecast period, the average General Aviation Revitalization Act in annual rate of growth in RPMs is 7.8 1994 (federal legislation which limits percent, for a total of 75.1 billion by the liability on general aviation air- 2014. Domestic passenger miles are craft to 18 years from the date of forecast to increase at rates of 14.5, manufacture). This legislation 13.4, and 10.0 percent over the first sparked an interest to renew the three years of the forecast period, and manufacturing of general aviation air- slow to 6.2 percent annually over the craft due to the reduction in product remainder of the forecast period. liability, as well as renewed optimism for the industry. The high cost of Over the 12-year forecast period, the product liability insurance was a ma- regional/commuter passenger fleet is jor factor in the decision by many projected to net an average annual in- American aircraft manufacturers to crease of 126 aircraft, going from slow or discontinue the production of 2,521 aircraft in 2002, to 4,034 aircraft general aviation aircraft. in 2014. During this same period, the overall fleet of turboprop aircraft will However, this continued growth in the decrease by 324 aircraft. For the first general aviation industry slowed con- three years of the forecast, 3.5 re- siderably in 2001 and 2002, negatively gional jets will enter the fleet for every impacted by the events of September one turboprop aircraft retired. 11. Thousands of general aviation aircraft were grounded for weeks, due to Regional/commuter passenger en- “no-fly zone” restrictions imposed on planements are projected to increase operations of aircraft in security- by 7.1 percent in 2003 (to 97.1 mil- sensitive areas. This, in addition to lion), 9.7 percent in 2004 (to 106.6 mil- the economic recession already taking lion), and 7.0 percent in 2005 (to 114.0 place in 2001-02, has had a profoundly million). The strong growth rate dur- negative impact on the general avia-

2-4 U.S.U.S. COMMERCIALCOMMERCIAL AIRAIR CARRIERSCARRIERS SCHEDULEDSCHEDULED PASSENGERPASSENGER ENPLANEMENTSENPLANEMENTS 02MP21-2A-7/7/03 1,100

1,000

900

800

700

600

500

400

300

PASSENGERS (x 1,000,000) 200

100

0 080706050403020100999897 111009 12 13 14 HISTORICAL FORECAST U.S.U.S. REGIONAL/COMMUTERREGIONAL/COMMUTER SCHEDULEDSCHEDULED PASSENGERPASSENGER ENPLANEMENTSENPLANEMENTS 200 190 180 170 160 150 140 130 120 110 100 90 80 70 60 50 PASSENGERS (in millions) 40 30 20 10 0 97 0201009998 141312111009080706050403 HISTORICAL FORECAST

Source: FAA Aerospace Forecasts, FY 2003-2014

SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 2A FORECAST PASSENGER ENPLANEMENTS tion industry. Weak traffic demand, impact on the business/corporate side coupled with the failure of full-fare of general aviation. The increased se- business travelers to return in any curity measures placed on commercial significant numbers, forced carriers to flights has increased interest in frac- resort to discounting to fill empty tional and corporate aircraft owner- seats. This had a devastating impact ship, as well as on-demand charter on both passenger yields and profits. flights for short-haul routes. The most notable trend in general aviation is According to statistics released by the the continued strong use of general General Aviation Manufacturers Asso- aviation aircraft for business and cor- ciation (GAMA), shipments of general porate uses. The forecast for general aviation aircraft declined for a second aviation aircraft assumes that busi- consecutive year in 2002. During the ness use of general aviation will ex- first three quarters of calendar year pand much more rapidly than per- (CY) 2002, aircraft shipments and bill- sonal/sport use, due largely to the ex- ing declined 16.9 percent and 25.2 pected growth in fractional ownership. percent, respectively. Business jet shipments were down 5.6 percent dur- In 2001, there was an estimated ing the same period, the first reported 211,447 active general aviation air- decline since 1996. The Aerospace In- craft, representing a decrease of 2.8 dustries Association of America percent from the previous year. This (AIAA) expects general aviation ship- was the second straight year of re- ments to total 2,153 in 2002, a decline corded decline, following five consecu- of 17.7 percent. AIAA also projects tive years of growth. Single-engine that industry billings will decline 13.8 piston aircraft continue to dominate percent to $6.9 billion in 2002. This the fleet, accounting for 68.6 percent would also be the first reported decline of the total active fleet in 2001. The in billings since 1990. next largest groups are experimental aircraft (9.7 percent) and multi-engine At the end of 2002, the total pilot piston aircraft (8.6 percent). Turbo- population, including student, private, props, rotorcraft, and turbojets make commercial, and airline transport, was up relatively small shares of the active estimated at 661,358, an increase of fleet, accounting for 3.1, 3.2, and 3.7 almost 4,000 over 2001. Student pi- percent, respectively. lots were the only group to experience a significant decrease in 2002, down Exhibit 2B depicts the FAA forecast 8.9 percent from 2001. It is assumed for active general aviation aircraft in that much of this decline is due to the the United States. The FAA forecasts restrictions placed on flight schools general aviation aircraft to increase at and student pilot training, particu- an average annual rate of 0.7 percent larly with regard to foreign students over the 13-year forecast period, after September 11, 2001. reaching 229,490 by 2014. Single- engine piston aircraft is expected to However, the events of September 11, decrease from 145,034 in 2001 to 2001, have not had the same negative 144,500 in 2002, and then begin a pe-

2-5 riod of slow recovery, reaching 149,600 a Pilot,” jointly sponsored and sup- in 2014. The number of multi-engine ported by more than 100 industry or- piston aircraft is expected to decline ganizations, and “Av Kids,” sponsored by 0.2 percent per year over the fore- by the NBAA. cast period, totaling 17,810 in 2014. The turbine-powered fleet is expected The general aviation industry is also to grow at an average annual rate of launching new programs to make air- 2.5 percent over the forecast period. craft ownership easier and more af- The number of turboprop aircraft is fordable. Piper Aircraft Company has forecast to grow 1.5 percent per year, created Piper Financial Services (PFS) increasing from 6,596 in 2001, to 8,020 to offer competitive interest rates in 2014. Turbojet aircraft are ex- and/or leasing of Piper aircraft. The pected to provide the largest portion of Experimental Aircraft Association this growth, with an annual average (EAA) offers financing for kit-built air- growth rate of 3.6 percent. This planes through a private lending insti- strong growth projected for the turbo- tution. Over the years, programs such jet aircraft can be attributed to a as these have played an important strong recovery in both the U.S. and role in the success of general aviation, global economy, continued success and and will continue to be vital to its growth in the fractional ownership in- growth in the future. dustry, new product offerings (which include new entry level aircraft and long-range global jets), and a shift FORECASTING APPROACH from commercial travel by many travelers and corporations. The development of aviation forecasts proceeds through both analytical and Over the past several years, manufac- judgmental processes. A series of turer and industry programs and ini- mathematical relationships is tested tiatives have continued to revitalize to establish statistical logic and ra- the general aviation industry. Notable tionale for projected growth. However, initiatives include the “No Plane, No the judgment of the forecast analyst, Gain” program promoted jointly by the based upon professional experience, General Aviation Manufacturers Asso- knowledge of the aviation industry, ciation (GAMA) and the National and assessment of the local situation, Business Aircraft Association (NBAA). is important in the final determination This program was designed to promote of the preferred forecast. The most cost-effectiveness of using general reliable approach to estimating avia- aviation aircraft for business and cor- tion demand is through the utilization porate uses. Other programs, which of more than one analytical technique. are intended to promote growth in Methodologies frequently considered new pilot starts and to introduce peo- include trend line/time-series projec- ple to general aviation include “Project tions, correlation/regression analysis, Pilot,” sponsored by the Aircraft Own- and market share analysis. ers and Pilots Association (AOPA), “Be

2-6 ACTIVE GENERAL AVIATION AIRCRAFT 02MP21-2B-7/7/03 ACTUAL FORECAST 250

225

200

175

AIRCRAFT (in thousands) 150

125 1980 1985 1990 1995 2000 2005 2010 2014 YEAR

U.S. ACTIVE GENERAL AVIATION AIRCRAFT (in thousands)

FIXED WING PISTON TURBINE ROTORCRAFT Single Multi- Year EngineEngine Turboprop Turbojet Piston Turbine Experimental Other Total

2001 145.0 18.3 6.6 7.8 2.3 4.5 20.4 6.5 211.4 (Actual) 2004 144.9 18.2 6.8 8.4 2.5 4.4 20.5 6.5 213.1 2009 147.6 18.0 7.5 10.3 2.7 4.5 21.0 6.6 222.2 2014 149.6 17.8 8.0 12.3 2.8 4.6 21.5 6.7 229.5

Sources: FAA General Aviation and Air Taxi Activity (and Avionics) Surveys. FAA Aerospace Forecasts, Fiscal Years 2003-2014.

Notes: An active aircraft is one that has a current registration and was flown at least one hour during the calendar year. SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 2B U.S. ACTIVE GENERAL AVIATION AIRCRAFT FORECASTS Trend line/time-series projections are These shares are then multiplied by probably the simplest and most famil- the forecasts of the larger geographical iar of the forecasting techniques. By area to produce a market share projec- fitting growth curves to historical tion. This method has the same limi- data, then extending them into the fu- tations as trend line projections, but ture, a basic trend line projection is can provide a useful check on the va- produced. A basic assumption of this lidity of other forecasting techniques. technique is that outside factors will continue to affect aviation demand in It is important to note that one should much the same manner as in the past. not assume a high level of confidence As broad as this assumption may be, in forecasts that extend beyond five the trend line projection does serve as years. Facility and financial planning a reliable benchmark for comparing usually require at least a 10-year pre- other projections. view, since it often takes more than five years to complete a major facility Correlation analysis provides a meas- development program. However, it is ure of direct relationship between two important to use forecasts which do separate sets of historic data. Should not overestimate revenue-generating there be a reasonable correlation be- capabilities or understate demand for tween the data sets, further evalua- facilities needed to meet public (user) tion using regression analysis may be needs. employed.

Regression analysis measures statisti- AIRPORT SERVICE AREA cal relationships between dependent and independent variables, yielding a The service area of an airport is de- “correlation coefficient.” The correla- fined by its proximity to other airports tion coefficient (Pearson’s “r”) meas- providing similar services. The closest ures association between the changes primary commercial service airports to in the dependent variable and the in- San Luis Obispo County Regional Air- dependent variable(s). If the “r- port are Santa Maria Public Airport squared” value (coefficient determina- (22 miles SSE) and Santa Barbara tion) is greater than 0.95, it indicates Municipal Airport (63 miles SE). good predictive reliability. A value While Santa Maria Public Airport is less than 0.95 may be used, but with only served by regional/commuters, the understanding that the predictive Santa Barbara Municipal Airport of- reliability is lower. fers jet service to several destinations.

Market share analysis involves a his- The commercial service area for San torical review of the airport activity as Luis Obispo County Regional Airport a percentage, or share, of a larger re- covers the geographic areas of San gional, state, or national aviation Luis Obispo County, northern Santa market. A historical market share Barbara County, and southern Mon- trend is determined, providing an ex- terey County. pected market share for the future.

2-7 AVIATION ACTIVITY three regional airlines: United Ex- FORECASTS press (Skywest), American Eagle, and America West (Mesa). These regional

airlines are affiliated with major air- The following forecast analysis exam- lines and connect to national and in- ines each of the aviation demand cate- ternational cities. United Express of- gories expected at San Luis Obispo fers five daily flights to San Francisco County Airport over the next 20 years. International Airport (SFO) and six Each segment will be examined indi- daily flights to Los Angeles Interna- vidually, and then collectively, to pro- tional Airport (LAX). American Eagle vide an understanding of the overall offers six daily flights to LAX and aviation activity at the airport America West offers two daily flights through 2023. to Phoenix Sky Harbor International

Airport (PHX). The need for airport facilities at San

Luis Obispo County Regional Airport To determine the types and sizes of can best be determined by accounting facilities necessary to properly ac- for forecasts of future aviation de- commodate present and future airline mand. Therefore, the remainder of activity, two elements of commercial this chapter presents the forecasts for service must be forecast; annual en- airport users, and includes the follow- planed passengers and annual aircraft ing: operations. Of these, annual enplaned

passengers is the most basic indicator • COMMERCIAL SERVICE of demand for commercial service ac- • Annual Enplaned Passengers tivity. From a forecast of annual en- • Operations and Fleet Mix planements, operations and peak pe- • Peak Activity riod activity can be projected based on • Annual Instrument Approaches the specific characteristics of passenger demand at the airport. • AIR CARGO • Enplaned Air freight The term “enplanement” refers to a • Annual Air Cargo Operations passenger boarding an airline flight. Enplaning passengers are then de- • GENERAL AVIATION scribed in terms of “originating” or • Based Aircraft “transfer.” Originating passengers are • Based Aircraft Fleet Mix those who board and depart in a com- • Local and Itinerant Operations mercial service aircraft from an air- • Peak Activity port. Transfer passengers are all oth- • Annual Instrument Approaches ers, including those who have departed from another location and are aboard aircraft using the airport as an COMMERCIAL SERVICE intermediate stop.

San Luis Obispo Airport currently provides scheduled air service from

2-8 Historical Enplanements as market share analyses. Forecasts from the FAA Terminal Area Forecasts Historical passenger enplanements (TAF), the previous master plan and the annual percentage change are (1998), and the 1999 California Avia- presented in Table 2A. As shown in tion System Plan (CASP) were also the table, the airport has experienced examined. an average annual growth rate of 7.6 percent since 1982. After a 16.5 per- The time-series analysis used historic cent decrease between 1984 and 1985, enplanements data for San Luis enplanements rebounded and steady Obispo County Airport from 1982 to growth continued at the airport 2002, and yielded a correlation coeffi- through 1997. These steady growth cient (r2 value) of 0.97. As previously rates coincide with the entry of addi- mentioned, if the “r2” value is greater tional carriers into the local market than 0.95, it indicates good predictive and the general improvement in air reliability. service provided at the airport. The airline service history at San Luis TABLE 2A Obispo County Regional Airport has Historical Passenger Enplanements been depicted on Exhibit 2C. Total Annual % Year Enplanements Change 1982 35,789 - In the year 2000, San Luis Obispo 1983 48,663 +36.0 County Regional Airport experienced a 1984 59,906 +23.1 record high, with a reported 158,602 1985 50,010 -16.5 enplanements. However, the following 1986 59,541 +19.1 year the airport experienced a loss of 1987 76,833 +29.0 1988 78,305 +1.9 more than 5,900 enplanements, down 1989 85,933 +9.7 3.8 percent. This significant loss of 1990 93,558 +8.9 enplanements in 2001 can be attrib- 1991 97,956 +4.7 uted to the events of September 11. 1992 107,851 +10.1 The airport was quick to recover 1993 109,334 +1.4 1994 120,949 +10.6 though, with a reported 155,177 en- 1995 132,337 +9.4 planements in 2002, up 1.7 percent 1996 137,651 +4.0 from 2001. Historically, enplane- 1997 154,932 +12.6 ments at San Luis Obispo County Re- 1998 149,507 -3.5 gional Airport have been 92 percent 1998 152,309 +1.9 2000 158,602 +4.1 revenue and eight percent non- 2001 152,649 -3.8 revenue. 2002 155,177 +1.7 Source: Airport records.

Forecast Enplanements In addition to the time-series analysis, several regression analyses were per- Several analytical techniques have formed using socioeconomic data per- been used to examine trends in pas- taining to population, employment, senger growth, including several time- and income. These regression analy- series and regression analyses, as well ses used historic socioeconomic data

2-9 for San Luis Obispo County to analyze The second market share forecast, an their correlation to historical en- increasing market share, was devel- planements at the airport. Correla- oped to represent the historical trend tion coefficients ranging from 0.72 to at the airport since 1992. This in- 0.78 were obtained, but were too low creasing market share forecast as- to be used in developing accurate fore- sumes that the airport will continue to casts. increase its market share of U.S. domestic passenger enplanements and Additional forecasting methods were yields 441,810 enplanements by the also used to project future enplane- year 2023. ments at San Luis Obispo County Re- gional Airport. One method examined As previously mentioned, the commer- the airport’s historic market share of cial service area for San Luis Obispo U.S. domestic enplanements. Na- County Regional Airport covers the tional forecasts of U.S. domestic en- geographic areas of San Luis Obispo planements are compiled each year by County, northern Santa Barbara the FAA and consider the state of the County, and southern Monterey economy, fuel prices, and prior year County. However, the majority of the developments. According to the most airport’s business is drawn from San recent publication, FAA Aerospace Luis Obispo County. Therefore, only Forecasts, Fiscal Years 2003-2014, the population of San Luis Obispo domestic passenger enplanements are County was used for comparisons with forecast to increase at an average an- aviation activity at the airport, since it nual rate of 3.4 percent over the 12- may in turn affect the demand for year forecast period. aviation services. Per capita ratios were determined between the popula- Table 2B shows San Luis Obispo tion of the county and the number of County Regional Airport’s share of the reported enplanements. As shown in U.S. market for domestic annual en- Table 2C, there were 0.48 enplane- planed passengers between 1992 and ments per capita in 1992. This ratio 2002. Overall, the airport’s market increased through 1997, with a high of share has increased since 1992. From 0.65 enplanements per capita. Since this historical information, two projec- 1997, the airport’s ratio has decreased tions of enplanements were developed and was at 0.60 enplanements per for the airport using market share capita in 2002. data. The first, a constant market share forecast, was prepared using In order to project future enplane- 2002’s market share of 0.027 percent ments, three forecasts were developed. as an indicator of future market share, These forecasts are presented in Ta- and then applying that share to the ble 2C. The first forecast, a decreas- forecasted U.S. domestic enplane- ing ratio projection, is based on the ments. This method yields 340,820 historical trend at the airport since enplanements at San Luis Obispo 1997. This decreasing ratio projection County Regional Airport by the year assumes that the number of enplane- 2023.

2-10 02MP21-2C-7/7/03 Airlines PACIFIC SKYWAY S S KYWEST KYWEST IMPERIAL AIRLINES THE SKYHOPPER A T RANS AIRLINES IRLINES AIRLINES DELTA CONNECTION S TATES American EXPRESS UNITED EXPRESS UNITED EXPRESS UNITED

Eagle 1975 1975 1980 1980 9/81 1/82-2/85 10/81 1985 1985 3/86 5/86 1990 1990 2/93 2/93 09 7/95 10/94 SAN LUISOBISPO COUNTY 1995 1995 AIRLINE SERVICEHISTORY REGIONAL AIRPORT REGIONAL AIRPORT 10/97 11/96 7/95 6/98 29 1/00 12/99 10/97 2000 2000 4/99 1/00 Exhibit 2C 2005 2005 ments per capita at San Luis Obispo sulting in 247,660 annual enplane- County Regional Airport will continue ments by the year 2023. A third fore- to decrease through the planning pe- cast assumes that the airport’s ratio riod and yields 210,510 annual en- will increase, as was the overall trend planements by the year 2023. A sec- between 1992 and 2002. This increas- ond forecast, a constant ratio projec- ing ratio projection yields 330,210 an- tion, considers that enplanements per nual enplanements by the year 2023. capita will remain static at 0.60, re-

TABLE 2B Market Share Enplanements Forecasts San Luis Obispo County Regional Airport (SBP) SBP U.S. Domestic Passenger SBP Market Share of Year Enplanements Enplanements (Millions) U.S. 1992 107,851 464.7 0.023% 1993 109,334 470.4 0.023% 1994 120,949 511.3 0.024% 1995 132,337 531.1 0.025% 1996 137,651 558.1 0.025% 1997 154,932 577.8 0.027% 1998 149,507 590.4 0.025% 1999 152,309 610.9 0.025% 2000 158,602 639.8 0.025% 2001 152,649 626.7 0.024% 2002 155,177 576.8 0.027% Constant Market Share Projection 2008 196,020 726.0 0.027% 2013 235,710 873.0 0.027% 2023 340,820 1,262.3 0.027% Increasing Market Share Projection 2008 210,540 726.0 0.029% 2013 270,630 873.0 0.031% 2023 441,810 1,262.3 0.035% Source: Historical enplanements at SBP – airport records; Historical and forecast U.S. domestic enplanements – FAA Aerospace Forecasts – Fiscal Years 2003- 2014, FAA Long-Range Aerospace Forecasts – Fiscal Years 2015, 2020, and 2025.

Another method used to forecast en- yields 332,800 annual enplanements planements at San Luis Obispo by the year 2023. County Airport examined the historical growth rate. Between 1992 and Previous forecasts of passenger en- 2002, the airport experienced a 3.7 planements were also examined for percent annual growth rate in en- this study. The FAA Terminal Area planements. This growth rate was Forecasts (TAF) present enplanements applied to the forecast years and projections for all commercial service 2-11 airports in the United States. The port’s annual enplanements for 2002 FAA TAF for San Luis Obispo County (155,177) exceed the number of en- Regional Airport projects 188,570 an- planements forecasted in the FAA nual enplanements by the year 2020. TAF for 2008 (138,920), a comparison Extrapolation of the FAA TAF forecast is not considered relevant to this yields 202,190 annual enplanements analysis. by the year 2023. Because the air-

TABLE 2C Enplanements Per Capita Forecast (San Luis Obispo County) San Luis Obispo County Regional Airport SLO County Enplanements Year SBP Enplanements Population Per Capita 1992 107,851 222,768 0.48 1993 109,334 225,626 0.48 1994 120,949 228,520 0.53 1995 132,337 231,451 0.57 1996 137,651 234,420 0.59 1997 154,932 237,427 0.65 1998 149,507 240,472 0.62 1999 152,309 243,556 0.63 2000 158,602 246,681 0.64 2001 152,649 253,636 0.60 2002 155,177 260,788 0.60 Decreasing Ratio Projection 2008 178,720 308,140 0.58 2013 192,100 343,030 0.56 2023 210,510 412,760 0.51 Constant Ratio Projection 2008 184,880 308,140 0.60 2013 205,820 343,030 0.60 2023 247,660 412,760 0.60 Increasing Ratio Projection 2008 200,290 308,140 0.65 2013 240,120 343,030 0.70 2023 330,210 412,760 0.80 Source: Historical Enplanements – Airport Records; Historical Population – U.S. Cen- sus Bureau; Forecast Population - California State Department of Finance, Demographic Research Unit.

The 1998 Airport Master Plan was forecast seems somewhat high consid- also examined. This plan projected ering the airport has yet to achieve the annual enplanements through the level of enplanements forecasted in year 2020, with enplanements fore- the plan for the year 2000 (196,400). casted to reach 376,400 that year. This

2-12 Forecasts included in the 1999 Cali- For planning purposes, a mid-range fornia Aviation System Plan (CASP) forecast is generally chosen if it pro- were also examined. These forecasts vides a reasonable growth rate. The were developed by the California De- preferred planning forecast is an aver- partment of Transportation Aeronau- age of the forecasts and is as follows: tics Program. The 1999 CASP used 198,000 annual enplanements by actual enplanement totals from 1995 2008; 232,000 annual enplanements (132,337) as the basis for its forecasts. by 2013; and 301,100 annual en- Both a low and a high forecast were planements by 2023. Table 2D and developed and yield 240,810 and Exhibit 2D summarize the passenger 315,180 annual enplanements, respec- enplanement forecasts developed for tively, by the year 2023. San Luis Obispo County Regional Air- port, as well as the preferred planning The spread within the high and low forecast. As previously mentioned, forecasts is a reasonable window revenue enplanements have histori- within which actual enplanements cally represented 92 percent of total may fall in the future, based upon sev- enplanements, while non-revenue eral factors: number of local airlines, have represented eight percent. This frequency, equipment, fares, non-stop percentage is expected to continue destinations, and the local economy. through the planning period.

TABLE 2D Summary of Passenger Enplanement Forecasts San Luis Obispo County Regional Airport 2002 2008 2013 2023 Time Series Analysis 1982-2002 (r2=0.97) 209,680 242,200 307,250 Market Share of U.S. Domestic Enplanements Constant Share Projection 196,020 235,710 340,820 Increasing Share Projection 210,540 270,630 441,810 Enplanements Per Capita Decreasing Ratio Projection 178,720 192,100 210,510 Constant Ratio Projection 184,880 205,820 247,660 Increasing Ratio Projection 200,290 240,120 330,210 FAA Terminal Area Forecast 138,920 159,610 202,1902 Historical Growth Rate (1992-2002) 3.7% 192,970 231,420 332,800 1998 Airport Master Plan 284,9401 349,3601 - 1999 CASP Low Forecast 192,1801 238,3701 240,8102 1999 CASP High Forecast 215,1301 247,5801 315,1802 Average Annual Growth Rate of Preferred Forecast 1.4% 3.2% 2.6% Preferred Planning Forecast 155,177 198,000 232,000 301,100 1Interpolated/2Extrapolated

2-13

Fleet Mix and outlook in fleet transition is dependent Operations Forecast on traffic growth, technological improvements, and airfield facilities The fleet mix defines a number of key which can meet aircraft demand. parameters in airport planning, including critical aircraft, stage length The fleet mix projections have been capabilities, and terminal gate con- used to calculate the average seats per figurations. Changes in equipment, departure, which (after applying a airframes, and engines have always load factor) were used to project an- had a significant impact on airlines nual departures. The boarding load and airport planning. There are many factor, already at a high level, is not on-going programs by the manufactur- expected to increase through the plan- ers to improve performance character- ning period. Annual operations were istics. These programs are focusing on calculated by applying the boarding improvements in fuel efficiency, noise load factor to the average seats per suppression, and the reduction of air departure and projected enplane- emissions. A fleet mix projection for ments. Table 2E summarizes the San Luis Obispo County Regional Air- fleet mix operations forecast for the port has been developed by reviewing airport. the aircraft historically used by airlines serving the airport. AIR CARGO As previously mentioned, San Luis Obispo County Regional Airport pro- There are presently two all-cargo air- vides scheduled air service from three lines operating at San Luis Obispo regional airlines: United Express County Regional Airport; West Air (Skywest), American Eagle, and Amer- (Fed Ex) and Ameriflight (UPS). West ica West (Mesa). Skywest Airlines op- Air operates Cessna 208 caravans, erates the 30-seat Embraer Brasilia while Ameriflight operates a mixture 120, American Eagle operates the 34- of aircraft (Beech 1900 and 99, Piper seat Saab 340, and Mesa Airlines op- Navajo, Chieftain, and Lance are the erates the 50-seat Canadair Regional types most commonly reported). His- Jet (CRJ-200). The addition of the torical airport records were examined CRJ-700 (64-70 seats) and the ERJ- to provide information on annual all- 145 (50 seats), are anticipated as the cargo aircraft operations and the total airlines transition to all-RJ fleets. air freight handled by these two com- With room for 20-25 additional pas- panies at the airport. Air cargo traffic sengers, these aircraft offer operators is comprised of domestic and interna- a significant reduction in seat-mile op- tional revenue freight/express and air erating costs. However, the long-term mail.

2-14 02MP21-2D-10/15/03

ENPLANEMENTENPLANEMENT FORECASTSFORECASTS 100,000 200,000 300,000 400,000 500,000 100,000 200,000 300,000 400,000 500,000 0 0 1982 1982 1985 1985 HISTORICAL Time-Series Analysis1982-2002(r Preferred PlanningForecast FAA TerminalAreaForecast 1999 CASP-HighForecast 1999 CASP-LowForecast 1998 AirportMasterPlan Historical GrowthRate1992-2002(3.7%) IncreasingRatioProjection ConstantRatioProjection DecreasingRatioProjection Enplanements PerCapita(SanLuisObispoCo.) IncreasingMarketShare ConstantMarketShare Market ShareofU.S.DomesticEnplanements HISTORICAL 1990 1990 LEGEND 1995 1995 2000 2000 YEARS YEARS YEARS 2 =0.97) 2005 2005 ENPLANEMENT FORECAST SUMMARY FORECASTS 2010 FORECASTS FORECASTS 2010 SAN LUISOBISPO COUNTY REGIONAL AIRPORT REGIONAL AIRPORT 2015 2015 2020 2020 Exhibit 2D 2023 2023

TABLE 2E Airline Fleet Mix and Operations Forecast San Luis Obispo County Regional Airport FORECAST Fleet Mix Seating Capacity 2002/2003 2008 2013 2023 < 50 seats (32 average) (EMB 120, Saab 340) 80% 40% 00% 0% 50-70 seats (60 average) (CRJ-200, CRJ-700, ERJ-145) 20% 60% 100% 100% Totals 100% 100% 100% 100% Average Seats Per Departure 32 44 55 60 Boarding Load Factor 0.66 0.66 0.66 0.66 Enplanements Per Departure 21 29 36 40 Annual Enplanements 155,177 198,000 232,000 301,000 Annual Departures 7,355 6,800 6,500 7,500 Annual Operations 14,710 13,600 13,000 15,000 Source: Coffman Associates Analysis.

Historical and forecast enplaned air TABLE 2F cargo totals (in pounds) for the two all- Air Cargo Forecasts cargo operators at the airport are pre- (All –Cargo Airlines) sented in Table 2F. Since 1997, en- San Luis Obispo County Regional Airport planed air cargo at San Luis Obispo Year Enplaned Air Cargo (lbs.) County Regional Airport has grown at 1997 1,101,335 an average annual rate of 2.4 percent. 1998 1,281,222 This percentage was applied to the 1999 1,424,660 forecast years and yields 2,000,000 2000 1,393,683 2001 1,215,224 pounds of enplaned air cargo by the 2002 1,242,592 year 2023. FORECAST 2008 1,400,000 2013 1,600,000 GENERAL AVIATION 2023 2,000,000 Source: Airport Records. General aviation is defined as that portion of civil aviation which encompasses all portions of aviation, except Based Aircraft commercial operations. To determine the types and sizes of facilities that The number of based aircraft at the should be planned to accommodate airport is the most basic indicator of general aviation activity, certain ele- general aviation demand. By first de- ments of this activity must be forecast. veloping a forecast of based aircraft, These indicators of general aviation the growth of other general aviation demand include: based aircraft, air- activities and demands can be pro- craft fleet mix, and annual operations. jected. In 1993, San Luis Obispo 2-15 County Regional Airport reported 259 Applying this growth rate to the fore- based aircraft. Over the next several cast years yields 640 registered air- years, the number of based aircraft craft by 2008; 685 registered aircraft fluctuated between a high of 264 in by 2013; and 790 registered aircraft by 1994 and a low of 242 in 2001. Ac- 2023. cording to airport records, there are currently 301 based aircraft at San The next step was to examine the air- Luis Obispo County Airport. Because port’s market share of registered air- of this fluctuation, time-series and re- craft in San Luis Obispo County. In gression analyses were not performed, 1993, the airport captured 50 percent as they would not provide useful pro- of aircraft registered in the county. jections of based aircraft numbers. Since then, the airport’s market share Instead, other methods were used to has remained fairly constant and is forecast based aircraft at San Luis currently at 51 percent. Forecasts of Obispo County Regional Airport. based aircraft were developed based on registered aircraft projections and The first method used to project based the airport’s market share. The aircraft examined registered aircraft first forecast assumes the airport’s in San Luis Obispo County, which is market share will remain constant at the local service area for the airport. 51 percent, yielding 403 based aircraft A forecast of county-registered aircraft by 2023. The second forecast uses an had to be determined first. According increasing market share projection to to the FAA, there are currently 596 reflect the increase in the past couple aircraft registered in the county, as of years and yields 435 based aircraft compared to 520 registered in 1993. by the year 2023. These market share This increase represents an average forecasts are presented in Table 2G. annual growth rate of 1.4 percent.

TABLE 2G Based Aircraft Market Share of Registered Aircraft (San Luis Obispo County) San Luis Obispo County Regional Airport (SBP) SBP SLO County Market Share of Year Based Aircraft Registered Aircraft Registered Aircraft 1993 259 520 50% 1994 264 503 52% 1995 263 508 52% 2003 301 596 51% Constant Share Projection 2008 326 640 51% 2013 349 685 51% 2023 403 790 51% Increasing Share Projection 2008 333 640 52% 2013 363 685 53% 2023 435 790 55% Source: Historical Based Aircraft – 1998 Airport Master Plan (1993-1995), Airport Records (2003); Registered Aircraft – Census of U.S. Civil Aircraft (1993-1994), Aviation Gold- mine CD (1995), FAA (2003).

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Projections of based aircraft were also forecast shows based aircraft falling to made in comparison to the percentage 232 by the year 2023. A second fore- of U.S. active general aviation aircraft cast, a constant share projection, as- based at San Luis Obispo County Air- sumes the airport’s market share will port. In 1993, based aircraft at the remain constant at 0.14 percent, airport represented 0.15 percent of which yields 329 based aircraft by the U.S. active general aviation aircraft. year 2023. A third forecast assumes This percentage has fluctuated very the airport’s market share will in- little over the years and is currently at crease, as it has since 2001. This in- 0.14 percent, from which three fore- creasing market share projection casts were developed. The first fore- yields 417 based aircraft by the year cast, a decreasing market share pro- 2023. These three market share projection, was developed to represent the jections are presented in Table 2H. historical trend at the airport. This

TABLE 2H Based Aircraft Market Share of U.S. Active General Aviation (GA) Aircraft San Luis Obispo County Regional Airport (SBP) SBP U.S. Active % of U.S. Active Year Based Aircraft GA Aircraft GA Aircraft 1993 259 177,719 0.15% 1994 264 172,936 0.15% 1995 263 188,089 0.14% 2003 301 211,370 0.14% Decreasing Share Projection 2008 280 215,490 0.13% 2013 268 223,720 0.12% 2023 232 231,6171 0.10% Constant Share Projection 2008 306 215,490 0.14% 2013 318 223,720 0.14% 2023 329 231,6171 0.14% Increasing Share Projection 2008 323 215,490 0.15% 2013 358 223,720 0.16% 2023 417 231,6171 0.18% Source: Historical Based Aircraft – 1998 Airport Master Plan (1993-1995), Airport Records (2003); Historical and Forecast U.S. Active Aircraft – FAA Aerospace Forecasts, Fiscal Years 2003-2014. 1Extrapolated by Coffman Associates.

A third forecast examined historical dents. Currently, the county’s popula- based aircraft totals to residents in tion is estimated at 268,140, which San Luis Obispo County. This fore- equates to 1.12 based aircraft per casting technique examined historical 1,000 residents. A decreasing market based aircraft as a ratio of 1,000 resi- share projection was first developed to 2-17 represent the historical trend since veloped and yields 462 and 479 based 1993 and yields 442 based aircraft by aircraft, respectively. Table 2J pre- the year 2023. A constant market sents these three market share projec- share projection and a decreasing tions. market share projection were also de-

TABLE 2J Based Aircraft Per 1,000 Residents (San Luis Obispo County) San Luis Obispo County Regional Airport (SBP) SBP SLO County Based Aircraft Year Based Aircraft Population Per Capita 1993 259 225,626 1.15 1994 264 228,520 1.16 1995 263 231,451 1.14 2003 301 268,140 1.12 Decreasing Share Projection 2008 339 308,1401 1.10 2013 374 343,0301 1.09 2023 442 412,7602 1.07 Constant Share Projection 2008 345 308,1401 1.12 2013 384 343,0301 1.12 2023 462 412,7602 1.12 Increasing Share Projection 2008 348 308,1401 1.13 2013 391 343,0301 1.14 2023 479 412,7602 1.16 Source: Historical Based Aircraft – FAA/APO (1993-2002), Airport Records (2003); Historical Population - U.S. Census Bureau; Forecast Population - California State Department of Finance, Demographic Research Unit. 1 Interpolated by Coffman Associates; 2 Extrapolated by Coffman Associates.

An additional method used to project airports included in the National Plan based aircraft at San Luis Obispo of Integrated Airport Systems County Regional Airport examined the (NPIAS). The TAF’s forecast used historical growth rate between 1993 2001 as the base year for its projec- and 2003. During this time, based tions, when the airport had an esti- aircraft grew at an average annual mated 242 based aircraft. Forecasts rate of 1.5 percent. This growth rate included in the TAF project based air- was applied to the forecast period and craft at San Luis Obispo County Re- yields 405 based aircraft by the year gional Airport to reach 279 by the year 2023. 2023. Because the current number of based aircraft (301) has already ex- The FAA’s Terminal Area Forecast ceeded this forecast, a comparison is (TAF) was also examined. The TAF not considered relevant to this fore- projects based aircraft each year for cast. 2-18 The 1998 Airport Master Plan was hibit, the combination of forecasts also examined. The base year for this represents a “forecast envelope.” The forecast was 1995, when there were an forecast envelope represents the area estimated 263 aircraft based at San in which future based aircraft at the Luis Obispo County Regional Airport. airport should be found. For planning Projections were provided through the purposes, a mid-range forecast is gen- year 2015 and yielded 375 based air- erally chosen, as is the case with San craft. Extrapolation of this forecast Luis Obispo County Regional Airport. yields 437 based aircraft by the year The preferred planning forecast, which 2023. closely follows the historical growth rate, is an average of all the forecasts A summary of all forecasts for based and is as follows: 320 based aircraft aircraft at San Luis Obispo County by the year 2008; 350 based aircraft by Airport, as well as the preferred plan- the year 2013; and 400 based aircraft ning forecast is presented in Table 2K by the year 2023. and Exhibit 2E. As shown on the ex-

TABLE 2K Summary of Based Aircraft Forecasts San Luis Obispo County Regional Airport 2008 2013 2023 Market Share of Registered Aircraft (San Luis Obispo Co.) Constant Market Share 326 349 403 Increasing Market Share 333 363 435 Market Share of U.S. Active General Aviation Aircraft Decreasing Market Share 280 268 232 Constant Market Share 306 318 329 Increasing Market Share 323 358 417 Aircraft Per 1,000 Population (San Luis Obispo Co.) Decreasing Ratio Projection 339 374 442 Constant Ratio Projection 345 384 462 Increasing Ratio Projection 348 391 479 FAA Terminal Area Forecast 245 252 2602 Historical Growth Rate (1993-2003) 1.5% 324 349 405 1998 Airport Master Plan 3281 3611 4372 Preferred Planning Forecast 320 350 400 1 Interpolated by Coffman Associates, 2 Extrapolated by Coffman Associates.

Based Aircraft Fleet Mix fleet mix of the aircraft expected to use the airport. This will ensure the While the number of general aviation proper facilities in the future. aircraft basing at San Luis Obispo County Regional Airport is projected According to airport records, the fleet to increase, it is important to know the mix at the airport consists of the fol- 2-19 lowing: 241 single-engine aircraft, 44 fleet. This can be noted by the projec- multi-engine aircraft, nine jets, and tion of additional multi-engine and jet seven helicopters. The forecast mix of aircraft at San Luis Obispo County based aircraft was determined by Regional Airport. An increase in both comparing existing and forecast U.S. single-engine and helicopters can also general aviation trends. The trend in be expected at the airport. General general aviation is toward a greater aviation fleet mix projections for the percentage of larger, more sophisti- airport are presented in Table 2L. cated aircraft as part of the national

TABLE 2L General Aviation Fleet Mix Forecast San Luis Obispo County Regional Airport EXISTING FORECAST Type 2003 % 2008 % 2013 % 2023 % Single-Engine 241 80.1% 246 77.0% 259 74.0% 282 70.5% Multi-Engine 44 14.6% 53 16.5% 64 18.5% 80 20.0% Jets 9 3.0% 13 4.0% 18 5.0% 28 7.0% Helicopters 7 2.3% 8 2.5% 9 2.5% 10 2.5% Total 301 100.0% 320 100.0% 350 100.0% 400 100.0% *Multi-engine category includes turboprops.

Annual Operations the 1998 plan used 1995’s total of 72,743 operations as a basis for projec- General aviation operations are classi- tions through the year 2015. Extrapo- fied as either local or itinerant. A lo- lation of this plan yields 98,480 opera- cal operation is a take-off or landing tions by the year 2023. Forecasts in- performed by an aircraft that operates cluded in the FAA TAF used 2001 as within sight of the airport, or which the base year for its projections, with executes simulated approaches or an estimated 87,469 operations that touch-and-go operations at the airport. year. Forecasts included in the FAA Itinerant operations are those per- TAF were provided through the year formed by aircraft with a specific ori- 2015. However, the number of annual gin or destination away from the air- operations in 2002 (92,155) already port. Generally, local operations are exceeds the forecasts included in the characterized by training operations. FAA TAF and therefore, a comparison Typically, itinerant operations in- is not considered relevant to this crease with business and commercial analysis. use, since business aircraft are operated on a high frequency. In order to develop an updated forecast, the FAA’s projections for opera- Previous forecasts were first exam- tions at towered airports were examined, including the 1998 Airport Mas- ined, along with the airport’s general ter Plan and the FAA Terminal Area aviation operations and market Forecast (TAF). Forecasts included in shares. As shown in Table 2M, the 2-20 02MP21-2E-10/15/03

BASEDBASED AIRCRAFTAIRCRAFT 200 400 100 300 500 200 300 400 500 100 0 0 19951993 19951993 HISTORICAL HISTORICAL HISTORICAL 2000 2000 052020 2005 052010 2005 YEARS YEARS YEARS 2010 FORECASTS FORECASTS FORECASTS BASED AIRCRAFTFORECAST SUMMARY SAN LUISOBISPO COUNTY Preferred PlanningForecast FAA TerminalAreaForecast 1998 AirportMasterPlan (1993-2003) 1.5% Historical GrowthRate IncreasingRatioProjection ConstantRatioProjection DecreasingRatioProjection (San LuisObispoCo.) Aircraft Per1,000Population IncreasingMarketShare ConstantMarketShare DecreasingMarketShare General AviationAircraft Market ShareofU.S.Active IncreasingMarketShare Aircraft (SanLuisObispoCo.) Market ShareofRegistered 2015 2015 Constant MarketShare LEGEND REGIONAL AIRPORT REGIONAL AIRPORT 2020 Exhibit 2E 2023 2023 airport’s market share has fluctuated share, an increasing market share, over the past ten years, varying be- and a decreasing market share. These tween a low of 0.20 percent and a high projections yield 122,000 annual op- of 0.25 percent. Because the airport’s erations, 141,500 annual operations, market share has fluctuated so much and 102,500 annual operations, re- in the past ten years, three projections spectively, by the year 2023. were developed; a constant market

TABLE 2M General Aviation Operations Forecasts San Luis Obispo County Regional Airport (SBP) GA Operations Itinerant Local Total (U.S.) at Towered SBP Market Year Operations Operations Operations Airports Share % 1992 52,129 35,534 87,663 38,400,000 0.23% 1993 50,897 36,759 87,656 36,700,000 0.24% 1994 48,450 32,190 80,640 36,300,000 0.22% 1995 43,314 29,480 72,794 36,000,000 0.20% 1996 48,747 42,666 91,413 35,900,000 0.25% 1997 45,969 40,645 86,614 36,800,000 0.24% 1998 47,687 31,729 79,416 38,000,000 0.21% 1999 51,845 45,829 97,674 40,000,000 0.24% 2000 55,173 42,602 97,775 39,900,000 0.25% 2001 50,629 40,238 90,867 37,600,000 0.24% 2002 56,991 35,164 92,155 37,600,000 0.25% Constant Market Share Projection 2008 60,800 40,500 101,300 40,500,000 0.25% 2013 64,700 43,100 107,800 43,100,000 0.25% 2023 73,200 48,800 122,000 48,800,0001 0.25% Increasing Market Share Projection 2008 63,200 42,100 105,300 40,500,000 0.26% 2013 69,800 46,500 116,300 43,100,000 0.27% 2023 84,900 56,600 141,500 48,800,0001 0.29% Decreasing Market Share Projection 2008 58,300 38,900 97,200 40,500,000 0.24% 2013 59,500 39,700 99,200 43,100,000 0.23% 2023 61,500 41,000 102,500 48,800,0001 0.21% Source: GA Operations at SBP – FAA TAF for years 1992-1995, airport records for years 1996- 2002; GA Operations at Towered Airports – FAA Aerospace Forecasts, Fiscal Years 2003-2014. 1Extrapolated by Coffman Associates.

As previously mentioned, a mid-range 122,000 annual operations by the year forecast is generally chosen. The pre- 2023. ferred planning forecast of general aviation operations at San Luis Local and itinerant operations at San Obispo County Regional Airport, Luis Obispo County Regional Airport which is presented in Table 2N, is an were examined as a percentage of total average of the forecasts and yields general aviation operations. Since

2-21 1992, the split of general aviation op- hire” general aviation operators, but erations at the airport has averaged can also include operations by Part 60 percent itinerant and 40 percent 135 operators and Part 121 operators local. This percentage has been ap- (less that 60 seats). Since the com- plied to future operations. mercial airline and air cargo operations have been handled in previous sections of this chapter, the only re- Air Taxi and Military Operations maining portion of the air taxi category to be considered is “for-hire,” Air taxi activity is independently re- which was estimated as ten percent of corded by the airport traffic control total air taxi operations. This per- tower. Locally, the majority of the air centage was applied to forecasts by the taxi operations recorded at the tower FAA of future air taxi operations at are performed by the commercial air- San Luis Obispo County Regional Air- lines. However, this category also in- port and yields 2,200 “for-hire” opera- cludes the cargo operators and “for- tions by the year 2023.

TABLE 2N Summary of General Aviation Operations Forecasts San Luis Obispo County Regional Airport 2002 2008 2013 2023 1998 Airport Master Plan 88,1701 91,4801 98,4802 Market Share of GA Ops at Towered Air- ports Constant Market Share 101,300 107,800 122,000 Increasing Market Share 105,300 116,300 141,500 Decreasing Market Share 97,200 99,200 102,500 Preferred Planning Forecast 92,155 101,300 107,800 122,000 1Interpolated/2Extrapolated

Military operations at the airport were TABLE 2P obtained from the FAA. Military op- Air Taxi & Military Operations erations have declined at the airport San Luis Obispo County in the past few years. The FAA pro- Regional Airport “For-Hire” jects military operations to increase Year Air Taxi Ops Military Ops slightly in the short-term, but remain 1999 1,475 950 stagnant after that. Historical and 2000 1,625 958 forecast air taxi (“for-hire”) and mili- 2001 1,670 948 tary operations are presented in Ta- 2002 1,630 769 ble 2P. FORECAST 2008 1,800 850 2013 2,000 850 2023 2,200 850 Source: FAA TAF.

2-22 PEAKING CHARACTERISTICS airport has typically been August, when the airport captured an average Most facility planning relates to levels of 10.3 percent of total enplanements of peak activity. The following plan- for each year. Design day enplane- ning definitions apply to the peak pe- ments were calculated by dividing the riods: number of enplanements in the peak month by the number of days in the • Peak Month – The calendar month. Design hour enplanements month when peak aircraft op- were estimated at 15 percent of the erations occur. design day.

• Design Day – The average day The peak month for airline operations in the peak month. in 2000 and 2002 was January, when the airport captured approximately • Busy Day – The busy day of a nine percent of annual operations each typical week in the peak month. year. Other months with high levels of airline operations included June • Design Hour – The peak hour and July, which is typical of these two within the design day. months. Design hour operations have been calculated at 15 percent of design It is important to note that only the day activity, based upon current air- peak month is an absolute peak within line schedules. This percentage has a given year. All other peak periods been applied to the forecasts of design will be exceeded at various times dur- hour operations at San Luis Obispo ing the year. However, they do repre- County Regional Airport. A summary sent reasonable planning standards of the forecasts for airline enplane- that can be applied without overbuild- ments and operations is presented in ing or being too restrictive. Table 2Q.

The design day is normally derived by dividing the peak month operations or General Aviation Peaks enplanements by the number of days in the month. However, commercial According to airport records, July and activity is often heavier on weekdays, August have been the peak months at which may require an adjustment to the airport in the past four years, av- reflect peak weekday activity. eraging 10.3 percent of total general aviation operations. Forecasts of peak activity have been developed by apply- Airline Peaks ing this percentage to the forecasts of annual operations. As previously Historical airport records were exam- mentioned, design day operations ined to determine the peak month for were calculated by dividing the total passenger enplanements at San Luis number of operations in the peak Obispo County Regional Airport. month by the number of days in the Since 1999, the peak month at the month. The design hour was esti-

2-23 mated at 15 percent of the design day day activity. Table 2Q summarizes operations. Busy day operations were the general aviation peak activity calculated as 1.25 times the design forecasts.

TABLE 2Q Peak Period Forecasts San Luis Obispo County Regional Airport FORECASTS 2002 2008 2013 2023 Airline Enplanements Annual 155,177 198,000 232,000 301,000 Peak Month (9.5%) 14,347 18,810 22,040 28,595 Design Day 463 607 711 922 Design Hour (15.0%) 69 91 107 138 Airline Operations Annual 14,710 13,600 13,000 15,000 Peak Month (9.0%) 1,324 1,224 1,170 1,350 Design Day 43 41 39 45 Design Hour (15.0%) 7 6 6 7 General Aviation Operations Annual 92,155 101,300 107,800 122,000 Peak Month (10.3%) 9,492 10,434 11,103 12,566 Design Day 306 337 358 405 Busy Day 383 421 448 507 Design Hour (15.0%) 46 50 54 61

ANNUAL INSTRUMENT In 2002, the airport reported 2,669 APPROACHES AIAs, which accounted for 3.6 percent of total itinerant operations. While Forecasts of annual instrument ap- AIAs can be partially attributed to proaches (AIAs) provide guidance in weather, they may be expected to in- determining an airport’s requirements crease as transient operations and op- for navigational aid facilities. An in- erations by more sophisticated aircraft strument approach is defined by the increase throughout the planning pe- FAA as “an approach to an airport riod. Therefore, AIAs as a percentage with an intent to land by an aircraft in of itinerant operations are expected to accordance with an instrument flight increase throughout the planning pe- rule (IFR) plan, when visibility is less riod, along with the expected increase than three miles and/or when the ceil- in more sophisticated aircraft. The ing is at or below the minimum initial projections of AIAs for San Luis approach altitude.” Obispo County Regional Airport are summarized in Table 2R.

2-24 TABLE 2R Annual Instrument Approaches (AIAs) San Luis Obispo County Regional Airport AIAs % of Itinerant Year AIAs Itinerant Operations Operations 2002 2,699 74,100 3.6% FORECAST 2008 2,900 79,650 3.7% 2013 3,200 84,150 3.8% 2023 3,700 93,650 4.0% Source: Airport Records.

SUMMARY nual operations, and annual enplaned passengers throughout the planning This chapter has provided forecasts for period. The next step in this study is each sector of aviation demand antici- to assess the capacity of the existing pated over the planning period. Ex- facilities to accommodate forecast demand and determine what types of fa- hibit 2F presents a summary of the cilities will be needed to meet these aviation forecasts developed for San demands. This is considered a pre- Luis Obispo County Regional Airport. liminary draft until submitted and The airport is expected to experience approved by the FAA. an increase in total based aircraft, an-

2-25 02MP21-2F-2/23/04 Based Aircraft Annual InstrumentApproaches(AIAs) Air Cargo Annual Operations Annual Enplanements Total BasedAircraft Helicopter Jet Multi-Engine Single Engine Airport Total Airport Total(inpounds) Total Operations General Aviation Local Total Itinerant Military Air Taxi General Aviation Air Carrier Itinerant ENPLANEMENTS (x 1,000) Airport Total 100 150 200 250 300 350 50 0 2002 CATEGORY CATEGORY ENPLANEMENTS FORECAST ENPLANEMENTS FORECAST SUMMARY OFAVIATIONACTIVITYFORECASTS SUMMARY OFAVIATIONACTIVITYFORECASTS 2008 YEARS 2013 itrclForecasts Historical 1,242,592 022008 2002 032008 2003 109,264 155,177 35,164 74,100 56,991 14,710 1,630 2,669 2023 769 301 241 44 7 9 1,400,000

OPERATIONS (x 1,000) 117,550 198,000 120 150 40,500 77,050 60,800 13,600 30 60 90 2,900 1,800 0 2002 320 246 850 13 53 8 OPERATIONS FORECAST OPERATIONS FORECAST 1,600,000 2008 2013 2013 SAN LUISOBISPO COUNTY 123,650 232,000 43,100 80,550 64,700 13,000 3,200 2,000 350 259 850 REGIONAL AIRPORT REGIONAL AIRPORT YEARS 18 64 9 2013 FORECAST SUMMARY 2,000,000 2023 2023 301,000 140,050 73,200 15,000 48,800 91,250 2,200 3,700 850 400 282 10 28 80 Exhibit 2F 2023 Chapter Three SAN LUIS OBISPO COUNTY FACILITY REQUIREMENTS REGIONAL AIRPORT CHAPTER THREE

SAN LUIS OBISPO COUNTY FACILITY REGIONAL AIRPORT REQUIREMENTS

To properly plan for the future of San Luis Obispo County Regional Airport, it is necessary to translate forecast aviation demand into the specific types and quantities of facilities that can adequately serve this identified demand. This chapter uses the results of the forecasts conducted in Chapter Two, as well as established planning criteria, to determine the airfield (i.e., runways, taxiways, navigational aids, marking and lighting) and landside (i.e., hangars, terminal building, cargo buildings, aircraft parking apron) facility The cost-effective, efficient, and orderly requirements. development of an airport should rely more upon actual demand at an airport The objective of this effort is to identify, than on a time-based forecast figure. in general terms, the adequacy of the In order to develop a master plan that existing airport facilities, outline what is demand-based rather than time-based, new facilities may be needed, and when a series of planning horizon mile- these may be needed to accommodate stones have been established for San forecast demands. Having established Luis Obispo County Regional Airport these facility requirements, alternatives that take into consideration the for providing these facilities will be reasonable range of aviation demand evaluated in Chapter Four, to determine projections prepared in Chapter Two. the most cost-effective and efficient It is important to consider that means for implementation.

3-1 the actual activity at the airport may The most important reason for utiliz- be higher or lower than projected ac- ing milestones is that they allow the tivity levels. By planning according to airport to develop facilities according activity milestones, the resultant plan to need generated by actual demand can accommodate unexpected shifts, or levels. The demand-based schedule changes in the area’s aviation de- provides flexibility in development, as mand. development schedules can be slowed or expedited according to actual de- It is important that the plan accom- mand at any given time over the plan- modate these changes so that San ning period. The resultant plan pro- Luis Obispo County can respond to vides airport officials with a finan- unexpected changes in a timely fash- cially responsible and needs-based ion. These milestones provide flexibil- program. Table 3A presents the ity, while potentially extending this planning horizon milestones for each plan’s useful life if aviation trends activity demand category. slow over time.

TABLE 3A Planning Horizon Activity Levels San Luis Obispo County Regional Airport Current Short Intermediate Long Levels Term Term Term Passenger Enplanements 155,177 204,700 240,800 301,100 Annual Operations 109,264 117,550 123,650 140,050 Based Aircraft 301 320 350 400

AIRFIELD REQUIREMENTS The selection of appropriate Federal Aviation Administration (FAA) design Airfield requirements include the need standards for the development and lo- for those facilities related to the arri- cation of airport facilities is based val and departure of aircraft. These primarily upon the characteristics of facilities are comprised of the follow- the aircraft which are currently using ing items: or are expected to use the airport. Planning for future aircraft use is of ! Runways (including safety particular importance since design areas) standards are used to plan separation ! Taxiways distances between facilities. These ! Navigational Aids standards must be determined now, ! Airfield Lighting and Marking since the relocation of these facilities will likely be extremely expensive at a later date.

3-2 The FAA has established a coding sys- The airplane design group (ADG) is tem to relate airport design criteria to based upon the aircraft’s wingspan. the operational and physical charac- The six ADG’s used in airport plan- teristics of aircraft expected to use the ning are as follows: airport. This code, the airport reference code (ARC), has two components: Group I: Up to but not including 49 the first component, depicted by a let- feet. ter, is the aircraft approach speed (operational characteristic); the second Group II: 49 feet up to but not includ- component, depicted by a Roman nu- ing 79 feet. meral, is the airplane design group and relates to aircraft wingspan Group III: 79 feet up to but not in- (physical characteristic). Generally, cluding 118 feet. aircraft approach speed applies to runways and runway-related facilities, Group IV: 118 feet up to but not in- while aircraft wingspan primarily re- cluding 171 feet. lates to separation criteria involving taxiways, taxilanes, and landside fa- Group V: 171 feet up to but not in- cilities. cluding 214 feet.

According to FAA Advisory Circular Group VI: 214 feet or greater. (AC) 150/5300-13, Airport Design, an aircraft’s approach category is based In order to determine facility require- upon 1.3 times its stall speed in land- ments, an ARC should first be deter- ing configuration at that aircraft’s mined, and then appropriate airport maximum certificated weight. The design criteria can be applied. This five approach categories used in air- begins with a review of the type of airport planning are as follows: craft using and expected to use San Luis Obispo County Regional Airport. Category A: Speed less than 91 knots. Exhibit 3A summarizes representative aircraft by ARC. Aircraft within Category B: Speed 91 knots or more, the higher ARCs are not expected to but less than 121 knots. comprise the critical design aircraft at the airport. While aircraft within Category C: Speed 121 knots or more, these ARCs may occasionally use the but less than 141 knots. airport, they are not expected to contribute more than 500 annual itiner- Category D: Speed 141 knots or more, ant operations (the threshold used by but less than 166 knots. the FAA to define critical aircraft).

Category E: Speed greater than 166 knots.

3-3 The FAA recommends designing air- the airport with turboprop aircraft, if port functional elements to meet the the carriers will serve the market with requirements of the most demanding RJs (and if so, when), examine the ARC for that airport. San Luis Obispo economic impact to the airport and the County Regional Airport currently ac- region, and the operational implica- commodates a wide variety of civilian tions for the airport. aircraft use. Aircraft using the airport include small single and multi-engine Mesa transitioned to all-RJ service at aircraft (which fall within approach San Luis Obispo County Regional Air- categories A and B and airplane de- port in October 2002, while Skywest sign group I) and business turboprop and American Eagle continue to oper- and jet aircraft (which fall within ap- ate turboprop aircraft. The study ex- proach categories B, C, and D and air- pects that all three airlines serving plane design groups I and II). The the airport will transition to an RJ airport is also used by jet and prop-jet fleet during the planning period. This aircraft for transporting passengers in is, provided the airport can accommo- scheduled service by the three airlines date the performance characteristics operating at the airport; United Ex- of the various RJ aircraft flown by press (Skywest), American Eagle, and each operator and the market demand America West (Mesa). Skywest Air- can support the increased seat capac- lines operates the 30-seat Embraer ity. Brasilia 120, American Eagle Airlines operates the 34-seat Saab 340, and Regional jets offer increased operating Mesa Airlines operates the 50-seat range over turboprops and their Canadair Regional Jet (CRJ-200). higher speeds can shorten trip times, resulting in lower operating costs, and As determined by the fleet mix fore- increase the number of daily trips per cast in Chapter Two, continued service aircraft. The study showed that RJ by aircraft with an average of 32 seats service shortened travel time from San is expected to continue through the Luis Obispo to Phoenix by 60 minutes, short to intermediate term. However, resulting in a savings of approxi- the addition of the CRJ-700 (64-70 mately $502,000 to the airlines (and seats) and the ERJ (50 seats) are ex- savings to travelers). It should also be pected as the airlines transition to noted that no significant noise in- higher percentages of RJ fleets. This crease would result with the upgrade is consistent with national trends. from turboprop to jet aircraft.

The San Luis Obispo Council of Gov- As previously mentioned, if the mar- ernments (SLOCOG) prepared a Re- ket demand and operational require- gional Jet Study in February 2003, ments exist, carriers will replace cur- which evaluated the economic and op- rent turboprop aircraft with regional erational performance of Regional jet service. It is important to the Jets. The study was done to deter- economy of San Luis Obispo County mine approximately how long the ex- that airport improvements are made isting airlines will continue to serve to accommodate these regional jets.

3-4 A-I C-I, D-I

02MP21-3A-8/24/04 • Beech Baron 55 • Beech Bonanza • Cessna 150 • Cessna 172 • Lear 25, 35, 55 • Piper Archer • Israeli Westwind • Piper Seneca • HS 125

less than 12,500 lbs. B-I • Beech Baron 58 C-II, D-II • Beech King Air 100 • Cessna 402 • Cessna 421 • Gulfstream II, III, IV • Piper Navajo • Canadair 600 • Piper Cheyenne • Canadair Regional Jet • Swearingen Metroliner • Lockheed JetStar • Cessna Citation I • Super King Air 350

less than 12,500 lbs. B-II C-III, D-III • Boeing Business Jet • B 727-200 • B 737-300 Series • MD-80, DC-9 • Fokker 70, 100 • Super King Air 200 • A319, A320 • Cessna 441 • Gulfstream V • DHC Twin Otter • Global Express

over 12,500 lbs. B-I, II • Super King Air 300 C-IV, D-IV • Beech 1900 • Jetstream 31 • B-757 • Falcon 10, 20, 50 • B-767 • Falcon 200, 900 • DC-8-70 • Citation II, III, IV, V • DC-10 • Saab 340 • MD-11 • Embraer Brasilia 120 • L1011 A-III, B-III D-V • DHC Dash 7 • DHC Dash 8 • DC-3 • Convair 580 • Fairchild F-27 • ATR 72 • B-747 Series • ATP • B-777

Note: Aircraft pictured is identified in bold type. SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 3A AIRPORT REFERENCE CODES AIRFIELD DESIGN STANDARDS Table 3B summarizes the design requirements of these safety areas by The FAA has established several airport reference code for Runway 11- imaginary surfaces to protect aircraft 29. The FAA expects these areas to be operational areas and keep them free free from obstructions. As shown in from obstructions that could affect the the table, Runway 11 meets the re- safe operation of aircraft. These in- quired ARC B-II standards for an ILS clude the runway safety area (RSA), approach with ½ statute mile visibility object free area (OFA), obstacle free minimum, and Runway 29 meets the zone (OFZ), and runway protection ARC B-II standards for a GPS ap- zone (RPZ). proach with ¾ statute mile visibility minimum. However, the RSA and the The RSA is “a defined surface sur- OFA will need to be upgraded to com- rounding the runway prepared or ply with ARC C-II standards. suitable for reducing the risk of damage to airplanes in the event of an un- Table 3C summarizes the design re- dershoot, overshoot, or an excursion quirements of the safety areas by air- from the runway.” An object free area port reference code for Runway 7-25. is an area on the ground centered on Runway 7-25 currently meets the re- the runway, taxiway, or centerline, quired dimensions for ARC B-I stan- provided to enhance the safety of air- dards (small aircraft only). This will craft operations, except for objects that be sufficient through the planning pe- need to be located in the OFA for air riod. navigation or aircraft ground maneuvering purposes. An obstacle free zone is a volume of airspace that is required AIRFIELD CAPACITY to be clear of objects, except for frangible items required for navigation of An airport’s airfield capacity is ex- aircraft. It is centered along the run- pressed in terms of its annual service way and extended runway centerline. volume (ASV). Annual service volume The RPZ is defined as an area off the is a reasonable estimate of the maxi- runway end to enhance the protection mum number of operations that can be of people and property on the ground. accommodated in a year. Annual ser- The RPZ is trapezoidal in shape and vice volume accounts for annual dif- centered about the extended runway ferences in runway use, aircraft mix, centerline. The dimensions of an RPZ and weather conditions. The airport’s are a function of the runway ARC and annual service volume was examined approach visibility minimums. utilizing FAA Advisory Circular (AC) 150/5060-5, Airport Capacity and De- lay.

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TABLE 3B Airfield Safety Area Dimensional Standards (feet) Runway 11-29 RUNWAY 11 RUNWAY 29 ARC B-II ARC C-II ARC B-II ARC C-II Standards Standards Standards Standards (1/2 statute (1/2 statute (3/4 statute (3/4 statute mile vis.) mile vis.) mile vis.) mile vis.) Runway Safety Area (RSA) Width 300 400 300 400 Length Beyond Runway End 600 1,000 600 1,000 Runway Object Free Area (OFA) Width 800 800 800 800 Length Beyond Runway End 600 1,000 600 1,000 Runway Obstacle Free Zone (OFZ) Width 400 400 400 400 Length Beyond Runway End 200* 200* 200 200 Runway Protection Zone (RPZ) Inner Width 1,000 1,000 1,000 1,000 Outer Width 1,750 1,750 1,510 1,510 Length 2,500 2,500 1,700 1,700 Source: FAA Airport Design Computer Program, Version 4.2D. *OFZ for approach with lights extends 200 feet beyond last light unit with 50:1 slope.

TABLE 3C Airfield Safety Area Dimensional Standards (feet) Runway 7-25 ARC B-I Stan- Runway dards Standards 7-25 (small aircraft) Met Runway Safety Area (RSA) Width 120 120 Yes Length Beyond Runway End 240 240 Yes Runway Object Free Area (OFA) Width 250 250 Yes Length Beyond Runway End 240 240 Yes Runway Obstacle Free Zone (OFZ) Width 250 250 Yes Length Beyond Runway End 200 200 Yes Runway Protection Zone (RPZ) Inner Width 250 250 Yes Outer Width 450 450 Yes Length 1,000 1,000 Yes Source: FAA Airport Design Computer Program, Version 4.2D.

3-6 FACTORS AFFECTING • RUNWAY USE ANNUAL SERVICE VOLUME Runway use relates to the type of air- Exhibit 3B graphically represents the craft operating on that runway and various factors included in the calcula- the amount of time that runway is in tion of an airport’s annual service vol- use. Aircraft operations to a particu- ume. These include: airfield charac- lar runway are determined by the load teristics, meteorological conditions, bearing strength of the runway, in- aircraft mix, and demand characteris- strument approach capability, and tics (aircraft operations). These fac- wind conditions. Wind conditions are tors are described below. examined for both visual and inclem- ent weather conditions.

Airfield Characteristics Runway 11 is equipped with an instrument approach to the Runway 11 The layout of the runways and taxi- end and has a load bearing strength ways directly affects an airfield’s ca- capable of accommodating all regional pacity (as does radar coverage). This airline aircraft currently serving the not only includes the location and ori- airport and common business aircraft entation of the runways, but the per- operating at the airport. A GPS ap- centage of time that a particular run- proach is available to Runway 29 with way or combination of runways is in ¾ statute mile visibility. Runway 7-25 use. Additional airfield characteristics has no designated instrument ap- include the length, width, load bearing proaches and is limited to small air- strength, and instrument approach craft (12,500 pounds or less). There- capability of each runway at the air- fore, during poor weather conditions, port, which determine the type of air- only Runway 11-29 is available for craft that may operate on the runway use. and if operations can occur during poor weather conditions. Ideally, maximum runway capacity is achieved when all runways at an airport are able to accommodate the en- • RUNWAY CONFIGURATION tire fleet mix of aircraft. Since operations by larger general aviation and The existing runway configuration at regional airline aircraft can only be San Luis Obispo County Regional Air- accommodated on Runway 11-29, the port consists of two intersecting run- capacity of the existing runway system ways: Primary Runway 11-29 and is less than if these aircraft could op- Crosswind Runway 7-25. Runway 7- erate on both runways. Maximum 25 intersects Runway 11-29, 2,550 feet runway capacity is also achieved when from the Runway 11 threshold. A full- more than one runway can be used length parallel taxiway is available to simultaneously (i.e., a takeoff on one each runway. runway and a landing on the other runway) in all weather conditions.

3-7 Lack of local radar coverage affects with four exits and Runway 7-25 is spacing of aircraft during IFR condi- credited with two exits. tions, reducing airfield capacity. In- tersecting Runway 7-25 limits capacity slightly in crosswind conditions, as Meteorological Conditions aircraft handling and spacing efforts must increase to ensure proper clear- Weather conditions have a significant ance between aircraft. affect on airfield capacity. Airfield capacity is usually highest in clear Runway use is normally dictated by weather, when flight visibility is at its wind conditions. The number of take- best. Airfield capacity is diminished offs and landings are generally deter- as weather conditions deteriorate and mined by the speed and direction of cloud ceilings and visibility are re- the wind. It is generally safest for air- duced. As weather conditions deterio- craft to takeoff and land into the wind, rate, the spacing of aircraft must in- avoiding crosswind (wind that is blow- crease to provide allowable margins of ing perpendicular to the travel of the safety. The increased distance be- aircraft) or tailwind components dur- tween aircraft reduces the number of ing these operations. Prevailing winds aircraft which can operate at the air- at San Luis Obispo County Regional port during any given period. Conse- Airport are in a northwest-southeast quently, this reduces overall airfield direction, leading to greater use of capacity. Runway 11-29. However, during light wind conditions or situations when the There are three categories of meteoro- crosswind to Runway 11-29 exceeds logical conditions, each defined by the allowable thresholds, Runway 7-25 is reported cloud ceiling and flight visi- used simultaneously with Runway 11- bility. Visual flight rule (VFR) condi- 29. tions exist whenever the cloud ceiling is greater than 1,000 feet above ground level and visibility is greater • EXIT TAXIWAYS than three statute miles. VFR flight conditions permit pilots to approach, Exit taxiways have a significant im- land, or takeoff by visual reference pact on airfield capacity since the and to see and avoid other aircraft. number and location of exits directly determines the occupancy time of an Instrument flight rule (IFR) conditions aircraft on the runway. The airfield exist when the reported cloud ceiling capacity analysis gives credit to exits is less than 1,000 feet above ground located within a prescribed range from level and/or visibility is less than three a runway’s threshold. This range is statute miles. Under IFR conditions, based upon the mix index of the air- pilots must rely on instruments for craft that use the runway. The exits navigation and guidance to the run- must be at least 750 feet apart to way. Safe separations between air- count as separate exits. Under these craft must be assured by following air criteria, Runway 11-29 is credited traffic control rules and procedures.

3-8 AIRFIELD LAYOUT

02MP21-3B-10/27/03 Runway Configuration Runway Use Number of Exits

WEATHER CONDITIONS VFR IFR PVC

AIRCRAFT MIX

&& AA Single Piston CC BB Business Jet Commuter

Wide Body Jet Small Turboprop Twin Piston Regional Jet Commercial Jet DD OPERATIONS

7 6 Arrivals and Total Annual 5 4 3 2 Departures Operations 1 JFMAMJJASOND Touch-and-Go Operations SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 3B AIRFIELD CAPACITY FACTORS This leads to increased distances be- tion also includes some air taxi and tween aircraft, which diminishes air- regional airline aircraft (i.e., Cessna field capacity. The third category, Caravan used for air cargo service). poor visibility conditions (PVC), exists Class C consists of multi-engine air- when cloud ceilings are less than 500 craft weighing between 12,500 pounds feet above ground level and visibility and 300,000 pounds. This broad clas- is less than one mile. sification includes turboprops, business jets, and large commercial airline According to data recorded at the air- aircraft. All scheduled airline and port between 1986 and 1995, VFR cargo aircraft operating at San Luis conditions have occurred 88 percent of Obispo County Regional Airport are the time, whereas IFR conditions have included within Class C. All aircraft occurred ten percent of the time, and over 300,000 pounds are in Class D, PVC conditions have occurred two including wide-body and jumbo jets. percent of the time. There are no Class D aircraft operating at the airport.

Aircraft Mix For the capacity analysis, the percentage of Class C and D aircraft operat- Aircraft mix refers to the speed, size, ing at the airport is critical in deter- and flight characteristics of aircraft mining the annual service volume, as operating at the airport. As the mix of these classes include the larger and aircraft operating at an airport in- faster aircraft in the operational mix. creases to include larger aircraft, air- The existing and projected operational field capacity begins to diminish. This fleet mix for the airport is summarized is due to larger separation distances in Table 3D. Consistent with projec- that must be maintained between air- tions prepared in the previous chapter, craft of different speeds and sizes. the operational fleet mix at the airport is expected to slightly increase its per- Aircraft mix for the capacity analysis centage of Class C aircraft as regional is defined in terms of four aircraft airline operations increase and the classes. Classes A and B consist of business and corporate use of general single and multi-engine aircraft aviation aircraft increases at the air- weighing less than 12,500 pounds. port. The percentage of Class C air- Aircraft within these classifications craft is higher during IFR conditions are primarily associated with general as some general aviation operations aviation operations, but this classifica- are suspended.

3-9

TABLE 3D Aircraft Operational Mix San Luis Obispo County Regional Airport Weather Year A&B C D VFR (Visual) Existing (2003) Short Term 75% 25% 0% Intermediate 73% 27% 0% Term 70% 30% 0% Long Term 65% 35% 0% IFR Existing (2003) (Instrument) Short Term 55% 45% 0% Intermediate 53% 47% 0% Term 50% 50% 0% Long Term 45% 55% 0%

Demand Characteristics operational activity and can be exceeded at various times through the Operations, not only the total number year. of annual operations, but the manner in which they are conducted, have an important effect on airfield capacity. • TOUCH-AND-GO Peak operational periods, touch-and- OPERATIONS go operations, and the percent of arrivals impact the number of annual op- A touch-and-go operation involves an erations that can be conducted at the aircraft making a landing and an im- airport. mediate takeoff without coming to a full stop or exiting the runway. These operations are normally associated • PEAK PERIOD OPERATIONS with general aviation training operations and are included in local opera- For the airfield capacity analysis, av- tions data recorded by the air traffic erage daily operations during the peak control tower. month is calculated based upon data recorded by the air traffic control Touch-and-go activity is counted as tower. These peak operational levels two operations as there is an arrival were calculated in Chapter Two for and a departure involved. A high per- existing and forecast levels of opera- centage of touch-and-go traffic nor- tions. Typical operational activity is mally results in a higher operational important in the calculation of an air- capacity because one landing and one port’s annual service level, as “peak takeoff occurs within a shorter time demand” levels occur sporadically. than individual operations. Touch- The peak periods used in the capacity and-go operations are recorded by the analysis are representative of normal air traffic control tower and currently

3-10 account for approximately 30 percent hourly capacity of each runway con- of annual operations. figuration.

Considering the existing and forecast • PERCENT OF ARRIVALS mix and the additional factors discussed above, the hourly capacity of The percentage of arrivals as they re- each runway configuration was com- late to the total number of operations puted. The use of both runways dur- in the design hour is important in de- ing VFR weather conditions results in termining airfield capacity. Under the highest hourly capacity of the air- most circumstances, the lower the per- field. The 1998 Airport Master Plan centage of arrivals, the higher the estimated this at 98 hourly operations. hourly capacity. Except in unique cir- The VFR hourly capacity is affected by cumstances, the aircraft arrival- the restricted use of Runway 7-25 to departure split is typically 50-50. At small aircraft (12,500 pounds or less) San Luis Obispo County Regional Air- only. During low visibility conditions, port, traffic information indicated no only Runway 11-29 can be used, which major deviations from this pattern, considerably reduces the hourly capac- and arrivals were estimated to ac- ity of the runway system. count for 50 percent of design period operations. As the mix of aircraft operating at an airport changes to include an increasing percentage of Class C aircraft, the CALCULATION OF hourly capacity of the runway system ANNUAL SERVICE VOLUME is also reduced. This is because larger aircraft require longer utilization of The preceding information was used the runway for takeoffs and landings, in conjunction with the airfield capac- and because the greater approach ity methodology developed by the FAA speeds of the aircraft require in- to determine airfield capacity for San creased separation. This contributes Luis Obispo County Regional Airport. to a slight reduction in the hourly capacity of the runway system over the planning period. Hourly Runway Capacity

The first step in determining annual Annual Service Volume service volume involves the hourly capacity of each runway configuration in Once the weighted hourly capacity is use. The percentage use of each run- calculated (based upon hourly runway way configuration in VFR and IFR capacities, percent usage, and weight- weather, the amount of touch-and-go ing factors defined in AC 5060-5), the training activity, and the number and annual service volume can be deter- locations of runway exits become im- mined. Annual service volume is cal- portant factors in determining the culated by the following equation:

3-11 Annual Service Volume = C x D x H C = Weighted hourly capacity D = Ratio of annual demand to average daily demand during the peak month H = Ratio of average daily demand to peak hour demand during the peak month

The 1998 Airport Master Plan esti- • Runways mated the airport’s ASV for several • Taxiways conditions. One of the conditions con- • Navigational Approach Aids sidered IFR capacity of 48 hourly op- and Instrument Approaches erations, full radar, ILS, and addi- • Airfield Lighting, Marking, tional taxiway exits. Under these and Signage conditions, which used the projected number of 133,800 annual operations by the year 2015, the ASV as a per- RUNWAY REQUIREMENTS centage of capacity was projected to reach 55 percent. Considering the ad- Based upon the airfield capacity ditional runway exits added since the evaluations undertaken in the previ- last master plan, the ASV was reex- ous chapter, it is not necessary to plan amined. Using the projected number for a parallel runway to increase the of 140,050 annual operations by the annual service volume of the airfield. year 2023, the ASV as a percentage of Therefore, this analysis will concen- capacity was projected to reach 58 per- trate on the adequacy of the existing cent in the long term. two-runway system, which was ana- lyzed from a number of perspectives FAA Order 5090.3B, Field Formula- including runway orientation, runway tion of the National Plan of Integrated length, runway width, and pavement Airport Systems (NPIAS), indicates strength. that improvements for airfield capacity purposes should be considered when operations reach 60 percent of Runway Orientation the annual service volume. The addition of full radar coverage will ensure For the operational safety and effi- the ASV remains below 60 percent. ciency of an airport, it is desirable for the primary runway of an airport’s runway system to be oriented as close AIRSIDE FACILITIES as possible to the direction of the prevailing wind. This reduces the impact Airside facilities include those facili- of wind components perpendicular to ties that are related to the arrival, de- the direction of travel of an aircraft parture, and ground movement of air- that is landing or taking off (defined craft. These components include: as a crosswind).

3-12 FAA design standards specify that ad- gional Airport during all-weather con- ditional runway configurations are ditions. As shown in the table, the needed when the primary runway con- combined wind coverage exceeds 95 figuration provides less than 95 per- percent for all crosswind components. cent wind coverage at specific cross- During low visibility conditions, Run- wind components. The 95 percent way 11-29 provides greater than 99 wind coverage is computed on the ba- percent coverage. Therefore, based on sis of crosswinds not exceeding 10.5 this analysis, the runway system at knots for small aircraft weighing less the airport is properly oriented to pre- than 12,500 pounds and from 13 to 20 vailing wind flows and aircraft opera- knots for aircraft weighing over 12,500 tional safety is maximized. No new pounds. runway orientations are needed at the airport. Table 3E summarizes the wind coverage for San Luis Obispo County Re-

TABLE 3E All-Weather Wind Coverage San Luis Obispo County Regional Airport Runways 10.5 knots 13 knots 16 knots 20 knots Runway 11-29 98.91% 99.52% 99.90% 99.98% Runway 7-25 91.70% 96.10% 98.74% 99.74% Runways Combined 99.16% 99.71% 99.94% 99.99% Source: NOAA National Climatic Center (observations: 1994-2003).

Runway Length elevation is 212 feet above mean sea level (MSL); the mean maximum daily Runway length is the most important temperature of the hottest month consideration when evaluating the fa- (September) is 79 degrees Fahrenheit. cility requirements for RJs at San Runway end elevations vary by 46 feet Luis Obispo County Regional Airport. (Runway 11-29) and 35 feet (Runway Runway length requirements are 7-25) across the airfield. based upon five primary elements: airport elevation, the mean maximum There is a displaced threshold for daily temperature of the hottest Runway 29 arrivals, resulting in a month, runway gradient, critical air- landing distance of 4,800 feet when craft type expected to use the runway, operating to the west. Runway 11 and the stage length of the longest provides 5,300 feet of pavement for non-stop trip destination. landing and takeoff when operating to the east. Aircraft performance declines as elevation, temperature, and runway gra- In examining runway length require- dient factors increase. For calculating ments at the airport, the primary runway length requirements at San runway should be designed to accom- Luis Obispo County Regional Airport, 3-13 modate the most demanding aircraft The FAA’s design software was used currently serving the airport, as well to verify general aircraft runway as aircraft expected to serve the air- length requirements, which are sum- port in the future. As previously m en- marized in Table 3F. A typical FAA tioned, the current mix of aircraft oper- runway length planning category for ating at San Luis Obispo County Re- Runway 11-29 is “100 percent of large gional Airport includes prop-jet air- airplanes 60,000 pounds or less at 60 craft such as the Embraer Brasilia 120 percent useful load.” As shown in the and the Saab 340 and the Canadair table, the FAA recommends a mini- Regional Jet (CRJ 200). Future air- mum runway length of 5,530 feet for craft operating at the airport may in- this runway length category. How- clude the Canadair Regional Jet (CRJ- ever, as load factors increase (to 90%) 700) and the Embraer Regional Jet the recommended length is 7,930 feet. (ERJ-145). While RJs offer several For Runway 7-25, “95 percent of small advantages over turboprop aircraft, airplanes,” recommends a runway these aircraft have different operating length of 3,000 feet, although 75 per- characteristics and facility require- cent of the fleet is accommodated at ments. 2,460 feet.

TABLE 3F Runway Length Requirements San Luis Obispo County Regional Airport

AIRPORT AND RUNWAY DATA

Airport elevation...... 212 feet Mean daily maximum temperature of the hottest month ...... 79° F Maximum difference in runway centerline elevation...... 46 feet Length of haul for airplanes of more than 60,000 pounds...... 1000 miles

RUNWAY LENGTHS RECOMMENDED FOR AIRPORT DESIGN

Small airplanes with less than 10 passenger seats 75 percent of these small airplanes ...... 2,460 feet 95 percent of these small airplanes ...... 3,000 feet 100 percent of these small airplanes ...... 3,570 feet Small airplanes with 10 or more passengers seats...... 4,110 feet

Large airplanes of 60,000 pounds or less 75 percent of large airplanes at 60 percent useful load ...... 5,300 feet 100 percent of large airplanes at 60 percent useful load...... 5,530 feet 100 percent of large airplanes at 90 percent useful load...... 7,930 feet

Airplanes of more than 60,000 pounds ...... 6,040 feet Reference: FAA’s airport design computer software utilizing Chapter Two of AC 150/5325-4A, Runway Length Requirements for Airport Design.

3-14 In addition to the FAA software, re- forecast) have been calculated and are quired take-off and landing runway summarized in Table 3G. Only the lengths of typical RJ aircraft used for CRJ service to Phoenix is currently in passenger services (existing and/or service.

TABLE 3G Runway Length Requirements – Individual RJ Aircraft Performance CRJ 200 CRJ 700 ERJ 145 (to PHX) (to DFW) (to LAX) Runway 11(uphill gradient) Takeoff distance required for max. LF (80°F) 6,200’ 6,875’ 8,050’ Landing distance required for maxi. LF (low vis.) 5,570’ 5,720’ 5,320’ LF limitation with 5,800’ of takeoff run 88.4% 80.2% 70.5% LF limitation with 6,000’ of takeoff run 95.0% 83.7% 73.1% Runway 29 (downhill gradient) Takeoff distance required for 100% LF (80°F) 5,630’ 5,980’ 6,100’ Landing distance required for 100% LF (low vis.) 5,570’ 5,720’ 5,320’ LF limitation with 5,800’ of takeoff run 100.0% 94.5% 89.2% LF limitation with 6,000’ of takeoff run 100.0% 94.5% 97.4% Source: Runway Length Analysis prepared by Aero Data, Inc. * Load Factor (LF) represents the ratio of number of seats filled versus total number of available seats.

As indicated in the table, aircraft Runway Width which are expected to operate at San Luis Obispo County Regional Airport Runway width is primarily deter- in the future require a runway length mined by the planning ARC for the of more than 5,300 feet. Given the particular runway. FAA design stan- need to accommodate these aircraft, dards specify a minimum width of 100 consideration should be given to pro- feet for runways with lower than ¾ viding available runway length of at statute mile visibility minimums least 6,000 feet and as much as 6,500 which fall within Runway 11-29’s de- feet. This length will also benefit sign group (II), while a minimum of 60 many business jet operators on hot feet should be provided for Runway 7- days, allowing them greater opera- 25’s design group (I). Each runway tional flexibility. The alternatives currently exceeds the standard estab- analysis to be conducted in the follow- lished by the FAA. However, with ing chapter will consider the potential itinerant aircraft of higher ARC using for extending Runway 11-29 to provide Runway 11-29, it is recommended that useable runway length of at least the primary runway width remain un- 6,000 feet. changed.

3-15 Pavement Strength fies a runway/taxiway centerline separation of 400 feet. The parallel Taxi- The most important feature of airfield way (A) is only 325 feet from the run- pavement is its ability to withstand way centerline along most of its repeated use by aircraft of significant length, and 290 feet in front of the weight. The current strength rating passenger terminal. on Runway 11-29 is 50,000 pounds single wheel loading (SWL) and 65,000 Runway 7-25 serves only small air- pounds dual wheel loading (DWL). craft. The design standard specifies a Runway 7-25 has a current strength minimum runway/taxiway separation rating of 12,500 pounds and is for use of 150 feet. The parallel Taxiway (J) by small aircraft exclusively. The cur- is at 200-foot separation. rent strength ratings on both runways are sufficient for the fleet of aircraft The type and frequency of runway en- currently serving, and expected to trance/exit taxiways can affect the ef- serve, the airport in the future. ficiency and capacity of the runway system. Right-angled exits require an aircraft to be nearly stopped before ex- TAXIWAYS iting the runway. Acute-angled (high speed) exits allow aircraft to slow to a Taxiways are constructed primarily to safe speed, without stopping, before facilitate aircraft movements to and exiting the runway. An acute-angled from the runway system. Some taxi- exit (Taxiway H) and a right-angled ways are necessary simply to provide exit (Taxiway I) were recommended in access between the aprons and run- the last Master Plan and have since ways, whereas other taxiways become been added to Runway 11-29. Taxi- necessary as activity increases at an way C was realigned at a 90 degree airport to provide safe and efficient angle to Runway 11-29. use of the airfield.

Both runways are supported by full- AIRFIELD MARKING, length parallel taxiways and a system LIGHTING, AND SIGNAGE of entrance/exit taxiways. Most taxiways are 50 feet wide, with some In order to facilitate the safe move- taxiways on the west side at 40 feet, ment of aircraft about the field, air- and exit taxiways along Runway 11-29 ports use pavement markings, light- at greater widths. ing, and signage to direct pilots to their destinations. Runway markings Design standards for separation be- are designed according to the type of tween the runways and parallel taxi- instrument approach available on the ways are based upon the wingspan of runway. FAA Advisory Circular the critical aircraft using the runway. 150/5340-1H, Marking of Paved Areas Since this varies between the two on Airports, provides the guidance runways, different standards apply. necessary to design airport markings. For Runway 11-29, the standard speci-

3-16 Runway 11-29 has the necessary Airfield signage provides another markings for the instrument landing means of notifying pilots as to their system (ILS) and global positioning location on the airport. A system of system (GPS) approaches which serve signs placed at several airfield inter- the runway, while basic markings ex- sections on the airport is the best ist on Runway 7-25. The markings on method available to provide this guid- both of these runways will suffice ance. Signs located at intersections of through the planning period. taxiways provide crucial information to avoid conflicts between moving air- Taxiway and apron areas also require craft. Directional signage instructs marking. Yellow centerline stripes pilots as to the location of taxiways are currently painted on all taxiway and terminal aprons. At San Luis surfaces at the airport to provide this Obispo County Regional Airport, not guidance to pilots. Hold lines along all signs installed at the taxiway and Runway 11-29 are located 200 feet runway intersections are lit. from the centerline. However, they need to be relocated to 250 feet, pursuant to current criteria. The apron NAVIGATIONAL AND areas also have centerline markings to APPROACH AIDS indicate the alignment of taxilanes within these areas. Besides routine Electronic and visual guidance to ar- maintenance of the taxiway striping, riving aircraft enhance the safety and these markings will be sufficient capacity of the airfield. Such facilities through the planning period. are vital to the success of the airport, and provide additional safety to pas- Airport lighting systems provide criti- sengers using the air transportation cal guidance to pilots during nighttime system. While instrument approach and low visibility operations. Runway aids are especially helpful during poor 11-29 is equipped with high intensity weather, they are often used by com- runway lighting (HIRL). There is no mercial pilots when visibility is good. lighting on Runway 7-25. This will be There are currently four published in- adequate through the planning period. strument approaches to San Luis Obispo County Regional Airport. Effective ground movement of aircraft at night is enhanced by the availabil- Instrument approaches are catego- ity of taxiway lighting. Medium in- rized as either precision or nonpreci- tensity taxiway lighting (MITL) is in- sion. Precision instrument approach stalled on some taxiways, with edge aids provide an exact alignment and lighting or reflectors in use on taxi- descent path for an aircraft on final lanes. The existing airfield lighting approach to a runway, while nonpreci- systems, while adequate in intensity, sion instrument approach aids provide will require routine maintenance and only runway alignment information. upgrades during the planning period. Most existing precision instrument

3-17 approaches in the United States are using the ILS approaches to land at a instrument landing systems (ILS). At different runway end (defined as a cir- San Luis Obispo County Regional Air- cling approach), the cloud ceilings in- port, Runway 11 is equipped with a crease to 900 feet above ground for precision instrument approach, while aircraft in categories A and B; 1,000 Runway 29 is equipped with a nonpre- feet for aircraft in category C; and cision instrument approach and Run- 1,100 feet for aircraft in category D. way 7-25 is visual only. The visibility minimums increase to one mile for aircraft in category A; 1¼ With the advent of the Global Posi- statute miles for aircraft in category tioning System (GPS), stand-alone in- B; 2¾ statute miles for aircraft in strument assisted approaches that category C; and 3 miles for aircraft in provide vertical guidance down to category D. visibility minimums currently associated with precision runways, will eventually be established. As a result, Global Positioning System airport design standards that formerly were associated with a type of instru- The advent of technology has been one ment procedure (precision/ nonpreci- of the most important contributing sion) are now revised, to relate instead factors in the growth of the aviation to the designated or planned approach industry. Much of civil aviation and visibility minimums. aerospace technology has been derived and enhanced from the initial development of technological improvements Existing Instrument Approaches for military purposes. The use of or- biting satellites to confirm an air- As previously mentioned, a precision craft’s location is the latest military instrument approach is available to development to be made available to Runway 11. Utilizing this approach, a the civil aviation community. properly equipped aircraft can land at the airport with 200-foot cloud ceilings The FAA has already approved the and one-half mile visibility for aircraft publication of thousands of “overlay” in any category. The ILS Runway 11 GPS instrument approach procedures. approach can also be utilized as a lo- Stand-alone GPS approaches using calizer only or circling approach. the Wide-Area Augmentation System When using only the localizer portion (WAAS) will gradually be phased in to of the ILS (for course guidance only), provide Category I approaches, while the cloud ceilings increase to 900 feet Local Area Augmentation Systems above ground level for all aircraft (LAAS) will provide Category I/II/III categories and the visibility mini- approaches. Approach lighting and mums increase to ¾ statute mile for runway lighting systems in use today aircraft in category B; two miles for will continue to be required for the de- aircraft in category C; and 2¼ statute sired approaches. miles for aircraft in category D. When

3-18 Visual Approach Aids REILs installed at the end of Runway 29 are sufficient and should be main- In most instances, the landing phase tained throughout the planning pe- of any flight must be conducted in vis- riod. ual conditions. To provide pilots with visual guidance information during landings to the runway, electronic vis- Weather Reporting ual approach aids are commonly provided at airports. Both ends of Run- The airport is equipped with an way 11-29 are equipped with a four- Automated Surface Observation Sys- light precision approach path indicator tem (ASOS), which provides auto- (VASI-4L) system on the left hand side mated aviation weather observations of the runway. 24 hours-a-day. The system updates weather observations every minute, As most airports are replacing older continuously reporting significant VASIs with the PAPI system, consid- weather changes as they occur. The eration should be given to replacing ASOS system reports cloud ceiling, the existing VASI-4 on the approach visibility, temperature, dew point, ends of Runway 11-29 with a PAPI-4, wind direction, wind speed, altimeter which is less costly to maintain and setting (barometric pressure), and operate. density altitude (airfield elevation cor- rected for temperature). The ASOS at San Luis Obispo County Regional Air- Approach Lighting port is located on the west side of the airfield, near the glideslope antenna. Approach lighting systems provide the basic means to transition from instrument flight to visual flight for LANDSIDE landing. The approach end of Runway REQUIREMENTS 11 is equipped with a medium intensity approach lighting system (MALS) Landside facilities are those necessary with runway alignment indicator for handling aircraft, passengers, and lights (RAIL), or (MALSR). The exist- freight while on the ground. These ing MALSR at the end of Runway 11 facilities provide the essential inter- should be sufficient throughout the face between the air and ground planning period. transportation modes. The capacities

of the various components of each area Runway end identifier lights (REILs) were examined in relation to projected are flashing lights that facilitate iden- demand to identify future landside fa- tification of the runway end. Runway cility needs. 29 is the only runway presently equipped with REILs. The existing

3-19 TERMINAL AREA • Ticketing - includes estimates of REQUIREMENTS the space necessary for the queuing of passengers at ticket counters, Components of the terminal area com- the linear footage of ticket count- plex include the terminal apron, vehi- ers, and the space necessary to ac- cle parking area, and the various func- commodate baggage make-up and tional elements within the terminal airline ticket offices. building. This section identifies the terminal area facilities required to • Departure Facilities - includes meet the airport’s needs throughout estimates of the space necessary the planning period. for departure holdroom and the number of aircraft gate positions. The requirements for the various ter- Holdroom space and gate positions minal complex functional areas were in excess of the requirements predetermined with the guidance of FAA sented in the exhibit are frequently Advisory Circular 150/5360-13, Plan- necessary to accommodate individ- ning and Design Guidelines for Airport ual airline demands. Terminal Facilities. The consultant’s database for space requirements was • Baggage Claim - includes esti- also considered. mates of the linear footage of baggage claim needed and space for Facility requirements were developed passengers to claim baggage. for the planning period based upon the forecast enplanement levels. It should • Rental Cars - includes estimates be noted that actual need for construc- of space necessary for the queuing tion of facilities will be based upon en- of passengers at rental car count- planement levels rather than a fore- ers, the space necessary for rental cast year. It is also important to note car offices, and the linear footage the impact that increased security is for rental car counters. placing on facility requirements. Fu- ture requirements will include in- • Concessions - includes estimates creased areas for the queuing of pas- of the space necessary to provide sengers and additional security adequate concession services such screening equipment. as restaurant and retail facilities.

Exhibit 3C, which summarizes pas- • Security Screening - includes es- senger terminal building functional timates of the amount of space re- area requirements for forecast en- quired to accommodate passenger planement levels, depicts the need for screening devices, the queuing of additional terminal area in the short passengers, and security officers’ term. The various functional areas of office area. the terminal building are summarized as follows:

3-20 02MP21-3C-8/24/04

ENPLANEMENTS CURRENTLY 198,000 232,000 301,000 AVAILABLE TICKETING Counter Length (l.f.) 80 90 90 95 Counter Area (s.f.) 410 880 900 960 Ticket Lobby (s.f.) 700 2,200 2,200 2,400 Airline Operations/Bag Make-up (s.f.) 1,600 3,900 4,100 5,400 DEPARTURE FACILITIES Aircraft Gates 4 5 6 7 Holdroom Area (s.f.) 1,100 4,000 4,700 6,100 BAGGAGE CLAIM Claim Display (l.f.) 70 90 110 140 Claim Lobby Area (s.f.) 1,400 2,460 2,880 3,700 TERMINAL SERVICES Rental Car Counter Length (l.f.) 50 55 60 65 Office Area (s.f) 500 1,580 1,700 1,940 Lobby (s.f.) 600 530 570 650 Food/Beverage (s.f.) 440 6,600 7,800 10,100 Retail (s.f.) 0 1,700 2,000 2,500 Restrooms (s.f.) 900 1,150 1,350 1,750 PUBLIC LOBBY Greeting Lobby/Seating (s.f.) 1,600 3,400 3,900 5,100 Security Queuing Area (s.f.) 220 2,700 3,200 4,200 AIRPORT ADMINISTRATION Offices/Conference Room (s.f.) 1,100 3,000 3,400 4,000 TOTAL PROGRAMMED TERMINAL AREA 10,570 34,100 38,700 48,800 (Excludes maintenance, storage, misc. areas). GROSS TERMINAL AREA 14,400 46,000 52,000 66,000 AUTO PARKING Public Short Term 71 100 120 150 Long Term 445 615 720 930 Rental Car 50 120 140 180 Employee 30 100 120 150

Source: Coffman Associates Analysis

Exhibit 3C PASSENGER TERMINAL BUILDING REQUIREMENTS • Public Waiting Lobby - includes estimates of the amount of space to TABLE 3H accommodate arriving and depart- New Terminal Building Area ing passengers. Requirements - Preliminary San Luis Obispo County Regional • Terminal Area Automobile Airport Parking - space required for long- Area Square Feet term and short-term public park- Ticketing 6,750 ing, employee parking, and rental Airline Operations 1,500 car parking. Baggage

Claim/display/circulation 7,800 • Terminal Curb Frontage - in- Outbound 2,250 cludes estimates of the linear foot- Inbound 2,500 age of curb required to accommo- Lobby date the queuing of enplaning and Non-secure/circulation 4,000 deplaning passenger vehicles. At Secure/circulation 4,000 San Luis Obispo County Regional Concessions Airport, the length of the terminal Snack/gift 1,000 curb frontage is a function of the Food 2,500 length of the terminal building. Security Checkpoint 1,500 San Luis Obispo County is currently Support 500 pursuing designs for a new terminal Administration 4,560 building. The preliminary plan, de- Holdroom 11,050 veloped by Odell Associates, proposes Restrooms 500 constructing the new terminal build- Subtotal 50,410 + 20% (circulation) 10,180 ing in the area identified by the 1998 + 10% (mechanical) 6,060 Master Plan – southeast of the current location. The preliminary dimensional Total (Gross Area) 66,650 area requirements identified by Odell Source: Odell Associates. Associates, which also substantiate the need for additional terminal area, are listed in Table 3H. It should be Terminal Gate Capacity noted that the functional requirements developed by Coffman Associ- Several methods for estimating the ates from FAA guidance documents number of required aircraft gate posi- and empirical formulas may vary from tions were used to determine future preliminary requirements developed gate requirements at the airport. Us- by Odell Associates, which reflect in- ing figures 4.1- 4.4 in Advisory Circu- put from individual carriers and ter- lar 150/5360-13, these methods esti- minal tenants. mated the required number of gates

3-21 based on peak hour utilization, daily based at the airport in the future. For utilization, and annual utilization. By planning purposes, it is necessary to examining airline flight schedules, estimate hangar requirements based peak hour operations were estimated upon forecast operational activity. at seven operations. It should also be However, hangar development should noted that four or five aircraft typi- be based upon actual demand trends cally remain overnight (R.O.N.) at the and financial investment conditions. gates. Using these formulas ten and While a majority of aircraft owners 20-year forecasts (of both low and high prefer enclosed aircraft storage, a utilization) were determined. It was number of based aircraft will still tie- estimated that seven gates will be down outside (due to the lack of han- needed at San Luis Obispo County gar availability, hangar rental rates, Regional Airport by the end of the and/or operational needs). Therefore, planning period. enclosed hangar facilities should not be planned for each based aircraft. At San Luis Obispo County Regional Air- GENERAL AVIATION port, approximately 50 percent of the REQUIREMENTS based aircraft are currently stored in enclosed hangar facilities. It is esti-

mated that the percentage of based The purpose of this section is to de- aircraft stored in hangars should be termine the landside space require- near 70 percent. ments for general aviation hangar and apron parking facilities during the Approximately 66 percent of the han- planning period. In addition, the total gared aircraft at San Luis Obispo surface area needed to accommodate County Regional Airport are currently general aviation activities throughout stored in T-hangars and port-a-port the planning period is estimated. hangars. The majority of aircraft cur-

rently stored in these hangars are sin-

gle-engine. A planning standard of HANGARS 1,200 square feet per based aircraft has been used to determine future re- Utilization of hangar space varies as a quirements. function of local climate, security, and owner preferences. The trend in gen- Approximately 17 percent of hangared eral aviation aircraft, whether single aircraft are stored in executive han- or multi-engine, is towards more so- gars, while approximately 17 percent phisticated aircraft (and, conse- are stored in conventional hangars. quently, more expensive aircraft); Each of these types of hangars is de- therefore, many aircraft owners prefer signed for multiple aircraft storage. enclosed hangar space to outside tie- Executive hangars are generally less downs. than 10,000 square feet. As the trend towards more sophisticated aircraft The demand for aircraft storage han- continues throughout the planning pe- gars is dependent upon the number riod, it is important to determine the and type of aircraft expected to be 3-22 need for more conventional and execu- tenance/service hangar area were es- tive hangars. For executive and con- timated using a planning standard of ventional hangars, a planning stan- approximately 15 percent of the total dard of 1,200 square feet was used for hangar space needs. single-engine aircraft, while a planning standard of 2,500 square feet was Future hangar requirements for the used for multi-engine, jet, and helicop- airport are summarized in Table 3J. ters. These planning standards rec- As shown in the table, additional han- ognize that some of the larger busi- gar space will be required in the short ness jets require a greater amount of term. Chapter Four, Airport Devel- space. opment Alternatives, will examine the options available for hangar develop- Since portions of conventional hangars ment at the airport and determine the are also used for aircraft maintenance best location for each type of hangar and servicing, requirements for main- facility.

TABLE 3J Aircraft Storage and Maintenance Requirements San Luis Obispo County Regional Airport Future Requirements Currently Short Intermediate Long Available Term Term Term Aircraft to be Hangared 150 224 245 280 T-Hangar Positions (Includes port-a-port hangars) 91 152 167 196 Executive Hangar Positions 30 36 39 42 Conventional Hangar Positions 30 36 39 42 Hangar Area Requirements (s.f.) T-Hangar Area (Includes port-a-port hangars) 75,890 208,400 228,300 260,700 Executive Hangar Area 54,250 61,200 73,800 102,600 Conventional Hangar Area 51,200 61,200 73,800 99,000 Maintenance Area* 20,600 49,620 56,380 69,340 Total Hangar/Maintenance Area (s.f.) 201,400 380,420 432,280 531,640 * Does not include American Eagle Hangar (22,500 sq. ft.)

Building space requirements for the port. Because the air cargo sorting is sorting and transfer of air cargo was handled in the general aviation areas, also examined. As mentioned in a planning standard of 800 pounds of Chapter One, two all-cargo operators enplaned air cargo per square foot was (Fed Ex and UPS) offer air service at used to determine building require- San Luis Obispo County Regional Air- ments. This results in an additional

3-23 area requirement of 2,500 square feet SUPPORT REQUIREMENTS in the long term, which should be easily absorbed in the overall general Various facilities that do not logically aviation space needs. Separate air fall within classifications of airfield, cargo sorting facilities are not antici- terminal building, or general aviation pated. areas have also been identified. These other areas provide certain functions related to the overall operation of the AIRCRAFT PARKING APRON airport, and include: aircraft rescue and firefighting, fuel storage, and air- A parking apron should provide for the port maintenance facilities. number of locally-based aircraft that are not stored in hangars, and for those aircraft used for air taxi and AIRCRAFT RESCUE training activity. Parking should be AND FIREFIGHTING provided for itinerant aircraft (passenger and air freight) as well. As Requirements for aircraft rescue and mentioned in the previous section, ap- firefighting (ARFF) services at an air- proximately 50 percent of based airport are established under Federal craft at San Luis Obispo County Re- Aviation Regulations (FAR) Part 139, gional Airport are currently stored in which applies to the certification and hangars. It is estimated that the per- operation of land airports served by centage of based aircraft stored in any scheduled or unscheduled passen- hangars should be near 70 percent. ger operation of an air carrier using an aircraft with more than 30 seats. A planning criterion of 650 square Paragraph 139.315 establishes ARFF yards per aircraft was used to deter- index ratings, based on the length of mine the apron requirements for local the largest aircraft with an average of and itinerant aircraft not stored in five or more daily departures. As hangars. mentioned in the inventory chapter, a new ARFF facility is currently being A planning criterion of 1,000 square constructed on the airfield and will to- yards was used for itinerant jets. tal approximately 8,700 square feet. Once completed, this facility will meet Total aircraft parking apron require- Index B requirements (with equip- ments are presented in Table 3K. ment and personnel). The introduc- Currently, apron area at the airport tion of RJs with lengths between 90 totals approximately 95,000 square and 125 feet (ERJ 145, CRJ 700 and yards, with approximately 161 total 900, etc.) will require that the airport tie-down positions, which will be suffi- meets ARFF Index B. cient through the end of the planning period.

3-24

TABLE 3K Aircraft Parking Apron Requirements San Luis Obispo County Regional Airport Currently Short Intermediate Long Available Term Term Term Fixed Wing Aircraft Positions 93 100 111 Apron Area (s.y.) 60,200 64,500 72,500 Transient Jet Aircraft Positions 8 8 9 Apron Area (s.y.) 7,900 8,300 9,100 Total Positions 161 101 108 120 Total Apron Area (s.y.) 95,000 68,100 72,800 81,600

AIRPORT MAINTENANCE/ refueling is provided from several fuel- STORAGE FACILITIES ing trucks.

Currently, San Luis Obispo County Storage requirements are normally Regional Airport has a 3,200 square- based upon two-week usage require- foot maintenance/ storage building, ments. Based upon peak month flow- which is located northwest of the cur- age in 2002, this would require a rent terminal building. Although por- minimum storage capacity of 22,000 tions of conventional hangars are also gallons for avgas and 63,000 gallons used for maintenance purposes, ade- for Jet A fuel. Therefore, area should quate area needs to be reserved in an be reserved to allow for expansion of alternate location should a larger fa- the fuel farm. cility need to be constructed.

SUMMARY FUEL STORAGE The intent of this chapter has been to Fuel storage facilities for San Luis outline the facilities required to meet Obispo County Regional Airport are potential aviation demands projected located on the west apron and include for the airport through the planning two aboveground fuel tanks with a to- horizon. The next step is to develop a tal capacity of 30,000 gallons (15,000 direction for implementation that will gallons avgas (100 LL) and 15,000 gal- best meet these projected needs. The lons Jet A fuel). Temporary fuel stor- remainder of the master plan will be age includes 12,000 gallons of 100LL devoted to outlining this direction, its and 15,000 gallons of Jet A. Aircraft schedule, and costs.

3-25 Chapter Four AIRPORT DEVELOPMENT SAN LUIS OBISPO COUNTY ALTERNATIVES REGIONAL AIRPORT CHAPTER FOUR

SAN LUIS OBISPO COUNTY AIRPORT REGIONAL AIRPORT DEVELOPMENT ALTERNATIVES

The previous chapter has identified several facility needs based upon forecasts of passengers, aircraft transitions in both the general aviation and commercial fleets, and commercial and general aviation operations. The Planning Advisory Committee (PAC) has provided input to the process by submitting comments on the Phase I Report, while the general public has participated by attending a public extension project is noted in the following workshop. In this chapter, a series of text and exhibits, as is the location and alternative development scenarios will be footprint of the new terminal building, examined which can in turn provide the concourse, parking ramp, and structured basis for a final master planning concept. parking deck. This chapter will review San Luis Obispo County has initiated these efforts, while evaluating other early planning for two projects which will airfield enhancements and general influence other airport development aviation development alternatives. alternatives: the extension of Runway 11- Following meetings with the Planning 29 and the development of a new Advisory Committee and the general passenger terminal. Following more public, the master planning concept will detailed analysis, the results of these two be refined, the airport layout plans efforts will be reflected on the final master updated, and the airport's capital planning concept. The results of improvement program will be updated. preliminary planning for the runway

4-1 NON-DEVELOPMENT RECENT AIRPORT ALTERNATIVES IMPROVEMENTS

While an evaluation of alternatives Since the last master plan was com- may also include a no action alterna- pleted in 1998, San Luis Obispo tive, this would effectively reduce the County has pursued a number of air- quality of services being provided to port improvement projects, which the general public, affect the aviation were identified in Table 1B. Of sig- facility’s ability to meet Federal Avia- nificance was the extension of Runway tion Administration (FAA) design 11-29 to 5,300 feet, remodeling of the standards, and potentially affect the terminal building and expansion of San Luis Obispo area’s ability to sup- several areas in the building, the con- port commercial and general aviation struction of Taxiway M on the west needs. The ramifications of the no ac- side (which improved general aviation tion alternative extend into impacts on traffic flow from the primary runway the well-being of the region. If facili- onto the west ramp), expansion of the ties are not maintained and improved west side parking ramp, construction so that the airport maintains a pleas- of an aircraft wash-rack pollution dis- ant experience to the visitor or busi- charge elimination system, taxiway ness traveler, or if delays become un- and safety area improvements, and acceptable, then these individuals may construction of a service vehicle access consider doing their business else- road to the west side. Each of these where. projects was directly attributable to increased demands on the facility, Likewise, this study will not consider providing for expanded general avia- the relocation of services to another tion facilities and improved efficien- airport or development of a new air- cies on the airfield and in the terminal port site. The development of a new building. commercial service airport is a very complex and expensive development option. A new site will require greater REGIONAL JET EFFECTS land area, duplication of investment in airport facilities, supporting infra- With current transitions in the com- structure that are already available at mercial fleet to regional jets, the pri- the existing site, and greater potential mary runway is once again being re- for impacts to natural, biological, and viewed to meet FAA design standards cultural resources. and to provide runway length requirements. Based upon critical air- However, the final decision with re- craft and stage lengths, the length gard to pursuing a development plan available for takeoff should be at least which meets the needs of general and 6,000 feet, with 5,500 feet available for commercial aviation rests with San landing. However, as noted in the Luis Obispo County. previous chapter and on Table 4A,

4-2 greater runway length is required for attempt to maximize available depar- various aircraft/stage length combina- ture lengths (providing at least 6,000 tions and load factors. Above 80 de- feet, and as much as 6,500 feet) while grees, regional jets in current service meeting current design standards and at the airport (the CRJ 200) begin to minimizing potential environmental incur payload limitations. Therefore impacts. the runway extension alternatives will

TABLE 4A Regional Jet Performance San Luis Obispo Regional Airport CRJ 200 CRJ 200 ERJ 145 (to Phoenix) (to Denver) (to Los Angeles) Runway 11 (uphill gradient) Takeoff distance required for max. LF (80o F) 6,200’ 7,570’ 8,050’ Landing distance required for max. LF (low vis.) 5,570’ 5,550’ 5,320’ LF limitation with 5,800’ of takeoff run 88.4% 67.7% 70.5% LF limitation with 6,000’ of takeoff run 95.0% 74.5% 73.1% Runway 29 (downhill gradient) Takeoff distance required for 100% LF (80o F) 5,630’ 6,330’ 6,100’ Landing distance required for 100% LF (low vis.) 5,570’ 5,550’ 5,320’ LF limitation with 5,800’ of takeoff run 100.0% 85.7% 89.2% LF limitation with 6,000’ of takeoff run 100.0% 93.2% 93.2% Source: Runway Length Analysis prepared by Aero Data, Inc. * Load factor (LF) represents the ratio of number of seats filled versus total number of available seats.

CONCURRENT PLANNING which are examined. The preferred EFFORTS runway extension alternative will be integrated into the overall master plan San Luis Obispo County has initiated development concept. three studies concurrently to address the need for additional runway length: Also, based upon the original recom- the update of the master plan, an en- mendation in the 1998 Master Plan, vironmental assessment addressing a new terminal building, structured the extension of Runway 11-29, and parking lot, and airport fire station preliminary planning for the runway are being planned on the east side of extension project. Since the prelimi- the airfield. This move will transition nary planning and environmental as- a portion of the general aviation de- sessment processes are currently un- mand to the west side, although both derway, the master plan effort will re- sides of the airfield will need to con- flect on the evaluations which have tinue to provide support to general already been undertaken. Some of the aviation needs. Within this alterna- issues which are being evaluated on tives evaluation, the footprint of the these on-going studies are noted in the new terminal building and the new following paragraphs, since they may fire station will be depicted on exhib- have a bearing on all alternatives its. On-going terminal planning stud-

4-3 ies will consider the exact layout of the proaches in low visibility condi- building and automobile parking for tions favor Runway 11 because of the new site. the instrument landing system.

• Acacia Creek, which borders the CURRENT DEVELOPMENT airport on the northwest and west ISSUES side, requires the County to coordi- nate with the U.S. Army Corps of

Engineers when examining options The preliminary planning for the with regard to the creek. There runway extension has reiterated a must be adequate room beyond the number of local development issues runway safety area for the re- which reflect on other potential airport alignment of Santa Fe Road and development alternatives. These is- the airport perimeter road, other- sues were also present during the de- wise the creek is affected. velopment of the 1998 Master Plan:

• Drainage, which is complicated by • Terrain surrounding the airport, the rolling topography and limited which favors approaches to Run- areas available for detention ba- way 11. When the runway was ex- sins. tended to the east in 2001, the

landing threshold was not relo- Contaminated soil beyond Acacia cated due to limited clearance over • Creek, from the old tank farm terrain within one mile of the run- which was destroyed by a major way end. Bridging Highway 227 fire in the 1920s. Use of this prop- (or relocating the highway) does erty (which is owned by Unocal) for not alleviate the need to clear ter- runway or extended safety area is rain on a 34:1 approach slope, thus considered unlikely, since it would reducing the amount of pavement be subject to the Unocal Remedia- which could effectively be gained tion Plan. with an extension to the southeast.

Therefore, preliminary planning Extension of parallel taxiways (A for the runway extension has con- • and M). Taxiway A is located at a centrated on extension of pavement non-standard distance (325 feet) to the northwest. from the runway centerline, while

extension of Taxiway M to the • Runway gradient on Runway 11- north will need to meet object 29, which slopes downward from clearing standards to the Fisher east to west at 0.85 percent. Run- hangar (nearest to the runway length requirements are af- way/taxiway). The extension of fected by direction of aircraft op- Taxiway A at the standard run- eration as a result of the gradient. way-taxiway separation (400 feet) Departures are estimated to occur will require acquisition of proper- on Runway 11 only 15 percent of ties. the time, while instrument ap-

4-4 • Relocation of navigational aids and Safety Area Program. The Order approach lights will be required on states, “The goal of the Runway Safety the northwest end of the runway. Area Program is that all RSAs at fed- This includes the glide slope an- erally obligated airports and all RSAs tenna for the instrument approach at airports certificated under 14 CFR and the medium intensity ap- Part 139 shall conform to the stan- proach light system with runway dards contained in Advisory Circular alignment indicator lights 150/5300-13, Airport Design, to the ex- (MALSR). The total length of the tent practical.” Under the Order, each MALSR is 2,400 feet from the run- FAA Regional Office’s Airports Divi- way threshold. sion is obligated to collect and maintain data on the RSA of each airport for federally-obligated airports. AIRFIELD DESIGN CONSIDERATIONS The runway safety area (RSA) standard for Runway 11-29 is 400 feet The airfield system requires a signifi- wide and extends 1,000 feet beyond cant commitment of land area when the runway end. The runway object consideration is given to navaid criti- free area (ROFA) standard is 800 feet cal areas, runway safety areas and wide and extends 1,000 feet beyond protection zones, and lateral clear- the runway end. FAR Part 139.309(b) ances over buildings. Furthermore, indicates that the airport shall main- aircraft operations dictate the FAA tain its safety area cleared and design criteria that must be consid- graded, with no potentially hazardous ered for airport improvements. Safety ruts, humps, depressions, or other sur- area design standards and adjacent face variations. The safety area must development can ultimately impact be drained so that water does not ac- the viability of various alternatives. cumulate. It must also be capable, under dry conditions, of supporting San Luis Obispo County Regional Air- emergency equipment and the occa- port has previously been designed to sional passage of aircraft without ARC B-II standards, but is now con- causing major damage to the aircraft. sidered a C-II facility with the intro- No object may be located in the safety duction of regularly scheduled service area except those that need to be be- by regional jets and regular use by cause of their function in airport op- private jet aircraft in the C-II cate- erations. In those cases, they must be gory. constructed on frangibly-mounted structures where practical. (Note: The FAA has placed a high priority on The localizer antenna at the south end establishing and maintaining ade- of the runway is not waived from this quate safety areas at all airports due requirement.) to recent aircraft accidents. Under Order 5200.8, effective October 1, For new precision instrument ap- 1999, the FAA established a Runway proaches, a precision object free area

4-5 (POFA) must also be maintained. The runway will require extensive mitiga- POFA is 800 feet wide and extends tion of Acacia Creek, such as diversion 200 feet beyond the landing threshold. of the creek or piping of the creek un- It must remain free of objects (such as der the extended RSA. This alterna- taxiing aircraft) when an aircraft is tive has been depicted on Exhibit 4A. using the ILS approach. On March 15, 2004, the FAA issued The runway must also consider the Order 5200.9, Financial Feasibility obstacle free zone (OFZ) which ex- and Equivalency of Runway Safety tends along the entire length of the Area Improvements and Engineered runway transitional surfaces on a 6:1 Material Arresting Systems. The slope beginning at a point 200 feet document provides guidance for com- from the runway centerline, and a paring runway safety area improve- 50:1 clearance surface across the ment alternatives with improvements length of the approach lighting sys- that use Engineered Material Arrest- tem. The OFZ will be depicted in de- ing Systems (EMAS). EMAS is detail on one of the official airport layout signed to stop an aircraft overrun by plan drawings. exerting predictable deceleration forces on the landing gear as the EMAS material crushes. It must be RUNWAY 11-29 designed to minimize the potential for structural damage to aircraft, since The evaluation of runway extension such damage could result in injuries to options undertaken for the project passengers and/or affect the predict- formulation has considered several ability of deceleration forces. primary runway alternatives that increase the available runway length. EMAS is located beyond the end of the runway, centered on the extended cen- If standard RSAs are provided at each terline. It typically is designed to be- end of the runway, the southeast end gin at some distance beyond the run- of the runway needs to be shortened way end to avoid damage by jet blast by 400 feet. To provide 6,200 feet of or short landings. The end of the runway, a total extension of 1,300 feet EMAS bed needs to be no further than needs to be provided on the northwest 600 feet from the runway end. This end. Santa Fe Road and the airport also reduces initial construction costs perimeter road need to be re-aligned and recurring maintenance costs for beyond the RSA and ROFA, requiring the EMAS installation. crossings of Acacia Creek. As with all alternatives which include pavement The minimum width of EMAS is the extension on the northwest end, navi- same width as the runway, plus any gational aids and approach lights will sloped area as necessary. The system need to be relocated. To provide a full should be designed to decelerate jet RSA beyond extended runway pave- aircraft expected to use the runway at ment on the northwest end of the exit speeds of 70 knots or less, without

4-6 Tank Farm Road

02MP21-4A-8/24/04 ignment

Santa Fe Road RealignmentReal 11

Buckley Road 1,300' Pavement

Extension

7 7

Santa Fe Road Ultimate B Extension Broad Street

to 3,000' Ultimate Runway 11-29 (6,200' x 150') Shift Runway Interim Runway 7-25 (2,500' x 60')M A

C Aerovista PlaceP lace Airport Drive

Aero Drive J Straighten 25 Taxiway A E Airport Drive

Highway 227

H NORTH Buckley Road 0 1,000 2,000 A

SCALE IN FEET 29 I LEGEND Relocated Threshold Airport Property Line Ultimate Airport Property Line Ultimate Pavement Pavement to be Removed Ultimate Roads Runway Safety Area (RSA) Obstacle Free Area (OFA) Runway Protection Zone (RPZ) Ultimate RPZ

Date of Photo: 4/9/03 SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 4A AIRFIELD ALTERNATIVE A (6,200 ft.-Runway 11-29, Standard RSA) imposing loads that exceed the air- Takeoff Runway Available (TORA): craft’s structural design limits. The The runway length declared available total length of the EMAS bed (at each and suitable for the ground run of an runway end) at San Luis Obispo has airplane taking off. been estimated at 240 feet. Paved overruns leading into the EMAS beds Takeoff Distance Available (TODA): will total 360 feet at each end. The TORA plus the length of any remaining runway and/or clearway be- Installation of EMAS on each end of yond the far end of the TORA. the runway will provide the required safety area to meet current C-II design Accelerate-Stop Distance Available standards. A total pavement exten- (ASDA): The runway plus stopway sion of 1,000 feet is shown on the length declared available for the ac- northwest end, providing a total run- celeration and deceleration of an airway length of 6,300 feet. This has craft aborting a takeoff. been depicted on Exhibit 4B. The landing threshold on Runway 29 will Landing Distance Available (LDA): need to remain displaced (due to ter- The runway length declared available rain in the approach). and suitable for landing.

Another alternative which extends The following declared distances apply runway pavement to the northwest is to the runway extension alternative depicted on Exhibit 4C. This pro- presented on Exhibit 4C: vides the maximum amount of pavement (6,500 feet) for landing and de- Runway 11 Runway 29 parture operations without impacting TORA 6,500 ft. 5,900 ft. Acacia Creek. Standard EMAS instal- TODA 6,500 ft. 6,500 ft. ASDA 6,500 ft. 5,900 ft. lation is included on the southeast LDA 5,900 ft. 5,400 ft. runway end, as in the previous alter- Threshold 600 ft. 500 ft. native. This alternative also involves Displacement Published 6,500 ft. 6,500 ft. the use of declared distances, which Runway must be approved by the FAA. Length

Declared distances are used by the The extension alternative will require FAA to define the effective runway the realignment of Santa Fe Road and length for landing and takeoff when the airport perimeter road. It will also either a displaced or relocated thresh- require the relocation of a secondary old is involved. Declared distances are road which provides access to busi- defined as the amount of runway that nesses on the east side of the runway. is declared available for certain takeoff and landing operations. The four Depicted at each runway end are the types of declared distances, as defined runway protection zones (RPZ) which in FAA AC 150/5300-13, Airport De- vary in size based upon the size of air- sign are as follows: craft and visibility minimums which

4-7 are published for each approach. The 3,000 feet in length (by 60 feet in RPZ is trapezoidal in shape, centered width). on the runway centerline, and begins 200 feet beyond the usable runway At current dimensions of 3,260 feet by end. Consequently, when it is neces- 100 feet, consideration may be given to sary to use a portion of the runway as both shortening and narrowing the the safety area at the runway end, the runway. To avoid potential clearance RPZ moves down the runway to the conflicts with development along the appropriate threshold point (as de- east side of the airport, consideration picted on Exhibit 4C). should also be given to shifting the runway threshold to the west side of The RPZ is two-dimensional and has Runway 11-29, outside of the runway no associated approach surface. FAA safety area. This will initially provide design standards limit the types of de- a length of 2,500 feet. Upon realign- velopment within the RPZ to uses ment of Santa Fe Road, it will be pos- which are compatible with aircraft op- sible to extend the runway west by erations. Residential land uses with 500 feet, providing for a total length of high concentrations of people are dis- 3,000 feet. This runway shift and nar- couraged. The RPZ was established rowing of the runway has been de- by the FAA to provide an area clear of picted on Exhibits 4A, 4B, and 4C. obstructions and incompatible land Included with this alternative is a uses in order to enhance the protection parallel taxiway on the south side of of approaching aircraft as well as peo- the runway, at a 150-foot separation ple and property on the ground. The distance (consistent with B-I stan- FAA does not necessarily require fee dards). This taxiway will allow for fu- simple acquisition of the RPZ, but re- ture development of general aviation quests that the airport sponsor main- executive hangars adjacent to Buckley tain some form of land use control Road. (such as with avigation easements). Based upon the wind rose analysis presented in Chapter Three, the pri- RUNWAY 7-25 mary runway provides 98.85 percent coverage at 10.5 knot crosswind com- The previous chapter identified that ponents. This exceeds the FAA rec- the secondary (crosswind) runway for ommendation to provide 95 percent the airfield should be planned for ARC coverage with the runway configura- B-I standards (limited to small air- tion, thus providing the opportunity craft). To accommodate 75 percent of for consideration of future closure of the small aircraft fleet, the runway the crosswind runway. Closure of the should be a minimum of 2,500 feet in runway would provide the opportunity length (by 60 feet in width). To ac- for additional hangar development on commodate 95 percent of the small the west side of the airfield, and addi- aircraft fleet, the runway should be tional parking apron. This alternative has been depicted on Exhibit 4D.

4-8 Tank Farm Road 02MP21-4B-8/24/04 ad Rea Ro lign Fe ment a nt

Sa Buckley Road 11 1,000' Pavement

Extension

7 7

Santa Fe Road Ultimate B Extension Broad Street

to 3,000' Ultimate Runway 11-29 (6,300' x 150') Shift Runway Interim Runway 7-25 (2,500' x 60')M A

C Aerovista PlaceP lace Airport Drive

Aero Drive J Straighten 25 Taxiway A E Airport Drive

Highway 227

NORTH

0 1,000 2,000 H Buckley Road SCALE IN FEET A LEGEND Airport Property Line I Ultimate Airport Property Line Ultimate Pavement Ultimate Runway Extension Pavement to be Removed Ultimate Roads Runway Safety Area (RSA) Obstacle Free Area (OFA) EMAS Bed Runway Protection Zone (RPZ) Ultimate RPZ

Date of Photo: 4/9/03 SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 4B AIRFIELD ALTERNATIVE B (6,300 ft.-Runway 11-29, Standard EMAS) Tank Farm Road 02MP21-4C-8/24/04 ad Rea Ro lign Fe ment a nt Sa

Buckley Road 1,200' Pavement

Extension

7 7

Santa Fe Road Ultimate B Extension Broad Street

to 3,000' Ultimate Runway 11-29 (6,500' x 150') Shift Runway Interim Runway 7-25 (2,500' x 60')M A

C Aerovista PlaceP lace Airport Drive

Aero Drive J Straighten 25 Taxiway A E Airport Drive

Highway 227

H NORTH Buckley Road 0 1,000 2,000 A

SCALE IN FEET I LEGEND Airport Property Line Ultimate Airport Property Line Ultimate Pavement Pavement to be Removed Ultimate Roads Runway Safety Area (RSA) Obstacle Free Area (OFA) Runway Protection Zone (RPZ) Ultimate RPZ

Date of Photo: 4/9/03 SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 4C AIRFIELD ALTERNATIVE C (6,500 ft.-Runway 11-29, Declared Distances) X 02MP21-4D-8/24/04

C Aerovista Place CLOSED RUNWAY Airport DriveDriv

Aero Drive 3

Highway 227

X Buckley Road

NORTH A 0 600 1,200

SCALE IN FEET I LEGEND Airport Property Line Ultimate Pavement Pavement to be Removed Ultimate Buildings

Date of Photo: 4/9/03 SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 4D AIRFIELD ALTERNATIVE D TAXIWAY cluded in the 1998 Master Plan. CONSIDERATIONS However, depending upon the final airfield concept, Taxiways E, F, and G Taxiway improvements to improve will need to be examined for a simpli- movement of aircraft on the airfield fied configuration, possibly creating a have been shown on Exhibits 4A, 4B, single right-angled exit which elimi- and 4C. Included is a straightening of nates the potential for converging traf- Taxiway A in front of the existing fic at the edge of the runway or at terminal to maintain consistent sepa- Taxiway A. This simplification of the ration between the runway and taxi- midfield intersection has been de- way (325 feet) along its full length. picted on each of the airfield exhibits. This project may not proceed until commercial airline operations are re- The fillet on Taxiway F should be wid- located to the new terminal. An ex- ened to improve exiting capability for tension of Taxiway C (from edge of landings on Runway 29. In addition, runway to Taxiway M) is also depicted since Taxiway E will be located ex- on the exhibits. actly at midfield of an extended Run- way 11-29, the taxiway could be used Long term, Taxiway A should be relo- more efficiently if it is converted to a cated to provide the standard runway- right-angled exit taxiway and ex- taxiway separation of 400 feet. This tended to either side of Runway 11-29 will require the redevelopment of gen- (as depicted on the exhibits). eral aviation areas at the north end of the airfield and possible reconfigura- The parallel taxiway shown on the tion of other facilities that may fall south side of Runway 7-25 is provided within clearing standards from the to allow for small hangar development taxiway. between the runway and Buckley Road. Exit taxiways are evenly In addition to the straightening of spaced along the runway. One taxi- Taxiway A and potential addition way aligns with Taxiway K, while the and/or extension of parallel taxiways other is shown crossing the runway along Runway 11-29, other taxiway and connecting with Taxiway J. improvements may be considered to the airfield to improve traffic flow. AIRPORT TRAFFIC When Taxiway C was reconstructed in CONTROL TOWER 2002, it was converted to a right- SITING CONSIDERATIONS angled exit, allowing it to be used more effectively for landings on Run- While the existing location of the con- way 29. A new angled taxiway (H) trol tower provides a nearly ideal cen- was constructed for more efficient ex- tralized location on the airfield, it falls its from the runway when landing on at the edge of the primary surface, and Runway 11. These were the only rec- by its position with respect to the fu- ommendations to exit taxiways in-

4-9 ture terminal building location, cre- The existing tower cab height is 67 ates potential conflicts on the apron; feet above the runway centerline ele- therefore, consideration should be vation. To clear FAR Part 77 surfaces, given to tower relocation. While siting the tower would need to be located is traditionally undertaken with an nearly 1,000 feet from the runway independent FAA tower siting study, centerline, which does not appear the master plan provides the opportu- practical when visibility requirements nity to examine siting considerations, to active runways and taxiways are and a cursory review of potential relo- taken into consideration. If an airfield cation options. The following are op- configuration involving closure of erational and spatial requirements per Runway 7-25 is considered, then a FAA Order 6480.4, Airport Traffic new tower could be sited farther south Control Tower Siting Criteria, used of the current location. However, this generally for locating potential control does not seem practical if Runway 7- tower sites: 25 remains open. The west side of the airfield may provide some opportunities, although staying under FAR Part Mandatory Siting Requirements: 77 surfaces while maintaining visibil- A. There must be maximum visibility of the airport traffic pat- ity requirements is not realistic. A final decision will likely require a com- terns. promise with respect to the aforemen-

tioned criteria B. There must be a clear, unob-

structed, and direct view of all

approaches to all roadways or landing areas and to all runway SUMMARY OF and taxiway surfaces. AIRFIELD ALTERNATIVES

C. The proposed site must be large The preceding analysis of airfield al- enough to accommodate current ternatives, while presented on only and future building needs, in- three exhibits, actually presents a se- cluding employee parking ries of alternatives for the future air- spaces. field configuration. Among these is the do nothing or no build alternative, D. The proposed tower must not which would eventually reduce the violate FAR Part 77 surfaces quality of air services to the commu- unless it is absolutely neces- nity by not meeting the facility needs sary. identified in Chapter Three. An extension of Runway 11-29 may be com- E. The proposed tower must not bined with one of three options for derogate the signal generated Runway 7-25: a) do nothing, b) shift- by any existing or planned elec- ing the runway to the west, while tronic facility. shortening and narrowing to 3000 feet

4-10 by 60 feet, and c) closure. It is difficult operations on Runway 11-29) is not to compare the alternatives directly; expected to change. however, the key alternatives can be considered with regard to the follow- Safety will be enhanced with the ex- ing factors: efficiency, cost, noise, tension of Runway 11-29, as the pro- safety, and capacity. ject will provide enhanced safety areas at each end of the runway. The do Efficiency is not enhanced by the do nothing option will do little to improve nothing alternative; however, an ex- safety; the runway shift will increase tension to Runway 11-29 will create a the altitude of approaches over devel- more efficient airfield system which opment on the east side of the runway. can respond to changing airline and The Runway 7-25 closure option general aviation fleet composition. eliminates overflights east and west of Shifting the threshold of Runway 25 the airport. will provide the option of departing traffic from Runway 25 without hav- Capacity of the airfield is not expected ing to cross Runway 11-29 (if originat- to be affected significantly by any of ing from the west ramp). Closing the alternatives. Crosswind runways Runway 7-25 will also eliminate con- (or longer primary runways) do little flicts between the intersecting run- to increase airfield capacity. However, ways. by shifting the threshold of Runway 25, the control tower will have the op- Cost will be lowest with the do nothing tion of departing traffic on Runway 25 and highest with the extension of and 29 simultaneously. Runway 11-29. A shift of Runway 7- 25 will require the construction of new pavement on the west end of the run- GENERAL AVIATION way; however, closure of the runway DEVELOPMENT will cost very little. ALTERNATIVES

Noise exposure is expected to change The general aviation requirements very little with any of the alternatives. analysis identified increasing demand The extension of Runway 11-29 is de- for nested T-hangars, executive han- signed for regional jets, which are the gars, and larger conventional hangars quietest jet aircraft in the commercial throughout the planning period. The fleet. Departures on Runway 11 will net increase in hangar space demand be able to start takeoff roll 1,200 feet (including maintenance areas) was es- farther north than is currently possi- timated at 330,000 square feet. How- ble, allowing all aircraft to increase ever, the capacity on the east side of altitude over areas south of the air- the airfield will be reduced temporar- port. Closure of Runway 7-25 will ily with the construction of the new simplify and reduce the traffic pat- terminal, reducing hangar/ mainte- terns around the airport, although to- nance areas by approximately 25,000 tal noise exposure (which is defined by square feet. Therefore, over the plan-

4-11 ning period, a total of 355,000 square Full closure of Runway 7-25 provides feet of new hangar/ maintenance area for additional hangar development on will need to be provided on the air- the west side. This option was pre- field. sented on Exhibit 4D. The concept as depicted would provide an additional The 1998 Master Plan proposed gen- 260,000 square feet of hangar and eral aviation facilities on the east side, maintenance area along the closed south of the future terminal area. A runway. configuration for nested T-hangars adjacent to Taxiway A has been included The 1998 Master Plan identified a on Exhibit 4E. This development has parallel taxiway on the south side of been set back to the edge of the pri- Runway 7-25 at a 200-foot separation, mary surface, which extends 500 feet to allow future hangar parcels adja- on either side of Runway 11-29. The cent to Buckley Road. However, when total hangar area depicted is 64,700 taxiway to building clearances are square feet, and will accommodate 50 taken into consideration, placement of hangar positions (a majority with 42- a taxiway at this separation does not foot doors). The area will also provide create adequate room for both hangars for 27 tie-down positions and off-road and parking. However, when the parking of vehicles adjacent to the end separation is reduced to 150 feet (the of each hangar row. minimum allowed in FAA design for

B-I aircraft not exceeding 12,500 Additional fixed base operations han- pounds), then adequate room is pro- gars, airport maintenance building, vided for hangar development. A total fuel farm, aircraft tie-downs and hangar area of 120,000 square feet is automobile parking area is also identi- depicted along Buckley Road on Ex- fied on Exhibit 4E. This development would not be able to proceed until hibit 4F. Limited access points are Runway 7-25 is shifted to the west to provided onto Buckley Road. Automo- allow for development potential be- bile parking is shared between each yond the end of the runway protection pair of hangars. zone. The additional hangar area provided is approximately 24,000 square The airfield improvements depicted on feet. Exhibit 4B have also been reflected on Exhibit 4F, which provides for an The existing general aviation hangars additional 113,750 square feet of han- at the north end of Taxiway A have gars adjacent to the extension of been identified on Exhibit 4E as an Taxiway M, and an additional 60,000 area for future redevelopment, since square feet of hangars adjacent to the these hangars are located within the extension of Taxiway J, after Santa Fe primary surface of Runway 11-29. Fu- Road is realigned. This alternative ture hangar development should also reflects an extension of the pe- maintain a 500-foot setback from the rimeter road past the American Eagle runway centerline. maintenance hangar.

4-12 02MP21-4E-8/24/04

Potential Redevelopment for Primary Surface Set-Back

Aerovista Place

Airport DriveDriv

Rent-A-Car QTA Lot Aero Drive

Structured Parking

Terminal Highway 227 Terminal Project Area Buckley Road

Edge of Ramp

ARFF Airport Maintenance

Tiedowns Fuel Farm FBO

NORTH

0 600 1,200 General Aviation SCALE IN FEET Hangars

LEGEND Airport Property Line Ultimate Pavement Pavement to be Removed Ultimate Buildings Ultimate Roads/Parking

Date of Photo: 4/9/03 SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 4E LANDSIDE ALTERNATIVE A

LANDSIDE ALTERNATIVE B ALTERNATIVE LANDSIDE

Exhibit 4F Exhibit

REGIONAL AIRPORT REGIONAL REGIONAL AIRPORT REGIONAL

SAN LUIS OBISPO COUNTY OBISPO LUIS SAN

Date of Photo: 4/9/03 Photo: of Date

Ultimate Roads/Parking Ultimate

Highway 227 227 227 Highway Highway Highway

Ultimate Buildings Ultimate G

G Buckley RoadBuckley RoadBuckley Road

Pavement to be Removed be to Pavement

Ultimate Pavement Ultimate

Ultimate Airport Property Line Property Airport Ultimate F F

Airport Property Line Property Airport

LEGEND

E E

25 SCALE IN FEET IN SCALE

1,200 600 0 Aero Drive Drive Drive Aero Aero Aero

NORTH

Drive

Airport Drive Drive Airport Airport Airport

C C

Aerovista Place Place Place Aerovista Aerovista Aerovista

A A M MA

Hangars Hangars Hangars

Aviation Aviation Aviation

General General General 02MP21-4F-8/24/04 Combined, the new general aviation added as required to meet long term hangar area created in the preceding needs. With added set-back from the alternatives is 382,450 square feet runway, the ramp will easily handle (this assumes the shift of Runway 7-25 as many as a dozen aircraft parking to the west). This represents 108 per- positions, which far exceeds the capac- cent of projected demand. If Runway ity of the current ramp while not 7-25 is closed, an additional 260,000 penetrating the F.A.R. Part 77 transi- square feet of hangar space is created, tional clearance surfaces. The location for a combined total of 602,550 square for the new terminal building, ramp, feet. This would represent 170 percent structured parking lot, and ARFF fa- of projected demand. cility has been depicted on Exhibit 4E. Much of the future general aviation hangar development will be dependent With heightened interest in security on projects to purchase property, re- due to recent terrorist attacks in the route roads, and extend taxiways. U.S., many commercial service air- Until these projects are completed, ports (including San Luis Obispo additional general aviation hangar de- County Regional Airport) lack ade- velopment can be pursued along quate terminal space to meet in- Taxiway A at the south end of the air- creased security equipment and per- field, and on the west side of the air- sonnel requirements. One of the con- field, adjacent to Buckley Road. siderations in the terminal design is to provide adequate space for these needs, although offices for the Trans- NEW PASSENGER portation Security Administration TERMINAL COMPLEX (TSA) will be maintained in the current terminal building. As mentioned earlier in this chapter, San Luis Obispo County is pursuing In addition, concession space in the preliminary design of a new terminal new terminal will be limited, since the facility in a location on the east side of existing airport restaurant (Spirit of the airfield, as identified by the 1998 San Luis Restaurant) will remain in Master Plan. Adjacent to the termi- its current location. Current terminal space allocation summaries indicate nal site, a new ARFF (airport rescue that only 4,500 square feet of space in and firefighting) facility is being de- the new terminal will be dedicated to veloped, which replaces the facility concessions. which was removed in 2003, and the temporary facility currently in use. The automobile traffic will be directed The new 57,000 square foot terminal in a counterclockwise direction past building, ramp, and structured park- the new terminal building, encircling ing lot are designed to meet future the parking lot. Traffic entering and needs in a phased manner, with addi- exiting the terminal area will use a tional building and concourse to be relocated intersection 180 feet south-

4-13 east of Aero Drive at Highway 227. A Unlike development grants, assur- quick turnaround (QTA) lot for rental ances remain in effect permanently for car companies will be provided on the land acquired with federal airport aid north side of Aero Drive. An internal programs. Such land can be used only roadway will be extended parallel with for aeronautical purposes unless re- Highway 227 to provide access to the leased by the FAA. Changes made to ARFF facility and aircraft storage non-aeronautical uses may be ap- hangars located farther south on the proved by the FAA if, in its judgment, property. Another access point along aeronautical functioning of the airport Highway 227 has been proposed adja- is not impaired. The FAA will not ap- cent to the ARFF facility. prove a change to an airport layout plan (ALP) where a non-aeronautical property usage option would result in the reduction of an airport’s ability to LAND ACQUISITION meet aeronautical need. CONSIDERATIONS

As part of the alternatives analysis, FUTURE LAND consideration was given to ultimate property needs for the airport. Based USE DESIGNATIONS upon the preceding development alternatives, several parcels have been Future use of the airport property may identified. Land acquisition on the be categorized as follows: north end of the airfield is required to allow for the extension of parallel Airfield, Approach Protection, and Taxiways A and M, and the relocation Open Space - This broad category en- of Santa Fe Road. Areas at the south compasses the runways, taxiways, end of Runway 11-29, in the approach safety and object free areas, runway and transitional surface areas, were visibility zones, and runway protection recommended for acquisition in the zones. The approach protection areas 1998 Master Plan. may be extended beyond the runway protection zones to further protect the In formulating future airport land use runway approach. Open space desig- development alternatives, it will be nations may be applied to areas within necessary to consider the impact of 100-year floodplains or roadway right- FAA regulations on land acquired of-ways. with FAA grants, the conditions under which the County accepts federal General Aviation - The general avia- grants, and the highest and best use of tion category is a broad category available property in terms of location, which includes aircraft storage han- facilities available, functional capabili- gars, aircraft maintenance, parking ties, and revenue potential. ramp for local and itinerant aircraft, aviation fuel storage areas, automobile

4-14 parking for hangars, and vehicular Runway 7-25 will be shifted to the circulation. While larger commercial west, and several properties will be airports may have separate areas des- acquired on the northwest side of the ignated for air cargo, at San Luis airport to accommodate the relocation Obispo these activities coexist with of Santa Fe Road and extension of other general aviation activities. Cur- parallel Taxiways A and M. Following rently, an estimated 46.9 acres are refinement of the master plan concept, dedicated to this land use. Under the a future land use plan will be devel- future land use concept, this will in- oped and included in the set of airport crease to 98.8 acres. layout plan drawings.

Passenger Terminal Complex - The passenger terminal complex includes SUMMARY the terminal building, concourses, apron and aircraft circulation areas, The process utilized in assessing the automobile parking lots, rental car airside and landside development already/return and service areas, and ternatives involved an analysis of both vehicular circulation. Also included in short and long term requirements and this category are airport management, future growth potential. Current air- airport rescue and firefighting, and port design standards were reflected airfield maintenance. Currently, an in the alternatives. estimated 15.4 acres are dedicated to this land use. Under the future land Upon review of the chapter by the use concept, this will increase to 22.8 Planning Advisory Committee, the acres. County, and the public, a final master planning concept will be developed. Aviation-Related Businesses (with airfield access) - This category is gener- The final concept must represent a ally assigned to aviation-related ac- means by which the airport can grow tivities which possess direct airfield in a balanced manner, both on the air- access. side and landside. In addition, it must provide for flexibility to meet activity Aviation-Related Businesses (with no which may not be anticipated at this airfield access) - This category is as- time. The remaining chapters will signed to aviation-related activities provide a refinement of the final con- which do not possess airfield access. cept, recommend an implementation schedule, and provide detailed cost es- The future land use concept has been timates and capital program financing depicted on Exhibit 4G. This concept assumptions. exhibit assumes that Runway 11-29 will be extended to the northwest,

4-15 Tank Farm Road 02MP21-4G-8/24/04 ad Rea Ro lign Fe ment a nt

Sa Buckley Road 11 1,000' Pavement

Extension 7

Santa Fe Road B Broad Street Existing Runway 11-29 (5,300' x 150') Shift Runway Ultimate RunwayR 7-25 (3,000' x 60')M A

unway 7-25 (3,000' C Aerovista PlaceP lace Airport Drive

x 60')

Aero Drive J Straighten 25 Taxiway A E

Highway 227 NORTH

0 1,000 2,000 Ultimate Runway 11-29 (6,300' x 150') Ultimate Runway 11-29 (6,300' x 150') G

SCALE IN FEET

LEGEND H Airport Property Line Ultimate Airport Property Line Buckley Road Ultimate Pavement A Pavement to be Removed Ultimate Roads I Runway Safety Area (RSA) Obstacle Free Area (OFA) Avigation Easement Airfield, Approach Protection, and Open Space Passenger Terminal Complex General Aviation Aviation Related EMAS Bed Runway Protection Zone (RPZ) Ultimate RPZ

Date of Photo: 4/9/03 SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 4G FUTURE LAND USE CONCEPT Chapter Five RECOMMENDED MASTER PLAN SAN LUIS OBISPO COUNTY CONCEPT & FINANCIAL PLAN REGIONAL AIRPORT CHAPTER FIVE

SAN LUIS OBISPO COUNTY RECOMMENDED REGIONAL AIRPORT MASTER PLAN CONCEPT & FINANCIAL PLAN

The master planning process for San Luis Obispo County Regional Airport has evolved through the development of forecasts of future demand, facility needs assessments, and the evaluation of airport development alternatives. The planning process has included the development of two phase reports, distributed to the Planning Advisory Committee (PAC), and discussed at three planning meetings. In addition, the The Federal Aviation Administration material was presented to the general (FAA) requires the airport to submit a public through two public information five-year Airport Capital Improvement workshops. Program (ACIP) each year. The master plan affords the opportunity to examine The coordination of the planning effort potential projects beyond the short term has allowed the direct input of each planning horizon (five years). Since participant, resulting in the development many factors may influence the timing of of a master plan concept, as presented in projects in the intermediate and long Exhibit 5A. The purpose of this chapter term planning periods, greater flexibility is to describe the concept, present the must be considered with regard to their detailed cost estimates which have been implementation. prepared for the proposed development, and describe the potential funding The timing of capacity-related projects mechanisms for the master planning will need to be based upon activity recommendations.

5-1 levels (e.g., passengers, operations/ noted in bold, with footnotes added for fleet mix, based aircraft, or cargo), clarification. while the timing of other projects may focus on the need to upgrade security, Prior to submitting the airport layout improve airfield or landside efficien- plan (ALP) drawing to the FAA for cies, or rehabilitate infrastructure. approval, San Luis Obispo County will However, the timing of all projects will be required to submit a listing of the be influenced by existing lease agree- standards which cannot be met, de- ments, airport earnings (and passen- fined as a “modification to standards.” ger facility charge revenues), and the These must be approved by the FAA, availability of federal entitlement and and listed on the official ALP, to rec- discretionary grants. ognize the national design standards which cannot be met at this location. A “modification to standards” applies AIRPORT DESIGN to any change in FAA standards, STANDARDS other than dimensional standards for the runway safety area, appli- The FAA has established design stan- cable to an airport design, construc- dards which define the physical dition, or equipment procurement pro- mensions of runways and taxiways, ject, that results in lower costs, and the imaginary clearance surfaces greater efficiency, or is necessary to adjacent to operations areas. The de- accommodate an unusual local sign standards also define the separa- condition on a specific project, when tion criteria for the placement of land- adopted on a case-to-case basis. side facilities. As discussed in the preceding chapters, the FAA design The request to the FAA must be ac- criteria is a function of the critical de- companied by a description of the pro- sign aircraft, or “family” of aircraft posed modification, a discussion of vi- which conduct a minimum of 500 or able alternatives for accommodating more itinerant operations (landings the unusual conditions, and an assur- and takeoffs) each year. The design ance that the modification to de- category is defined by the aircraft sign standards will provide an ac- wingspan and the approach speed. ceptable level of safety. It is the For San Luis Obispo County Regional intent of San Luis Obispo County to Airport, the current design standard is pursue a permanent “modification to C-II, and the critical aircraft is the standards” for the runway-taxiway CRJ-200 (50 passenger) regional jet. separation on Runway 11-29. For future planning, the CRJ-700 (70 passenger) regional jet has been used, As a commercial service airport, the since it has slightly greater overall facility must also comply with the re- dimensions and tail height. The de- quirements of F.A.R. Part 139, Certifi- sign standards have been summarized cation and Operations: Land Airports and compared to existing airport con- Serving Certain Air Carriers. This ditions in Table 5A, which is a sum- regulation prescribes the rules govern- mary of the FAA’s design software ing the certification and operation of program, Version 4.2D. Existing de- land airports which serve scheduled or sign standard deficiencies have been unscheduled passenger operations. Under Part 139, the airport must

5-2 Ac ac Tank Farm Road ia C re ek 02MP21-5A-8/24/04 ad R Ro eali Fe gn t a men nt Sa

Buckley Road 11 1,000' (+/-) Pavement

Extension

7 7

Santa Fe Road Ultimate B Extension Broad Street

to 3,000' Ultimate Runway 11-29 (6,300' x 150') Shift Runway Interim Runway 7-25 (2,500' x 60')M A

C Aerovista PlaceP lace Airport Drive

Aero Drive J

25 E Straighten Airport Drive Taxiway A F

Highway 227

NORTH G 0 1,000 2,000

SCALE IN FEET H LEGEND Airport Property Line A Ultimate Airport Property Line Ultimate Pavement

Buckley Road I Ultimate Runway Extension Pavement to be Removed Ultimate Buildings Ultimate Roads/Parking Potential Redevelopment for Primary Surface Set-Back Runway Safety Area (RSA) Obstacle Free Area (OFA) EMAS Bed Runway Protection Zone (RPZ) Ultimate RPZ

Date of Photo: 4/9/03 SAN LUIS OBISPO COUNTY REGIONAL AIRPORT Exhibit 5A MASTER PLAN CONCEPT TABLE 5A Design Standards Comparison San Luis Obispo County Regional Airport (SBP) San Luis Obispo, CA Prepared By Coffman Associates August 2004/Revised October 2004 C-II Design Existing Standard CRJ-7001 Condition AIRPORT DESIGN AIRPLANE AND AIRPORT DATA Aircraft Approach Category C Airplane Design Group II Airplane Wingspan 78.99 ft. 76.30 ft. Primary runway end approach visibility minimums are not lower than CAT I (Runway 11) Other runway end approach visibility minimums are not lower than 1 mile (Runway 29) Airplane undercarriage width (1.15 x main gear 25.30 ft. 12.10 ft. track) Airport elevation 212 ft. 212 ft. 212 ft. Airplane tail height 24.02 ft. 24.70 ft. RUNWAY AND TAXIWAY WIDTH AND CLEARANCE STANDARD DIMENSIONS Runway centerline to parallel runway centerline simultaneous operations when wake turbu- lence is not treated as a factor: VFR operations with no intervening taxiway 700 ft. 700 ft. n/a VFR operations with one intervening taxiway 800 ft. 800 ft. n/a VFR operations with two intervening taxiways 905 ft. 905 ft. n/a IFR approach and departure with approach to near 2,500 feet less 100 2,500 feet less 100 n/a threshold feet for each 500 feet for each 500 feet of threshold feet of threshold stagger to a mini- stagger to a minimum of 1,000 feet mum of 1,000 feet Runway centerline to parallel runway centerline simultaneous operations when wake turbu- lence is treated as a factor: VFR operations 2,500 ft. 2,500 ft. n/a IFR departures 2,500 ft. 2,500 ft. n/a IFR approach and departure with approach to near 2,500 ft. 2,500 ft. n/a threshold IFR approach and departure with approach to far 2,500 feet plus 100 2,500 feet plus 100 n/a threshold feet for each 500 feet for each 500 feet of threshold feet of threshold stagger stagger IFR approaches 3,400 ft. 3,400 ft. n/a

Runway centerline to parallel taxiway/taxilane cen- 400 ft. 238.1 ft. 325 ft./ terline 290.62 Runway centerline to edge of aircraft parking 500 ft. 400.0 ft. 383.5 ft.3 Runway width 100 ft. 100 ft. 150 ft. Runway shoulder width 10 ft. 10 ft. 10 ft. Runway blast pad width 120 ft. 120 ft. 150 ft. Runway blast pad length 150 ft. 150 ft. 200 ft. Runway safety area width 400 ft. 400 ft. 400 ft. Runway safety area length beyond each runway 1,000 ft. 1,000 ft. 600 ft./ end or stopway end, whichever is greater 471.6 ft.4 5-3

TABLE 5A (Continued) Design Standards Comparison San Luis Obispo County Regional Airport (SBP) San Luis Obispo, CA Prepared By Coffman Associates August 2004/Revised October 2004 C-II Design Existing Standard CRJ-7001 Condition RUNWAY AND TAXIWAY WIDTH AND CLEARANCE STANDARD DIMENSIONS (Cont.) Runway object free area width 800 ft. 800 ft. 741 ft.5 Runway object free area length beyond each run- 1,000 ft. 1,000 ft.* 0 ft./ way end or stopway end, whichever is greater 256.8 ft.6 Clearway width 500 ft. 500 ft. 500 ft. Stopway width 100 ft. 100 ft. 100 ft. Obstacle free zone (OFZ): Runway OFZ width 400 ft. 400 ft. 400 ft. Runway OFZ length beyond each runway end 200 ft. 200 ft. 200 ft. Inner-approach OFZ width 400 ft. 400 ft. 400 ft. Inner-approach OFZ length beyond approach light 200 ft. 200 ft. 200 ft. system Inner-approach OFZ slope from 200 feet beyond 50:1 50:1 50:1 threshold Inner-transitional OFZ height 52.9 ft. 53.2 53.2 Inner-transitional OFZ slope 6:1 6:1 6:1 Runway protection zone at the primary runway end (Runway 11):7 Width 200 feet from runway end 1,000 ft. Width 2,700 feet from runway end 1,750 ft. Length 2,500 ft. Runway protection zone at other runway end (Runway 29):7 Width 200 feet from runway end 500 ft. Width 1,900 feet from runway end 1,010 ft. Length 1,700 ft. Departure runway protection zone (both ends):7 Width 200 feet from the far end of TORA 500 ft. Width 1,900 feet from the far end of TORA 1,010 ft. Length 1,700 ft. Threshold surface at primary runway end (Runway 11):8 Distance out from threshold to start of surface 200 ft. Width of surface at start of trapezoidal section 800 ft. Width of surface at end of trapezoidal section 3,800 ft. Length of trapezoidal section 10,000 ft. Length of rectangular section 0 ft. Slope of surface 34:1 Threshold surface at other runway end (Runway 29):9 Distance out from threshold to start of surface 200 ft. Width of surface at start of trapezoidal section 800 ft. Width of surface at end of trapezoidal section 3,800 ft. Length of trapezoidal section 10,000 ft. Length of rectangular section 0 ft. Slope of surface 20:1

5-4

TABLE 5A (Continued) Design Standards Comparison San Luis Obispo County Regional Airport (SBP) San Luis Obispo, CA Prepared By Coffman Associates August 2004/Revised October 2004 C-II Design Existing Standard CRJ-7001 Condition RUNWAY AND TAXIWAY WIDTH AND CLEARANCE STANDARD DIMENSIONS (Cont.) Taxiway centerline to parallel taxiway/taxilane 105 ft. 101.6 ft. 80 ft. centerline Taxiway centerline to fixed or movable object 65.5 ft. 63.5 ft. 100 ft. Taxilane centerline to fixed or movable object 57.5 ft. 55.8 ft. n/a Taxiway width 35 ft. 27.2 ft. 50 ft. Taxiway shoulder width 10 ft. 10 ft. 10 ft. Taxiway safety area width 79 ft. 76.3 ft. 79 ft. Taxiway object free area width 131 ft. 126.9 ft. 131 ft. Taxilane object free area width 115 ft. 111.5 ft. n/a Taxiway edge safety margin 7.5 ft. 7.5 ft. 7.5 ft. Taxiway wingtip clearance 26 ft. 25.3 ft. 26 ft. Taxilane wingtip clearance 18 ft. 17.6 ft. n/a REFERENCE: AC 150/5300-13, Airport Design, including Changes 1 through 7, Airport Design, Ver- sion 4.2D. Notes: 1 The calculated design values for the rationale method provide an acceptable level of safety for the specified conditions and may be used as part of the justification for modification of standards to meet unusual conditions or accommodate a specific airplane (from guidance provided with Airport Design Version 4.2D). 2 290.6 feet along portion in front of existing passenger terminal ramp. 3 At passenger terminal ramp. 4 Limited to 471.6 ft. on north end next to Santa Fe Road. 5 Limited by perimeter fence on west side parallel to Buckley Road 6 No OFA available on north end. Limited by perimeter fence next to Highway 227 on south end. 7 Portions outside airport property. 8 No threshold displacement. 3o approach. ½-mile vis. min. 9 Landing threshold displaced 500 ft. 3.47o approach. 1-mile vis. min. * Installation of EMAS at each runway end will limit length of OFA beyond runway end to 600 feet.

complete (and maintain) a certification Runway 11-29, as the air carrier use manual which outlines their compli- runway, is required to have safety ar- ance under each provision of the regu- eas in compliance with Part 139. The lation. This compliance level required certification manual also addresses is dependent on the airport’s design the maintenance and inspection pro- standards and the size and frequency gram, operational safety, handing of of aircraft in scheduled service. The hazardous materials, aircraft rescue master plan and airport layout draw- and firefighting equipment, snow and ings provide a means by which to pre- ice control, the airport emergency sent this information. plan, wildlife hazard management,

5-5 and maintenance of the certification area (RSA). A paved overrun of manual. 360 feet will lead into 240 feet of EMAS bed (150 feet in width) at The Airport Improvement Program the far end of the RSA. The pri- (AIP) provides funding to airports for mary advantage to this concept is the purpose of complying with Part that it totally avoids Acacia Creek. 139. Items frequently funded under The initial cost of this concept is the AIP include: airport rescue and significant, but is offset by the sav- firefighting equipment (and buildings from costly environmental ings), security fences and gates, ice mitigation and acquisition of addi- and snow removal equipment, and tional land which would be re- airport maintenance equipment (and quired for a standard safety area. buildings). The pavement extension will require the relocation of the glide slope antenna and approach light- THE MASTER ing system for the precision in- PLAN CONCEPT strument approach (PIR) on Run- way 11, the relocation of Santa Fe The master plan concept, as presented Road, the relocation of the airport in Exhibit 5A, reflects the preferred perimeter road, and the relocation airfield and landside planning recom- of the airport perimeter fence. mendations resulting from the coordi- nated efforts of the consultants, San • Install EMAS at the south end of Luis Obispo County officials, the PAC, Runway 11-29 to meet the current and the general public. Following the RSA requirement for a C-II run- coordination meetings held in summer way. The localizer antenna at the and fall 2004, the concept was refined south end of the runway is not ex- from the development alternatives pected to be affected by the EMAS which had originally been presented in installation. The landing dis- the second phase report and draft final placement will remain on Runway master plan. It should be noted that 29. the master plan concept is conceptual in nature and subject to change as the • Extension of parallel Taxiways A County pursues pre-design of facili- and M to the northwest end of the ties. The key components of the con- extended runway, at the existing cept include: separation distances from the runway centerline. Land acquisition will be required prior to extension • A 1,000-foot (+/-) pavement extension on the northwest end of Run- of the taxiways. The relocated way 11-29, providing a total run- glide slope antenna will need to be way pavement length of 6,300 feet. placed between the runway and the An engineered material arresting extended Taxiway M, northwest of system (EMAS) is recommended, the current runway thresh- providing 600 feet of runway safety old/taxiway exit location.

5-6 • Straightening of Taxiway A at the runway may be narrowed to 60 current terminal ramp. Upon relo- feet. Upon completion of the relocation of passenger terminal facili- cation of Santa Fe Road, the run- ties to the new terminal, the por- way pavement may be extended tion of Taxiway A in front of the ex- 500 feet on the west end to provide isting terminal may be aligned an ultimate runway length of 3,000 with the remainder of the taxiway. feet. Additional exit taxiways have been placed on either side of the • Other taxiway improvements in- runway. clude the extension of Taxiway C to the west ramp, closing of Taxiway • Upon completion of the westerly E and replacement with a right- shift of the threshold of Runway angled taxiway between Taxiway A 25, new general aviation fixed base and Taxiway J, and reconfiguration operations facilities may be con- of Taxiway F. Taxiway J will be structed southeast of the new pas- widened next to the west ramp to senger terminal ramp and ARFF provide two-way taxiing. facility. The facilities may include large span hangars (a minimum of • A new passenger terminal, ramp, 24,000 square feet), office area, and structured parking deck will ramp for itinerant aircraft, and be constructed in the location automobile parking. An en- originally recommended in the trance/exit point onto Highway 227 1998 Airport Master Plan. The may be provided near these facili- new 66,350-square foot terminal is ties. designed to meet increased space needs for post 9-11 security re- • Hangar facilities totaling 82,000 quirements (including inline bag square feet (+/-) for general avia- screening) and future passenger tion aircraft southeast of the fixed demands in a phased manner, with base facilities. These facilities will additional building and concourse provide 65 (+/-) individual storage added as required to meet long units on the east side of the air- term needs. field. Parking ramp will also be provided southeast of the hangars. • A new airport rescue and fire- The hangars will be located outside fighting (ARFF) station is under of the primary surface area for construction to the southeast of the Runway 11-29 (500 feet from run- future terminal building. The new way centerline). structure will be approximately 8,700 square feet. • Lease parcels along the south side of Runway 7-25 will provide for po- • Shifting of the Runway 25 thresh- tential construction of 120,000 old, creating an interim length of square feet of individual hangars, 2,500 feet on Runway 7-25. In ad- with access from Buckley Road. dition, consistent with the run- Each hangar is estimated at 7,500 way’s B-I design category, the

5-7 square feet, and may be used for UPDATED AIRPORT storage of multiple aircraft. LAYOUT PLAN DRAWINGS

• Upon relocation of Santa Fe Road, Updated airport layout plan drawings extension of aircraft storage han- have been prepared for submittal to gars adjacent to Taxiway J, provid- the FAA. These drawings have been ing a potential 60,000 square feet updated to reflect the ultimate airport of hangar area. layout, imaginary airport and approach surfaces, and future use of air- • Upon acquisition of property and port property. A reduced size set of relocation of Santa Fe Road, con- these drawings have been included in struction of additional hangars the Appendix. These drawings were along extended Taxiway M. As de- originally prepared for the 1998 Air- picted on the plan, the area should port Master Plan, and were pre- provide capacity for 83 (+/-) indi- pared on a computer-aided drawing vidual hangar units (117,000 system to allow for easier updates. square feet). The drawings should continually be

updated to reflect the development of Acquisition of property in support • new facilities. of runway/taxiway extensions,

hangar development, and approach

protection. AIRPORT DEVELOPMENT • Construction of new detention ba- SCHEDULE AND sins and airfield drainage im- COST SUMMARIES provements. Once the specific needs and improve- • Installation of new navigational ments for the airport have been estab- aids or lighting systems to support lished, the next step is to determine a instrument approaches. realistic schedule and costs for imple- menting the plan. This section exam- • Several access improvements have ines the overall development, and a been noted on the master plan con- demand-based schedule. The devel- cept (in addition to the relocation of opment schedule is initially divided Santa Fe Road): relocation of the into the three planning horizons: short airport entrance, new frontage term (0-5 years), intermediate term (6- roads south of the new terminal 10 years), and long term (11-20 years). site, new access for businesses on Table 5B summarizes the key activity the west side (south of Santa Fe milestones for each planning horizon. Road), and new connections from the realigned Santa Fe Road to ex- The highest priority development isting or future hangar sites. items are generally reflected in the

5-8 first five years of the plan, even for the short term planning period is though they may not be completed un- shown annually, to be consistent with til the intermediate planning period. FAA programming needs. In addition, the development schedule TABLE 5B Aviation Activity Planning Horizons San Luis Obispo County Regional Airport Current Short Intermediate Long Levels Term Term Term Annual Enplanements 155,177 198,000 232,000 301,000

Commercial Operations 14,710 13,600 13,000 15,000 Air Taxi Operations 1,630 1,800 2,000 2,200 Military Operations 769 850 850 850 General Aviation Operations 92,155 101,300 107,800 122,000 Total Operations 109,264 117,550 123,650 140,050

Total Air Cargo (pounds) 1,242,592 1,400,000 1,600,000 2,000,000

Based Aircraft 301 320 350 400

Due to the conceptual nature of a mas- CAPITAL IMPROVEMENTS ter plan, implementation of capital FUNDING projects should occur only after further refinement of design and cost es- Financing of the capital improvements timates. In an effort to provide more comes from several sources. Contribu- accurate cost estimates for the runway tors to the airport’s development are extension and new terminal projects, its users, through a system of aircraft the consultant has reflected prelimi- taxes, leases, and fees. These sources nary cost estimates which have al- include not only the rates and charges ready been prepared by the airport imposed by San Luis Obispo County, engineer and terminal architect. but also federal airport improvement Other costs in the intermediate and programs. The following paragraphs long term planning periods should outline the key sources for funding. only be viewed as preliminary estimates, and subject to further refinement at a later date. FEDERAL GRANTS

Cost estimates for the projects which The U.S. Congress has long recognized have been identified in the master the need to develop and maintain a plan have been summarized in Table system of aviation facilities across the 5C. All costs are presented in current nation for the purpose of national de- (2004) dollars, and subject to CPI ad- fense and promotion of interstate justments at a later date. commerce. Various grants-in-aid pro-

5-9 grams to public use airports have been federal assistance each year, based established over the years for this upon their preceding year enplane- purpose. The most recent legislation ment levels and Congressional appro- was the Airport Improvement Pro- priations levels. A primary airport is gram (AIP) of 1982. AIP has been re- defined as a commercial service air- authorized by Congress several times. port enplaning at least 10,000 passen- The latest reauthorization is for the gers annually. San Luis Obispo was fiscal years 2004 through 2007, and is the 189th busiest commercial service entitled Vision 100 - Century of Avia- airport in the U.S. based upon calen- tion Reauthorization Act. dar year 2002 boardings. They are further classified as a non-hub type, The source for AIP funds is the Avia- enplaning greater than 10,000 pas- tion Trust Fund. The Trust Fund is sengers but less than .05 percent of the depository for all federal aviation the U.S. total. taxes such as those on airline tickets, aviation fuel, lubricants, tires and Under the current formula, airports tubes, aircraft registrations, and other enplaning at least 10,000 passengers aviation-related fees. The funds are are entitled to a minimum annual distributed under appropriations set level of $1,000,000. This figure is then by Congress to airports in the U.S. adjusted upward as more passenger which have certified eligibility. The boardings are recorded. In addition, distribution of grants is administered airports with more than 100 million by the FAA. pounds of landed weight receive special cargo entitlements. San Luis Under the AIP program, examples of Obispo does not receive special cargo eligible development projects include funds. Special set-asides are also es- runway and taxiway projects on the tablished for noise compatibility pro- airfield, air carrier and general avia- grams, non-primary commercial ser- tion ramps, and public access roads. vice airports, general aviation air- Passenger terminal building im- ports, and other special programs. provements (in public areas) are also eligible. However, automobile park- In situations where a project exceeds ing, fueling facilities, utilities, hangar anticipated entitlement funding, the buildings (in most situations), and air- airport may qualify for discretionary line ticketing and operations areas are funding. Since these funds are dis- not generally eligible for AIP funds. tributed on a priority basis, with the The airport is eligible for 95 percent FAA establishing priorities based funding participation under Vision upon the type of project, the airport 100, although the FAA has recom- must demonstrate need and priority mended that airports only assume 90 for the project over other airports in percent participation after 2007 (when the region which may be competing for the current bill expires). these limited funds. Projects related to safety or security receive the high- Through an entitlement program, est priority, followed by maintaining primary commercial service airports current infrastructure, mitigating received a guaranteed minimum of 5-11 noise and other environmental im- or enhance safety, security, or capac- pacts, meeting design standards, and ity; reduce/mitigate noise impacts; or increasing system capacity. Projects enhance competition among carriers. requiring greater than $5 million in discretionary funding generally re- While use of PFCs is limited to ap- quire a benefit-cost ratio greater than proved projects, they may be used to 1.0 (this does not apply to pavement fund up to 100 percent of the project, rehabilitation projects). Funding for or as matching funds for other AIP navigational aids can originate from projects. PFCs may be used for debt the Facilities and Equipment (F&E) service, or commingled with general branch of the FAA. revenue to service bond debt. Before submitting a PFC application, the airport must give notice and an opportu- PASSENGER FACILITY nity for consultation to airlines operat- CHARGES ing at the airport.

The Aviation Safety and Capacity Ex- PFCs are treated similar to other air- pansion Act of 1990 contained a provi- port improvement grants, rather than sion for airports to levy passenger fa- general airport revenues, and will be cility charges (PFCs) for the purpose of administered by the FAA. Participat- enhancing airport safety, capacity, or ing airlines are able to retain up to security, or to reduce noise or enhance eight cents per passenger for adminis- competition. trative purposes.

14 CFR Part 158 of May 29, 1991, establishes the regulations that must be STATE FUNDS followed by airports choosing to levy PFCs. These may be imposed by pub- In support of the state airport system, lic agencies controlling a commercial the California Transportation Com- service airport with at least 2,500 an- mission (CTC) also participates in nual passengers with scheduled ser- state airport development projects. vice. Legislation passed by Congress An aeronautics account has been es- in 2000 has allowed the cap to in- tablished within the state transport- crease to $4.50 per passenger. ation fund from which all airport improvement monies are drawn. Tax Prior approval is required from the revenues have been collected and de- Department of Transportation (DOT) posited in the aeronautics account before an airport is allowed to levy a from the sale of general aviation jet PFC. DOT must find that the pro- fuel ($0.02 per gallon) and avgas jected revenues are needed for specifi- ($0.18 per gallon). The CTC has es- cally approved eligible projects. Any tablished three grant programs to dis- AIP-eligible project, whether develop- tribute funds deposited in the aero- ment or planning related, is eligible nautics account: annual grants, acqui- for PFC funding. Any project ap- sition and development (A & D) proved for PFC funding must preserve grants, and AIP matching grants. An-

5-12 other funding source provided by the jects which will benefit the airport and CTC is low interest loans. Because improve its self-sufficiency. The loans San Luis Obispo County Regional Air- can be used for nearly any airport- port is a commercial service airport, it related project and the funding limits is ineligible to receive annual and AIP are not bound by law or regulation. matching grants from the State Aero- The amount of the loan is determined nautics Account. However, the airport in accordance with project feasibility is eligible to receive A&D Grants and and the sponsor=s financial status. low interest loans from the state. Terms of the loan provide 8 to 15 Each of these is discussed below. years for its payback and the interest rate is based upon the most recent State of California bond sale. Acquisition and Development (A & D) Grants AIRPORT OPERATING FUND/ A & D grants are designed to provide FUTURE REVENUE SOURCES funding to airports for the purpose of land acquisition and development. San Luis Obispo County has estab- This grant has a minimum allocation lished a separate fund for the opera- level of $10,000 and provides up to tion of the airport. Included in the $500,000 per fiscal year (maximum airport fund are a number of various allowable funding to a single airport revenue and expense accounts. In- yearly). Grant requests are initiated cluded in the revenue accounts are through the CIP process and require a space rentals, concession fees, hangar local match of 10 to 50 percent of the rentals, rental car fees, automobile project=s cost (the level has been 10 parking, airline landing fees, fuel percent for the last 10+ years). Unlike flowage fees, and land leases. The di- annual and AIP matching grants, re- rect cost centers include airfield, ter- liever and commercial service airports minal building, and other buildings on are eligible for the A & D grant. San the airport, while indirect cost centers Luis Obispo County Regional Airport include administration and safety. could utilize these grants as a means to acquire land listed in the CIP. While the airport should be able to generate sufficient revenues from its operating sources to cover operating California Airport Loan Program expenses, it will be dependent upon AIP grants and PFC revenues to fund The loan program provides funding for the majority of the capital projects rec- all airports within the State of Cali- ommended in this plan. fornia which are owned by an eligible public agency and open to the public The airport also has the ability to de- without exception. These loans pro- velop land parcels not required for fu- vide funding to eligible airports for ture aeronautical purposes in com- construction and land acquisition pro- mercial/retail development.

5-13 Appendix A GLOSSARY OF TERMS

SAN LUIS OBISPO COUNTY AND ABBREVIATIONS REGIONAL AIRPORT Airport Consultants Appendix GLOSSARYAppendix OF TERMS ACCELERATE-STOP DISTANCE AIRCRAFT APPROACHA CATEGORY: a AVAILABLE (ASDA): see declared dis- grouping of aircraft basedA on 1.3 times the tances. stall speed in their landing configuration at their maximum certificated landing AIR CARRIER: an operator which: (1) weight. The categories are as follows: performs at least five round trips per week between two or more points and • Category A: Speed less than 91 knots. publishes flight schedules which specify • Category B: Speed 91 knots or more, the times, days of the week, and places but less than 121 knots. between which such flights are per- • Category C: Speed 121 knots or more, formed; or (2) transport mail by air but less than 141 knots. pursuant to a current contract with the • Category D: Speed 141 knots or more, U.S. Postal Service. Certified in accor- but less than 166 knots. dance with Federal Aviation Regulation • Category E: Speed greater than 166 (FAR) Parts 121 and 127. knots.

AIRPORT REFERENCE CODE (ARC): a AIRPLANE DESIGN GROUP (ADG): a coding system used to relate airport grouping of aircraft based upon design criteria to the operational (Aircraft wingspan. The groups are as follows: Approach Category) to the physical characteristics (Airplane Design Group) of the • Group I: Up to but not including 49 airplanes intended to operate at the air- feet. port. • Group II: 49 feet up to but not including 79 feet. AIRPORT REFERENCE POINT (ARP): • Group III: 79 feet up to but not The latitude and longitude of the approxi- including 118 feet. mate center of the airport. • Group IV: 118 feet up to but not including 171 feet. AIRPORT ELEVATION: The highest • Group V: 171 feet up to but not point on an airport’s usable runway including 214 feet. expressed in feet above mean sea level • Group VI: 214 feet or greater. (MSL). AIR TAXI: An air carrier certificated in AIRPORT LAYOUT DRAWING (ALD): accordance with FAR Part 135 and autho- The drawing of the airport showing the rized to provide, on demand, public layout of existing and proposed airport transportation of persons and property by facilities. aircraft. Generally operates small aircraft “for hire” for specific trips.

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www.coffmanassociates.com A-1 AIRPORT TRAFFIC CONTROL direction to a non-directional radio bea- TOWER (ATCT): a central operations con (NDB) ground transmitter. facility in the terminal air traffic control system, consisting of a tower, including AUTOMATED WEATHER OBSERVA- an associated instrument flight rule (IFR) TION STATION (AWOS): equipment room if radar equipped, using air/ground used to automatically record weather con- communications and/or radar, visual sig- ditions (i.e. cloud height, visibility, wind naling, and other devices to provide safe speed and direction, temperature, dew- and expeditious movement of terminal air point, etc...) traffic. AUTOMATED TERMINAL INFORMA- AIR ROUTE TRAFFIC CONTROL CEN- TION SERVICE (ATIS): the continuous TER (ARTCC): a facility established to broadcast of recorded non-control infor- provide air traffic control service to air- mation at towered airports. Information craft operating on an IFR flight plan typically includes wind speed, direction, within controlled airspace and principally and runway in use. during the enroute phase of flight. AZIMUTH: Horizontal direction ALERT AREA: see special-use airspace. expressed as the angular distance between true north and the direction of a ANNUAL INSTRUMENT APPROACH fixed point (as the observer’s heading). (AIA): an approach to an airport with the intent to land by an aircraft in accordance BASE LEG: A flight path at right angles with an IFR flight plan when visibility is to the landing runway off its approach less than three miles and/or when the end. The base leg normally extends from ceiling is at or below the minimum initial the downwind leg to the intersection of approach altitude. the extended runway centerline. See “traffic pattern.” APPROACH LIGHTING SYSTEM (ALS): an airport lighting facility which BEARING: the horizontal direction to or provides visual guidance to landing air- from any point, usually measured clock- craft by radiating light beams by which wise from true north or magnetic north. the pilot aligns the aircraft with the extended centerline of the runway on his BLAST FENCE: a barrier used to divert final approach and landing. or dissipate jet blast or propeller wash.

APPROACH MINIMUMS: the altitude BUILDING RESTRICTION LINE (BRL): below which an aircraft may not descend A line which identifies suitable building while on an IFR approach unless the pilot area locations on the airport. has the runway in sight. CIRCLING APPROACH: a maneuver AUTOMATIC DIRECTION FINDER initiated by the pilot to align the aircraft (ADF): an aircraft radio navigation sys- with the runway for landing when flying tem which senses and indicates the

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www.coffmanassociates.com A-2 a predetermined circling instrument • CLASS A: generally, the airspace from approach under IFR. 18,000 feet mean sea level (MSL) up to but not including flight level FL600. CLASS A AIRSPACE: see Controlled All persons must operate their aircraft Airspace. under IFR.

CLASS B AIRSPACE: see Controlled Air- • CLASS B: generally, the airspace from space. the surface to 10,000 feet MSL surrounding the nation’s busiest airports. CLASS C AIRSPACE: see Controlled Air- The configuration of Class B airspace is space. unique to each airport, but typically consists of two or more layers of air CLASS D AIRSPACE: see Controlled space and is designed to contain all Airspace. published instrument approach procedures to the airport. An air traffic CLASS E AIRSPACE: see Controlled Air- control clearance is required for all airspace. craft to operate in the area.

CLASS G AIRSPACE: see Controlled • CLASS C: generally, the airspace from Airspace. the surface to 4,000 feet above the air port elevation (charted as MSL) sur- CLEAR ZONE: see Runway Protection rounding those airports that have an Zone. operational control tower and radar approach control and are served by a CROSSWIND: wind flow that is not par- qualifying number of IFR operations allel to the runway of the flight path of an or passenger enplanements. Although aircraft. individually tailored for each airport, Class C airspace typically consists of a COMPASS LOCATOR (LOM): a low surface area with a five nautical mile power, low/medium frequency radio- (nm) radius and an outer area with a 10 beacon installed in conjunction with the nautical mile radius that extends from instrument landing system at one or two 1,200 feet to 4,000 feet above the airport of the marker sites. elevation. Two-way radio communication is required for all aircraft. CONTROLLED AIRSPACE: airspace of defined dimensions within which air traf- • CLASS D: generally, that airspace from fic control services are provided to the surface to 2,500 feet above the air instrument flight rules (IFR) and visual port elevation (charted as MSL) sur- flight rules (VFR) flights in accordance rounding those airport that have an with the airspace classification. Con- operational control tower. Class D air trolled airspace in the United States is space is individually tailored and con- designated as follows: figured to encompass published instrument approach procedures. Unless otherwise authorized, all

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www.coffmanassociates.com A-3 persons must establish two-way radio CROSSWIND LEG: A flight path at right communication. angles to the landing runway off its upwind end. See “traffic pattern.” • CLASS E: generally, controlled airspace that is not classified as Class A, B, C, or DECLARED DISTANCES: The distances D. Class E airspace extends upward declared available for the airplane’s take- from either the surface or a designated off runway, takeoff distance, accelerate- altitude to the overlying or adjacent stop distance, and landing distance controlled airspace. When designated requirements. The distances are: as a surface area, the airspace will be configured to contain all instrument • TAKEOFF RUNWAY AVAILABLE procedures. Class E airspace encom- (TORA): The runway length declared passes all Victor Airways. Only aircraft available and suitable for the ground following instrument flight rules are run of an airplane taking off; required to establish two-way radio communication with air traffic control. • TAKEOFF DISTANCE AVAILABLE (TODA): The TORA plus the length of • CLASS G: generally, that airspace not any remaining runway and/or clear classified as Class A, B, C, D, or E. way beyond the far end of the TORA; Class G airspace is uncontrolled for all aircraft. Class G airspace extends from • ACCELERATE-STOP DISTANCE the surface to the overlying Class E AVAILABLE (ASDA): The runway plus airspace. stopway length declared available for the acceleration and deceleration of an FL 600 CLASS A 18,000 MSL aircraft aborting a takeoff; and CLASS E

LEGEND • LANDING DISTANCE AVAILABLE 14,500 AGL - Above Ground Level (LDA): The runway length declared MSL FL - Flight Level in Hundreds of Feet available and suitable for landing. MSL - Mean Sea Level NOT TO SCALE DISPLACED THRESHOLD: a threshold Source: "Airspace Reclassification and Charting Changes for VFR Products," National Oceanic and Atmospheric Administration, that is located at a point on the runway National Ocean Service. Chart adapted CLASS G by Coffman Associates from AOPA Pilot, other than the designated beginning of January 1993. the runway. CLASS B

40 n.m. DISTANCE CLASS C Nontowered 1,200 AirporAirportt MEASURING Nontowered 30 n.m. AGLAGL AirporAirportt 20 n.m. EQUIPMENT 700 20 n.m. CLASS D 1NM AGLAGL 2 NM 12 n.m. 10 n.m. 10 mi. (DME): Equipment CLASS G CLASS G CLASS G (airborne and 3 NM ground) used to CONTROLLED FIRING AREA: see spe- measure, in nautical cial-use airspace. miles, the slant range

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www.coffmanassociates.com A-4 distance of an aircraft from the DME navi- FIXED BASE OPERATOR (FBO): A gational aid. provider of services to users of an airport. Such services include, but are not limited DNL: The 24-hour average sound level, in to, hangaring, fueling, flight training, A-weighted decibels, obtained after the repair, and maintenance. addition of ten decibels to sound levels for the periods between 10 p.m. and 7 FRANGIBLE NAVAID: a navigational a.m. as averaged over a span of one year. aid which retains its structural integrity It is the FAA standard metric for deter- and stiffness up to a designated maxi- mining the cumulative exposure of mum load, but on impact from a greater individuals to noise. load, breaks, distorts, or yields in such a manner as to present the minimum haz- DOWNWIND LEG: A flight path parallel ard to aircraft. to the landing runway in the direction opposite to landing. The downwind leg GENERAL AVIATION: that portion of normally extends between the crosswind civil aviation which encompasses all leg and the base leg. Also see “traffic pat- facets of aviation except air carriers hold- tern.” ing a certificate of convenience and necessity, and large aircraft commercial EASEMENT: The legal right of one party operators. to use a portion of the total rights in real estate owned by another party. This may GLIDESLOPE (GS): Provides vertical include the right of passage over, on, or guidance for aircraft during approach and below the property; certain air rights landing. The glideslope consists of the fol- above the property, including view rights; lowing: and the rights to any specified form of development or activity, as well as any 1. Electronic components emitting signals other legal rights in the property that may which provide vertical guidance by be specified in the easement document. reference to airborne instruments during instrument approaches such as ENPLANED PASSENGERS: the total ILS; or number of revenue passengers boarding aircraft, including originating, stop-over, 2. Visual ground aids, such as VASI, and transfer passengers, in scheduled and which provide vertical guidance for non-scheduled services. VFR approach or for the visual portion of an instrument approach and FINAL APPROACH: A flight path in the landing. direction of landing along the extended runway centerline. The final approach GLOBAL POSITIONING SYSTEM: normally extends from the base leg to the See “GPS.” runway. See “traffic pattern.” GPS - GLOBAL POSITIONING SYS- TEM: A system of 24 satellites

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www.coffmanassociates.com A-5 used as reference points to enable navi- tower, or aircraft known to be departing gators equipped with GPS receivers to or arriving from the local practice areas, determine their latitude, longitude, and or aircraft executing practice instrument altitude. approach procedures. Typically, this includes touch-and-go training opera- HELIPAD: a designated area for the tions. takeoff, landing, and parking of helicopters. LOCALIZER: The component of an ILS which provides course guidance to the HIGH-SPEED EXIT TAXIWAY: a long runway. radius taxiway designed to expedite aircraft turning off the runway after LOCALIZER TYPE DIRECTIONAL landing (at speeds to 60 knots), thus AID (LDA): a facility of comparable reducing runway occupancy time. utility and accuracy to a localizer, but is not part of a complete ILS and is not INSTRUMENT APPROACH: A series aligned with the runway. of predetermined maneuvers for the orderly transfer of an aircraft under LORAN: long range navigation, an elec- instrument flight conditions from the tronic navigational aid which beginning of the initial approach to a determines aircraft position and speed landing, or to a point from which a by measuring the difference in the time landing may be made visually. of reception of synchronized pulse signals from two fixed transmitters. Loran INSTRUMENT FLIGHT RULES (IFR): is used for enroute navigation. Rules governing the procedures for conducting instrument flight. Also a term MICROWAVE LANDING SYSTEM used by pilots and controllers to indi- (MLS): an instrument approach and cate type of flight plan. landing system that provides precision guidance in azimuth, elevation, and dis- INSTRUMENT LANDING SYSTEM tance measurement. (ILS): A precision instrument approach system which normally consists of the MILITARY OPERATIONS AREA following electronic components and (MOA): see special-use airspace. visual aids: MISSED APPROACH COURSE 1. Localizer. 4. Middle Marker. (MAC): The flight route to be followed 2. Glide Slope. 5. Approach Lights. if, after an instrument approach, a land- 3. Outer Marker. ing is not affected, and occurring normally: LANDING DISTANCE AVAILABLE (LDA): see declared distances. 1. When the aircraft has descended to the decision height and has not LOCAL TRAFFIC: aircraft operating in established visual contact; or the traffic pattern or within sight of the

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www.coffmanassociates.com A-6 2. When directed by air traffic control to enhance the safety of aircraft operations pull up or to go around again. by having the area free of objects, except for objects that need to be located in the MOVEMENT AREA: the runways, OFA for air navigation or aircraft taxiways, and other areas of an airport ground maneuvering purposes. which are utilized for taxiing/hover taxiing, air taxiing, takeoff, and landing OBSTACLE FREE ZONE (OFZ): the of aircraft, exclusive of loading ramps airspace below 150 feet above the estab- and parking areas. At those airports lished airport elevation and along the with a tower, air traffic control clearance runway and extended runway center- is required for entry onto the movement line that is required to be kept clear of area. all objects, except for frangible visual NAVAIDs that need to be located in the NAVAID: a term used to describe any OFZ because of their function, in order electrical or visual air navigational aids, to provide clearance for aircraft landing lights, signs, and associated supporting or taking off from the runway, and for equipment (i.e. PAPI, VASI, ILS, etc..) missed approaches.

NOISE CONTOUR: A continuous line OPERATION: a take-off or a landing. on a map of the airport vicinity connecting all points of the same noise OUTER MARKER (OM): an ILS navi- exposure level. gation facility in the terminal area navigation system located four to seven NONDIRECTIONAL BEACON miles from the runway edge on the (NDB): A beacon transmitting nondirec- extended centerline indicating to the tional signals whereby the pilot of an pilot, that he/she is passing over the aircraft equipped with direction finding facility and can begin final approach. equipment can determine his or her bearing to and from the radio beacon PRECISION APPROACH: a standard and home on, or track to, the station. instrument approach procedure which When the radio beacon is installed in provides runway alignment and glide conjunction with the Instrument Land- slope (descent) information. It is cate- ing System marker, it is normally called gorized as follows: a Compass Locator. • CATEGORY I (CAT I): a precision NONPRECISION APPROACH PRO- approach which provides for CEDURE: a standard instrument approaches with a decision height of approach procedure in which no elec- not less than 200 feet and visibility tronic glide slope is provided, such as not less than 1/2 mile or Runway VOR, TACAN, NDB, or LOC. Visual Range (RVR) 2400 (RVR 1800) with operative touchdown zone and OBJECT FREE AREA (OFA): an area on runway centerline lights. the ground centered on a runway, taxiway, or taxilane centerline provided to

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www.coffmanassociates.com A-7 • CATEGORY II (CAT II): a precision traffic control specialists and pilots at approach which provides for satellite airports for delivering enroute approaches with a decision height of clearances, issuing departure authoriza- not less than 100 feet and visibility tions, and acknowledging instrument not less than 1200 feet RVR. flight rules cancellations or departure/landing times. • CATEGORY III (CAT III): a precision approach which provides for REMOTE TRANSMITTER/RECEIVER approaches with minima less than (RTR): see remote communications out- Category II. let. RTRs serve ARTCCs.

PRECISION APPROACH PATH INDI- RELIEVER AIRPORT: an airport to CATOR (PAPI): A lighting system serve general aviation aircraft which providing visual approach slope guid- might otherwise use a congested air-car- ance to aircraft during a landing rier served airport. approach. It is similar to a VASI but provides a sharper transition between the RESTRICTED AREA: see special-use colored indicator lights. airspace.

PRECISION OBJECT FREE AREA RNAV: area navigation - airborne (POFA): an area centered on the extend- equipment which permits flights over ed runway centerline, beginning at the determined tracks within prescribed runway threshold and extending behind accuracy tolerances without the need to the runway threshold that is 200 feet overfly ground-based navigation facili- long by 800 feet wide. The POFA is a ties. Used enroute and for approaches clearing standard which requires the to an airport. POFA to be kept clear of above ground objects protruding above the runway RUNWAY: a defined rectangular area safety area edge elevation (except for on an airport prepared for aircraft land- frangible NAVAIDS). The POFA applies ing and takeoff. Runways are normally to all new authorized instrument numbered in relation to their magnetic approach procedures with less than 3/4 direction, rounded off to the nearest 10 mile visibility. degrees. For example, a runway with a magnetic heading of 180 would be des- PROHIBITED AREA: see special-use ignated Runway 18. The runway airspace. heading on the opposite end of the runway is 180 degrees from that runway REMOTE COMMUNICATIONS OUT- end. For example, the opposite runway LET (RCO): an unstaffed transmitter heading for Runway 18 would be Run- receiver/facility remotely controlled by way 36 (magnetic heading of 360). air traffic personnel. RCOs serve flight Aircraft can takeoff or land from either service stations (FSSs). RCOs were end of a runway, depending upon wind established to provide ground-to- direction. ground communications between air

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www.coffmanassociates.com A-8 RUNWAY BLAST PAD: a surface adja- any point five feet above an intersecting cent to the ends of runways provided to runway centerline. reduce the erosive effect of jet blast and propeller wash. SEGMENTED CIRCLE: a system of visual indicators designed to provide RUNWAY END IDENTIFIER LIGHTS traffic pattern information at airports (REIL): Two synchronized flashing without operating control towers. lights, one on each side of the runway threshold, which provide rapid and pos- SHOULDER: an area adjacent to the itive identification of the approach end edge of paved runways, taxiways or of a particular runway. aprons providing a transition between the pavement and the adjacent surface; RUNWAY GRADIENT: the average support for aircraft running off the slope, measured in percent, between the pavement; enhanced drainage; and blast two ends of a runway. protection. The shoulder does not necessarily need to be paved. RUNWAY PROTECTION ZONE (RPZ): An area off the runway end to SLANT-RANGE DISTANCE: The enhance the protection of people and straight line distance between an air- property on the ground. The RPZ is craft and a point on the ground. trapezoidal in shape. Its dimensions are determined by the aircraft approach SPECIAL-USE AIRSPACE: airspace of speed and runway approach type and defined dimensions identified by a sur- minima. face area wherein activities must be confined because of their nature and/or RUNWAY SAFETY AREA (RSA): a wherein limitations may be imposed defined surface surrounding the run- upon aircraft operations that are not a way prepared or suitable for reducing part of those activities. Special-use air- the risk of damage to airplanes in the space classifications include: event of an undershoot, overshoot, or excursion from the runway. • ALERT AREA: airspace which may contain a high volume of pilot RUNWAY VISUAL RANGE (RVR): an training activities or an unusual type instrumentally derived value, in feet, of aerial activity, neither of which is representing the horizontal distance a hazardous to aircraft. pilot can see down the runway from the runway end. • CONTROLLED FIRING AREA: airspace wherein activities are RUNWAY VISIBILITY ZONE (RVZ): conducted under conditions so an area on the airport to be kept clear of controlled as to eliminate hazards to permanent objects so that there is an nonparticipating aircraft and to unobstructed line-of-site from any point ensure the safety of persons or five feet above the runway centerline to property on the ground.

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www.coffmanassociates.com A-9 • MILITARY OPERATIONS AREA operation for the landing and one oper- (MOA): designated airspace with ation for the takeoff. defined vertical and lateral dimensions established outside Class A STRAIGHT-IN LANDING/APPROACH: airspace to separate/segregate certain a landing made on a runway aligned military activities from instrument within 30 degrees of the final approach flight rule (IFR) traffic and to identify course following completion of an for visual flight rule (VFR) traffic instrument approach. where these activities are conducted. TACTICAL AIR NAVIGATION • PROHIBITED AREA: designated air- (TACAN): An ultra-high frequency elec- space within which the flight of tronic air navigation system which aircraft is prohibited. provides suitably-equipped aircraft a continuous indication of bearing and • RESTRICTED AREA: airspace desig- distance to the TACAN station. nated under Federal Aviation Regulation (FAR) 73, within which TAKEOFF RUNWAY AVAILABLE the flight of aircraft, while not wholly (TORA): see declared distances. prohibited, is subject to restriction. Most restricted areas are designated TAKEOFF DISTANCE AVAILABLE joint use. When not in use by the (TODA): see declared distances. using agency, IFR/VFR operations can be authorized by the controlling TAXILANE: the portion of the aircraft air traffic control facility. parking area used for access between taxiways and aircraft parking positions. • WARNING AREA: airspace which may contain hazards to nonpartici- TAXIWAY: a defined path established pating aircraft. for the taxiing of aircraft from one part of an airport to another. STANDARD INSTRUMENT DEPAR- TURE (SID): a preplanned coded air TAXIWAY SAFETY AREA (TSA): a traffic control IFR departure routing, defined surface alongside the taxiway preprinted for pilot use in graphic and prepared or suitable for reducing the textual form only. risk of damage to an airplane uninten- tionally departing the taxiway. STANDARD TERMINAL ARRIVAL (STAR): a preplanned coded air traffic TETRAHEDRON: a device used as a control IFR arrival routing, preprinted landing direction indicator. The small for pilot use in graphic and textual or end of the tetrahedron points in the textual form only. direction of landing.

STOP-AND-GO: a procedure wherein THRESHOLD: the beginning of that an aircraft will land, make a complete portion of the runway available for stop on the runway, and then commence landing. In some instances the landing a takeoff from that point. A stop-and-go threshold may be displaced. is recorded as two operations: one Airport Consultants

www.coffmanassociates.com A-10 TOUCH-AND-GO: an operation by an UPWIND LEG: A flight path parallel to aircraft that lands and departs on a run- the landing runway in the direction of way without stopping or exiting the landing. See “traffic pattern.” runway. A touch-and-go is recorded as two operations: one operation for the VECTOR: A heading issued to an air- landing and one operation for the craft to provide navigational guidance takeoff. by radar.

TOUCHDOWN ZONE (TDZ): The first VERY HIGH FREQUENCY/ OMNIDI- 3,000 feet of the runway beginning at RECTIONAL RANGE STATION the threshold. (VOR): A ground-based electronic navigation aid transmitting very high TOUCHDOWN ZONE ELEVATION frequency navigation signals, 360 (TDZE): The highest elevation in the degrees in azimuth, oriented from touchdown zone. magnetic north. Used as the basis for navigation in the

TOUCHDOWN ZONE (TDZ) LIGHT- national airspace 360 ° 60° ING: Two rows of transverse light bars system. The VOR 300° located symmetrically about the runway periodically identifies 120° centerline normally at 100-foot intervals. itself by Morse Code The basic system extends 3,000 feet and may have an 240° 180 ° along the runway. additional voice identification feature. TRAFFIC PATTERN: The traffic flow that is prescribed for aircraft landing at VERY HIGH FREQUENCY OMNI- or taking off from an airport. The com- DIRECTIONAL RANGE STATION/ ponents of a typical traffic pattern are TACTICAL AIR NAVIGATION the upwind leg, crosswind leg, down- (VORTAC): A navigation aid providing wind leg, base leg, and final approach. VOR azimuth, TACAN azimuth, and TACAN distance-measuring equipment (DME) at one site.

ENTRY

DOWNWIND LEG CROSS- VICTOR AIRWAY: A control area or BASE WIND LEG LEG portion thereof established in the form FINAL APPROACH DEPARTURE LEG of a corridor, the centerline of which is RUNWAY defined by radio navigational aids.

UPWIND LEG VISUAL APPROACH: An approach UNICOM: A nongovernment commu- wherein an aircraft on an IFR flight plan, nication facility which may provide operating in VFR conditions under the airport information at certain airports. control of an air traffic control facility Locations and frequencies of UNI- and having an air traffic control autho- COM’s are shown on aeronautical rization, may proceed to the airport of charts and publications. destination in VFR conditions.

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www.coffmanassociates.com A-11 VISUAL APPROACH SLOPE INDI- CATOR (VASI): An airport lighting facility providing vertical visual approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high intensity red and white focused light beams which indicate to the pilot that he is on path if he sees red/white, above path if white/white, and below path if red/red. Some airports serving large aircraft have three-bar VASI’s which provide two visual guide paths to the same runway.

VISUAL FLIGHT RULES (VFR): Rules that govern the procedures for conducting flight under visual conditions. The term VFR is also used in the United States to indicate weather conditions that are equal to or greater than minimum VFR requirements. In addition, it is used by pilots and controllers to indicate type of flight plan.

VOR: See “Very High Frequency Omni- directional Range Station.”

VORTAC: See “Very High Frequency Omnidirectional Range Station/Tactical Air Navigation.”

WARNING AREA: see special-use airspace.

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www.coffmanassociates.com A-12 ABBREVIATIONS AC: advisory circular ARFF: aircraft rescue and firefighting ADF: automatic direction finder ARP: airport reference point ADG: airplane design group ARTCC: air route traffic control AFSS: automated flight service center station ASDA: accelerate-stop distance AGL: above ground level available

AIA: annual instrument ASR: airport surveillance radar approach ASOS: automated surface AIP: Airport Improvement observation station Program ATCT: airport traffic control AIR-21: Wendell H. Ford tower Aviation Investment and Reform Act for the 21st ATIS: automated terminal infor- Century mation service

ALS: approach lighting system AVGAS: aviation gasoline - typically 100 low lead ALSF-1: standard 2,400-foot high (100LL) intensity approach lighting system with AWOS: automated weather obser- sequenced flashers (CAT I vation station configuration) BRL: building restriction line ALSF-2: standard 2,400-foot high intensity approach light CFR: Code of Federal Regula- ing system with tions sequenced flashers (CAT II configuration) CIP: capital improvement program APV: instrument approach procedure with vertical DME: distance measuring equip- guidance ment

ARC: airport reference code DNL: day-night noise level

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www.coffmanassociates.com A-13 DWL: runway weight bearing LOC: ILS localizer capacity for aircraft with dual-wheel type landing LOM: compass locator at ILS gear outer marker

DTWL: runway weight bearing LORAN: long range navigation capacity for aircraft with dual-tandem type landing MALS: medium intensity gear approach lighting system

FAA: Federal Aviation Adminis- MALSR: medium intensity tration approach lighting system with runway alignment FAR: Federal Aviation indicator lights Regulation MIRL: medium intensity runway FBO: fixed base operator edge lighting

FY: fiscal year MITL: medium intensity taxiway edge lighting GPS: global positioning system MLS: microwave landing GS: glide slope system

HIRL: high intensity runway MM: middle marker edge lighting MOA: military operations area IFR: instrument flight rules (FAR Part 91) MSL: mean sea level

ILS: instrument landing system NAVAID: navigational aid

IM: inner marker NDB: nondirectional radio beacon LDA: localizer type directional aid NM: nautical mile (6,076 .1 feet)

LDA: landing distance available NPES: National Pollutant Dis- charge Elimination System LIRL: low intensity runway edge lighting NPIAS: National Plan of Integrat- ed Airport Systems LMM: compass locator at middle marker

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www.coffmanassociates.com A-14 NPRM: notice of proposed rule- RSA: Runway Safety Area making RTR: remote transmitter/ ODALS: omnidirectional approach receiver lighting system RVR: runway visibility range

OFA: object free area RVZ: runway visibility zone

OFZ: obstacle free zone SALS: short approach lighting system OM: outer marker SASP: state aviation system plan PAC: planning advisory committee SEL: sound exposure level

PAPI: precision approach path SID: standard instrument indicator departure

PFC: porous friction course SM: statute mile (5,280 feet)

PFC: passenger facility charge SRE: snow removal equipment

PCL: pilot-controlled lighting SSALF: simplified short approach lighting system with PIW: public information sequenced flashers workshop SSALR: simplified short approach PLASI: pulsating visual approach lighting system with run- slope indicator way alignment indicator lights POFA: precision object free area STAR: standard terminal arrival PVASI: pulsating/steady visual route approach slope indicator SWL: runway weight bearing RCO: remote communications capacity for aircraft with outlet single-wheel type landing gear REIL: runway end identifier lighting STWL: runway weight bearing capacity for aircraft with RNAV: area navigation single-wheel tandem type landing gear RPZ: runway protection zone

Airport Consultants

www.coffmanassociates.com A-15 TACAN: tactical air navigational aid

TDZ: touchdown zone

TDZE: touchdown zone elevation

TAF: Federal Aviation Adminis- tration (FAA) Terminal Area Forecast

TODA: takeoff distance available

TORA: takeoff runway available

TRACON: terminal radar approach control

VASI: visual approach slope indicator

VFR: visual flight rules (FAR Part 91)

VHF: very high frequency

VOR: very high frequency omnidirectional range

VORTAC: VOR and TACAN collocated

Airport Consultants

www.coffmanassociates.com A-16 Appendix B

SAN LUIS OBISPO COUNTY AIRPORT AND RUNWAY DATA REGIONAL AIRPORT

Appendix C SAN LUIS OBISPO COUNTY AIRPORT LAYOUT DRAWINGS REGIONAL AIRPORT

Appendix D SAN LUIS OBISPO COUNTY ECONOMIC BENEFIT ANALYSIS REGIONAL AIRPORT ECONOMIC BENEFIT ANALYSIS San Luis Obispo County Regional Airport

EXECUTIVE SUMMARY • $142 Million Revenues

• $38.3 Million Earnings This report presents an analysis of the economic benefits of San Luis Obispo County • 1,541 Total Employment Regional Airport for the airport service area, including the City of San Luis Obispo, the Measuring Economic Benefits county of San Luis Obispo, as well as parts of Monterey County to the north, Kern County San Luis Obispo County Regional Airport to the east, and Santa Barbara County to the serves as a gateway that welcomes commerce south. and visitors into the region and provides access for the citizens and businesses of the At the time this economic benefit study was area to travel outward to the economy at large. undertaken (2003) there were 302 based aircraft on the airport, including 241 single Commercial airline travelers from San Luis engine planes, 45 multi-engine aircraft, 9 jets Obispo County can make connections for and 7 rotary craft. national and global flights. General aviation allows business travelers to reach destinations In 2000, San Luis Obispo County Regional without the delays and uncertainty of today’s Airport recorded more than 158,000 airline flights and provides access to more commercial airline passenger enplanements, than 5,300 airports in the nation, compared to followed by a decline of some 6,000 approximately 565 served by scheduled enplanements in 2001. In FY 2003, the study airlines. period for this analysis, there were 152,607 enplanements. Approximately 4 out of ten of The presence of an airport creates benefits for these (39.9%) were visitors to the region. a community in other ways. Airports bring essential services, including enhanced medical Total Economic Benefits care (such as air ambulance service), support for law enforcement and fire control, and Economic benefits (revenues, employment courier delivery of mail and high value and earnings) are created when economic parcels. These services raise the quality of activity takes place both on and off the airport. life for residents and maintain a competitive The economic benefits of San Luis Obispo environment for economic development. County Regional Airport for FY 2003 are shown in Table B1. Although qualitative advantages created by the presence of an airport are important, they The total benefits of the airport, the sum of the are also difficult to measure. In studying direct benefits and the indirect benefits, which airport benefits, regional analysts have result as dollars recirculate in the regional emphasized indicators of economic activity economy, were calculated to be: for airports that can be quantified, such as dollar value of output, number of jobs created,

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TABLE B1 Summary of Economic Benefits: FY 2003 San Luis Obispo County Regional Airport

BENEFIT MEASURES

Source Revenues Earnings Employment

On-Airport $51,406,000 $10,029,000 347 Aviation Employers

Capital Projects 2,599,000 374,000 18

All On-Airport 54,005,000 10,403,000 365 Economic Benefits

Air Visitor Benefits 19,717,000 8,210,000 457

Direct Benefits: Sum of On-Airport & 73,722,000 18,613,000 822 Air Visitor Benefits

Indirect Benefits (Multiplier Effects of 68,327,000 19,690,000 719 Secondary Spending)

TOTAL BENEFITS $142,049,000 $38,303,000 1,541

D-2 and earnings of workers and proprietors of dollar value of output is equal to the revenues businesses. received by that producer. From the viewpoint of the consumer, the dollar value of Economic benefit studies differ from cost- the output is equal to the amount that the benefit analyses, which are often called for to consumer spent to purchase those goods and support decision-making, typically for public services from the business. sector capital projects. Study of economic benefit is synonymous with measurement of Earnings are a second benefit measure, made economic performance. The methodology up of employee compensation (the dollar was standardized in the publication by the value of payments received by workers as Federal Aviation Administration, Estimating wages and benefits) and proprietor’s income the Regional Economic Significance of of business owners. Airports, Washington DC, 1992. Employment is the third benefit measure, the Following the FAA methodology, this study number of jobs supported by the revenues views San Luis Obispo County Regional created by the airport. Airport as a source of measurable economic output (the production of aviation services) To measure the economic benefits of the that creates revenues for firms, and airport, information on revenues, employment employment and earnings for workers on and and earnings was obtained directly from off the airport. suppliers and users of aviation services including private sector firms on the airport, Business spending on the airport injects government agencies, airport staff, revenues into the community when firms buy commercial and general aviation air travelers, products from suppliers and again when and based aircraft owners. employees of the airport spend for household goods and services. In addition, spending by On-Airport Direct Benefits air visitors produces revenues for firms in the hospitality sector as well as employment and Operations on San Luis Obispo County earnings for workers. Regional Airport supported a total of 29 private and public employers including Benefit Measures passenger services such as airline ticketing and auto rental, FBO services, charter, aircraft The quantitative measures of economic rental and sales, aviation training, avionics, benefits of the San Luis Obispo County maintenance, storage, air cargo and express Regional Airport are each described below. delivery services as well as government agencies such as police, fire, airport Revenue is the value in dollars of the output administration and the tower. In addition, on- of goods and services produced by businesses. going airport capital improvement projects For government units, the budget is used as created benefits on the airport during the year. the value of output. Including the revenues and employment Output is equivalent to revenue or spending or created by outlays for airport capital projects, sales. From the perspective of the business these economic units were responsible for on- that is the supplier of goods and services, the

D-3 airport benefits of: • $72.7 Million Revenues • $54 Million Revenues • $18.6 Million Earnings • $10.4 Million Earnings • 822 Jobs • 365 On-Airport Jobs Indirect Benefits (Multiplier Effects) Air Visitor Direct Benefits Indirect benefits (multiplier effects) are An important source of aviation-related created when the initial spending by airport spending comes from visitors to the area that employers or visitors circulates and recycles arrive at San Luis Obispo County Regional through the economy. In contrast to initial or Airport. When air travelers make off-airport direct benefits, the indirect benefits measure expenditures these outlays create revenues the magnitude of successive rounds of re- (sales) for firms that supply goods and spending as those who work for or sell services to visitors. During a typical year, products to airport employers or the there are more than 77,000 air visitors that hospitality sector spend dollars. arrive at the airport by commercial, private, or chartered aircraft. For example, when an aircraft mechanic’s wages are spent to purchase food, housing, Visitors traveling for business or personal clothing, and medical services, these dollars reasons spend for lodging, food and drink, create more jobs and income in the general entertainment, retail goods and services, and economy of the region through multiplier ground transportation including auto rental effects of re-spending. and taxis, creating annual airport service area output, employment and earnings of: The initial direct revenue stream in the service area of $72.7 million created by the presence • $19.7 Million Revenues of San Luis Obispo County Regional Airport was estimated to stimulate indirect benefits • $8.2 Million Earnings from multiplier effects within the airport service area of: • 457 Off-Airport Jobs • $68.3 Million Revenues Combined Direct Benefits • $19.6 Million Earnings The combined direct benefits represent the sum of on-airport and off-airport (visitor) • 719 Jobs revenues, earnings and employment due to the presence of the airport. Direct benefits are Value of Based Aircraft Travel the “first round” impacts and do not include any multiplier effects of secondary spending. The general aviation aircraft based at the The direct benefits of on-airport and off- airport logged 46,206 hours in FY2003. The airport economic activity related to San Luis Charter Equivalent Value of this travel was Obispo County Regional Airport were: computed as $22.2 million.

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learning to fly and sales, leasing and exchange ON-AIRPORT BENEFITS of aircraft, as well as pilot supplies. Air cargo and expedited delivery services are available for consumers, business, and medical users This section provides more detail on the requiring secure and speedy transport of economic benefits associated with activity on packages and products. site at San Luis Obispo County Regional Airport. There are several government agencies supporting aviation, including the San Luis Table B2 illustrates the annualized Obispo County Regional Airport staff, police employment, earnings and value of output and fire, the Transportation Security (revenues) produced by airport tenants in FY Administration (TSA) and the airport tower. 2003. Values shown for revenues, employment and earnings are the direct Capital Projects benefits and do not include multiplier effects of indirect benefits. Capital projects are vital for airports to maintain safety and provide for growth. On-Airport Output Recent projects include taxiway pavement rehabilitation, drainage improvements, and On-airport economic activity created annual roadway construction. Capital spending for output of $54 million, including $2.6 million such airport improvements creates jobs and budgeted for capital projects. Private sector injects dollars into the local economy. aviation revenues were $46.9 million and Spending for improvements for FY 2003 were governmental budgets were $4.5 million. budgeted at $2.6 million.

Businesses at San Luis Obispo County Employment and Earnings Regional Airport offer passenger services including airline ticketing, auto rental and There were 23 private sector aviation food services. Based on figures from the U. employers on the airport in FY 2003, and 5 S. Department of Transportation, the dollar administrative or government units. value of outbound airline travel tickets from San Luis Obispo County Regional Airport Surveys and interviews with on-airport was over $33.1 million in FY 2003. employers provided a tally of 365 jobs on the airport (including 18 workers for capital Full FBO services available for the aviation projects). These employees brought home community include aircraft rental, annual earnings of $10.4 million. maintenance, avionics, storage, and fueling for various categories of aircraft including Summary of On-Airport Benefits piston, turboprop, jet and rotary. On-airport activity created $54 million in Aviation activities on the airport include value of output. This activity supported corporate hangars for private aircraft and employment of 365 workers on the airport, firms that provide services to the public such with 82.7% of these jobs in the private sector. as flight training for those interested in

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TABLE B2 On-Airport Benefits: Revenues, Earnings and Employment San Luis Obispo County Regional Airport

BENEFIT MEASURES

Sources of On-Airport Benefits Revenues Earnings Employment

Private Aviation Employers

Commercial Airlines Auto Rental & Parking FBO Services & Fueling $46,897,000 $7,596,000 288 Avionics & Maintenance Aircraft Rental & Sales Food Services & Retailing Aircraft Storage

Capital Projects 2,599,000 374,000 18

Government Agencies/Services

Airport Management & Administration Police 4,509,000 2,433,000 59 Fire TSA Tower

ON-AIRPORT BENEFITS $54,005,000 $10,403,000 365

Source: Survey of Employers, San Luis Obispo County Regional Airport, 2003

D-6

Multiplication of $248 by 60,890 annual AIR VISITOR BENEFITS airline passenger visitors, times length of stay, yields total airline visitor spending of $15.1 million for the year. San Luis Obispo County Regional Airport attracts commercial airline and general Airline travelers contributed 170,492 visitor aviation visitors from throughout the region days in FY 2003. On a typical day, there were and the nation who come to the area for 467 airline travelers in the San Luis Obispo business, recreational and personal travel. County area spending an average of $89 per person per day, creating revenues exceeding This section provides detail on economic $41,000 each day. benefits from commercial and general aviation air travelers who use the airport. Values shown for spending (revenues), employment and earnings are direct benefits of initial TABLE B3 visitor outlays and do not include multiplier Airline Visitor Travel Patterns effects of indirect benefits.

Commercial Airline Visitors Category Value

152,607 During FY 2003 there were 152,607 airline Enplanements enplanements at San Luis Obispo County Percent Visitors 39.9% Regional Airport. According to an analysis of the air traveler origin and destination data Number of Visitors 60,890 bank of the U. S. Department of Transportation, 39.9 percent or 60,890 Average Stay (Nights) 2.8 enplaning passengers were visitors to the area (Table B3). Spending per Trip $249

Based on figures provided for San Luis Visitor Spending $15,100,000 Obispo County by the California Division of Source: U. S. Department of Transportation; Tourism, the average length of stay for travel California Division of Tourism; San Luis parties in FY 2003 was 2.8 days. Obispo County; Dean Runyon Associates; University of California, Santa Barbara The average spending per visitor per trip was $249. Travel party information on air visitor The figures for spending per person per trip spending for lodging, food, retail goods and can be used to derive the economic value of services and ground transportation was based visitor expenditures from a typical passenger on figures compiled for this study from aircraft arriving at San Luis Obispo County various sources, including the California Regional Airport (Table B4). Division of Tourism, San Luis Obispo County revenue records, Dean Runyon Associates, Based on current characteristics of arriving and University of California, Santa Barbara. passenger aircraft, the average passenger

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count is 20 persons of which 8 are visitors. TABLE B4 These 8 visitors per aircraft will spend on Economic Value of Arriving Airliner average $248 per person per trip to the area.

Total airline visitor spending of $1,992 is Item Value brought into the local economy by each Passengers/Aircraft 20 arriving airliner, on average.

Percent Visitors 39.9% Total visitor spending to the airport service area accounts for $15.1 million injected into Number of Visitors/Aircraft 8 the regional economy. Spending per person Trip Expenditures/Person $249 per day by category and resulting economic benefits from all airline visitors are shown in Value of Arriving Airliner $1,992 Table B5. The largest spending category is lodging ($28 per person per day), which is Source: US Dept. Transportation and visitor also the source of the greatest annual revenues spending data (at $4.8 million), and earnings to workers ($1.9 million).

TABLE B5 Airline Visitors: Revenues, Earnings and Employment San Luis Obispo County Regional Airport

Category Spending Revenues Earnings Jobs Per Day

Lodging $28 $4,800,000 $1,953,000 79

Food/Drink 24 4,020,000 1,694,000 92

Retail Sales 18 3,120,000 1,387,000 84

Entertainment 6 997,000 338,000 40

Ground Trans 13 480,000 75,000 6

TOTAL $89 $13,417,000 $5,447,000 301 Note: Earnings and employment figures were derived from the IMPLAN input-output model based on data for San Luis Obispo County and the United States Bureau of Economic Analysis. Employment includes full and some part time workers, figures rounded to head counts. Ground transportation figures do not include On-Airport car rental expenditures by visitors.

D-8 Airline visitor spending in food and beverage establishments created the second largest revenues ($4.0 million) and earnings ($1.6 TABLE B6 million) and the greatest number of jobs (92). GA Aircraft Origination The $13.4 million of off-airport visitor spending by airline travelers created a total of 301 direct jobs in the service area, with Rank and Origin State earnings to workers and proprietors of $5.5 million. 1. Los Angeles Int’l CA 2. San Francisco Int’l CA General Aviation Visitors 3. Phoenix Sky Harbor AZ In order to analyze general aviation traffic 4. Oakland Int’l CA patterns at the airport, a database of 1,500 general aviation flight plans, designating San 5. Ontario Int’l CA Luis Obispo County Regional Airport as either destination or origin for travel, was 6. John Wayne Orange County CA obtained from the FAA. 7. Van Nuys CA

In this sample for 2003, the most frequent 8. Santa Monica Municipal CA source of itinerant flights arriving at San Luis Obispo County Regional Airport was Los 9. Santa Barbara Municipal CA Angeles International Airport. Second in 10. San Jose Int’l CA importance was San Francisco International, followed by Phoenix Sky Harbor, Oakland International and Ontario International Source: FAA Flight Plan Data Base for San Luis Obispo County Regional Airport Airports, rounding out the top five (Table B6).

Overall, general aviation aircraft arriving at SBP during the study period originated at When a based aircraft returns to San Luis more than 125 airports around the nation. Obispo County Regional Airport from LAX (Los Angeles) for example, that is an itinerant Past years have often seen more than 50,000 operation. When an aircraft based at an itinerant general aviation operations annually airport other than San Luis Obispo County at San Luis Obispo County Regional Airport. Regional arrives at San Luis Obispo County Operations involve both arrivals and Regional Airport that aircraft is classified as a departures. It is necessary to differentiate transient itinerant. between itinerant operations by based and transient aircraft. An itinerant operation According to analysis of flight records, there typically involves an origination or destination were 24,212 itinerant arrivals with 18,688 airport other than San Luis Obispo County transient aircraft arrivals at San Luis Obispo Regional Airport. However, both based and County Regional Airport in FY 2003. Of non-based aircraft contribute to itinerant these, 3,336 brought overnight visitors and activity in any given day. 15,352 were one-day visitors (Table B7).

D-9 Separate analyses were conducted for those The travel patterns underlying the calculation GA visitors with an overnight stay and those of overnight GA visitor economic benefits are whose visit was one day or less in duration. shown in Table B8, for the 3,336 transient overnight aircraft arrivals during the year. To compute economic benefits based on visitor spending, one day aircraft were further TABLE B8 partitioned into those staying less than 4 hours General Aviation Overnight Visitors and 4 hours or more. Visitor spending (Including Crew) estimates were computed only for those aircraft staying 4 hours or longer at San Luis Obispo County Regional Airport, reflecting Item Annual the fact that many aircraft stop only for fuel Value and travelers do not spend for food, retail shopping, or ground transportation off the Transient AC Arrivals 18,688 airport. Overnight Transient AC 3,336

There were 2,816 general aviation aircraft that Avg. Party Size 2.7 stayed on the ground 4 hours or more during the year (see below, Table B10). Number of Visitors 8,940

Average Stay (nights) 2.7

TABLE B7 Visitor Days (Inc. Crew) 25,594 General Aviation Transient Aircraft Spending per Aircraft $1,930

Item Annual Value Total Expenditures $6,437,000

24,212 Itinerant AC Arrivals Source: Derived from FAA Flight Plan Data

18,688 Base ,San Luis Obispo County Regional Transient AC Arrivals Airport Records, GA Visitor Survey

Overnight Transient AC 3,336

15,352 One Day Transient AC The average party size was 2.7 persons and Source: Derived from FAA Flight Plan Data the average overnight travel party stayed in Base and San Luis Obispo County Regional the area for 2.7 days. There were 8,940 Airport Records overnight visitors for the year, including crew, with a combined total of 25,594 visitor days. Overnight GA Visitors Spending per overnight travel party per aircraft averaged $1,930. Total spending by Information on visiting general aviation all GA overnight visitors summed to $6.4 aircraft was derived from a mail survey of million for the year. visiting aircraft owners and pilots. Visitors were asked about the purpose of their trip, the Table B9 shows the percentage distribution of size of the travel party, length of stay, type of outlays by overnight travel parties at San Luis lodging, and outlays by category. Obispo County Regional Airport. Lodging

D-10 accounts for 32 percent of visitor spending, while others were parked several hours when averaging $629 per aircraft travel party. the travel party had their aircraft serviced, pursued a personal activity or conducted Food and drink, at $475 per overnight aircraft, business in the San Luis Obispo area. was 24 percent of each dollar spent. Retail, at $398 and 21 percent of spending was next in The economic benefits from arriving aircraft importance, followed by ground transportation travel parties are of two types. Those pilots or at $237 and 12 percent and entertainment at aircraft owners that buy fuel or have their $191 and 10 percent spending per aircraft for aircraft serviced on the airport are making the average travel party. purchases which contribute to the revenue stream received by aviation businesses on the airport. That type of spending creates output, TABLE B9 employment, and earnings directly on the Spending Per Overnight GA Aircraft airport. Those economic benefits are shown in Table B2 as on-airport benefits.

Category Spending Percent TABLE B10 General Aviation Day Visitors Lodging $629 32%

Food/Drink 475 25 Item Annual Value

Retail 398 21 Transient AC Arrivals 18,688

Entertainment 191 10 One Day Transient AC 15,352

Transportation 237 12 Stay >/= 4 Hours 2,816

TOTAL $1,930 100% Average Stay (Hours) 6.5

Source: GA Visitor Survey Avg. Party Size 2.6

Number of GA Visitors 7,745 (Inc. Crew) Day GA Visitors Spending per Aircraft $168 According to flight operations records, 63 percent of itinerant general aviation, or 82 Total Expenditures $473,000 percent of transient general aviation aircraft arriving at San Luis Obispo County Regional Source: Source: Derived from FAA Flight Plan Data Base and GA Visitor Survey Airport were transients that stayed on the airport for one day or less. However, if the aircraft travel party leaves the During the year, there were 15,352 aircraft airport to visit a corporate site, conduct a that stopped at the airport for one day. Some business meeting, or attend a sporting or were only on the ground for a few minutes cultural event, these off-airport activities may

D-11 generate off-airport spending that create jobs general aviation visitors tallied to $473,000 of and earnings in the local community. output (revenues or sales off the airport).

For the purposes of this study, those travel The largest expenditure category for one-day parties that arrived and departed within four visiting travel parties was food and beverage, hours were assumed to have not left the which averaged $98 per aircraft travel party airport and not contributed any significant for the day and accounted for 58 percent of spending off the airport. outlays (Table B11). Spending for retail was the second largest category, at $34 per Of the 18,688 transient aircraft that stopped at aircraft, or 20 percent. San Luis Obispo County Regional Airport during the past year, there were 2,816 that Combined GA Visitor Spending were parked for more than four hours but not overnight (Table B10). The average stay in Table B12 shows the economic benefits the area for those travel parties was 6.5 hours, resulting from spending in the region by according to arrival and departure records, combined overnight and day general aviation with a range of 4 to 12 hours. visitors arriving at San Luis Obispo County Regional Airport.

TABLE B11 To recap, there were 18,688 transient general Spending Per Day Visitor Aircraft aviation aircraft that brought visitors to the

airport during the year. Of these, 3,336 were Category Spending Percent arriving overnight general aviation aircraft and 2,816 were one day visiting aircraft that were parked more than 4 hours, long enough Lodging 0 to make off-airport expenditures.

Food/Drink $98 58% Each overnight travel party spent an average Retail 34 20 of $1,930 during their trip to the airport service area and travelers on each day visitor Entertainment 5 3 aircraft reported spending $168 per trip.

Transportation 31 19 Multiplying the expenditures for each TOTAL $168 100% category of spending by the number of aircraft yields the total outlays for lodging, food and Source: GA Visitor Survey drink, entertainment, retail spending, and ground transportation due to GA visitors during the year. This spending summed to Day trip aircraft brought 7,745 visitors, $6.3 million in revenues. including crew, to the San Luis Obispo County Regional area during the year. The There were 33,339 visitor days attributable to average spending per one-day aircraft general aviation travelers during the year. averaged $168. The total economic benefits Seventy-six percent of visitor days (25,594) created by off-airport spending by one-day were due to overnight GA travelers and thirty-

D-12 four percent (7,745) were from one-day Taken together, these two categories visitors. accounted for nearly two-thirds of the economic benefits from GA visitors to San On an average day, there were 91 visitors in Luis Obispo County Regional Airport. the service area that had arrived by general aviation aircraft. Average daily spending by Of total spending of $6.3 million created by all GA air travelers was $17,260 within the GA visitors, an average of 44 cents of each airport service area. The average economic dollar was used within the service area by impact of any arriving GA transient aircraft employers as earnings paid out to workers. (combined overnight and day visitors staying more than 4 hours) was $1,024 for each trip. Wages taken home by tourism/visitor sector workers for spending in their own community The largest spending category by general summed to $2.7 million during the year. aviation visitors was expenditures for lodging, Earnings in the lodging industry accounted for with outlays of $2.1million or 33 percent of 36 percent of total earnings from visitor the total. Spending for food and beverages spending. The largest number of jobs created accounted for 30 percent of GA visitor was in food and drink, with 46. In total there spending and was the second largest category, were 156 jobs created by general aviation with outlays of $1.9 million for the year. visitor spending.

TABLE B12 Economic Benefits from GA Visitors - Revenues, Earnings and Employment San Luis Obispo County Regional Airport

Spending per AC Category Revenues Earnings Employment Overnight Day

Lodging $629 $2,100,000 $989,000 40

Food/Drink 475 $98 1,900,000 847,000 46

Retail Sales 398 34 1,568,000 677,000 41

Entertainment 191 5 655,000 237,000 28

Ground Trans. 237 31 77,000 13,000 1

TOTAL $1,930 $168 $6,300,000 $2,763,000 156 Note: Earnings and employment figures were derived from the IMPLAN input-output model based on data for San Luis Obispo County and the United States Bureau of Economic Analysis. Employment includes full and some part time workers, figures rounded to head counts. Ground transportation spending is off-airport only.

D-13 Combined Airline and GA Visitors Table B13 shows that the largest spending category by aviation visitors was expenditures There were 203,831 visitor days attributable for lodging, with outlays of $6.7 million, or 36 to commercial and general aviation travelers percent of the total. Spending on food and during the year. Eighty-three percent of visitor beverage accounted for 30 percent of visitor days (170,492) were due to commercial air spending and was the second largest category, travelers and seventeen percent (33,339) were with outlays of $5.9 million for the year. from general aviation visitors. Airline and general aviation visitors combined On an average day, there were 558 visitors in to spend $19.7 million in the service area the service area. Average daily spending by during the year, creating 457 jobs with all air travelers was $54,000 within the airport earnings to workers of $8.2 million. service area.

TABLE B13 Economic Benefits from Airline and GA Visitors: Revenues, Earnings and Employment San Luis Obispo County Regional Airport

Category Revenues Earnings Employment

Lodging $6,900,000 $2,942,000 119

Food/Drink 5,920,000 2,541,000 138

Retail Sales 4,688,000 2,064,000 125

Entertainment 1,652,000 575,000 68

Ground Transport 557,000 88,000 7

TOTAL $19,717,000 $8,210,000 457 Note: Earnings and employment figures were derived from the IMPLAN input-output model based on data for San Luis Obispo County and the United States Bureau of Economic Analysis. Employment includes full and some part time workers, figures rounded to head counts. Ground transportation adjusted to show expenditures off airport only.

D-14 Production of aviation output requires inputs INDIRECT BENEFITS: in the form of supplies and labor. Purchase of MULTIPLIER EFFECTS inputs by aviation firms has the effect of creating secondary or indirect revenues and employment that should be included in total benefits of the airport. The output, employment, and earnings from on-airport activity and off-airport visitor Airport benefit studies rely on multiplier spending represent the computed direct factors from input-output models to estimate benefits from the presence of San Luis Obispo the impact of secondary spending on output, County Regional Airport. For the service earnings and employment to determine area, these direct benefits summed to $73.7 indirect and total benefits, as illustrated in the million of output (measured as revenues to figure below. firms and budgets of administrative units), 822 jobs, and earnings to workers and The multipliers used for this study were from proprietors of $18.6 million. These figures for the IMPLAN input-output model based on initial economic activity created by the data for San Luis Obispo from the California presence of the airport do not include the Employment Development Department and “multiplier effects” that result from additional the U. S. Bureau of Economic Analysis. To spending induced in the economy to produce demonstrate the methodology, average county the initial goods and services. multipliers are shown in Table B14.

The Multiplier Process San Luis Obispo County Regional Airport

Direct Benefits Indirect Benefits Total Economic Benefits On - Airport Multiplier Effects

Air Visitors

D-15 The multipliers represent weighted averages in non-aviation industries. For example, each for combined industries in each category. For dollar of wages paid for workers on the airport example, the visitor benefits multipliers stimulates an additional $1.1315 of earnings shown combine lodging, food services, in the total economy. retailing, auto rental and entertainment multipliers used in the analysis. The initial direct wages of $10.4 million for aviation workers and proprietors on the airport The multipliers in this table illustrate the were spent for consumer goods and services process for calculating the indirect and total that in turn created additional earnings of impacts on all industries of the regional $11.7 million for workers and proprietors in economy resulting from the direct impact of the general economy. each aviation related industry. The multipliers for output show the average dollar change in The total earnings benefit of the airport was revenues for all firms in the service area due $38.3 million, consisting of $18.6 million of to a one-dollar increase in revenues either on direct benefits and $19.7 million of indirect the airport or through visitor spending. benefits. The economic interpretation is that the presence of the airport provided For example, each dollar of new output employment and earnings for workers, who (revenue) created by on-airport employers then re-spent these dollars in the service area. circulates through the economy until it has stimulated total output in all industries in the The multipliers for employment show the total service area of $1.9550 or, put differently, the change in jobs for the service area economy revenue multiplier of 1.9550 for on-airport due to an increase of one job on or off the activity shows that for each dollar spent on the airport. Each job on the airport is associated airport there is additional spending created of with 1.2904 additional jobs in the rest of the $0.9550 or 95.50 cents of indirect or airport service area economy. Similarly, each multiplier spending. job in the hospitality industry supported by air visitor spending is associated with 0.5426 Direct revenues from all sources associated additional jobs in the general economy. with the presence of San Luis Obispo County Regional Airport were $73.7 million for the The overall result is that the 822 direct jobs year. After accounting for the multiplier created by the airport supported an additional effect, total revenues created within the 719 jobs in the service area as indirect service area were $142 million. Indirect or employment. The sum of the direct aviation secondary revenues were $68.3 million, the related jobs and indirect jobs created in the difference between total and direct revenues. general economy is the total employment of 1,541 workers that can be attributed to the The multiplier for earnings shows the dollar presence of the airport. change in earnings for the service area economy due to a one-dollar increase in The information above is intended for earnings either on the airport or in the visitor illustration only. In the full analysis separate sector. The earnings multipliers determine multipliers were used for on-airport aviation how wages paid to workers on or off the employers and visitor spending categories airport stay within the economy and create (lodging, eating places, retail, entertainment, additional spending and earnings for workers and ground transportation).

D-16

TABLE B14 Average Multipliers and Indirect Benefits Within the Airport Service Area San Luis Obispo County Regional Airport

Average Revenue Source Direct Output Indirect Total Revenues Multipliers Revenues Revenues

On-Airport Benefits $54,005,000 1.9550 $50,587,000 $105,582,000

Visitor Benefits 19,717,000 1.8495 17,740,000 36,467,000

Revenues $73,722,000 $68,327,000 $142,049,000

Average Earnings Source Direct Earnings Indirect Total Earnings Multipliers Earnings Earnings

On-Airport Benefits $10,403,000 2.1315 $11,771,000 $22,174,000

Visitor Benefits 8,210,000 1.9646 7,919,000 16,129,000

Earnings $18,613,000 $19,690,000 $38,303,000

Direct Average Indirect Total Employment Source Employment Employment Employment Employment Multipliers

On-Airport Benefits 365 2.2904 471 836

Visitor Benefits 457 1.5426 248 705

Employment 822 719 1,541

Notes: Multipliers above are weighted averages to illustrate how indirect and total benefits were calculated for San Luis Obispo County Regional Airport. In the full analysis, separate multipliers were used for on-airport employers (airlines, FBO, other aviation businesses), and visitor spending (lodging, eating places, retailing, entertainment, and ground transportation). Multipliers for San Luis Obispo County Regional Airport service from IMPLAN input-output model based on data from California Employment Development Department and U. S. Bureau of Economic Analysis.

D-17 were multiengine aircraft, 9 were business jets BASED AIRCRAFT BENEFITS and 7 were rotary aircraft.

The presence of the airport as a factor A survey of owners of aircraft based at San affecting the personal quality of life and Luis Obispo County Regional Airport was business success of aircraft owners was conducted to compile information on private measured by survey questions asking aircraft usage patterns, including number of respondents to rate the airport as “very trips per year, purpose of travel, average party important, important, slightly important, or size, and average hours and miles flown per not important” to their residential location trip. Questions were also posed concerning decision and their business. the importance of the airport for residential location and businesses of flyers. The survey results show that San Luis Obispo County Regional Airport is a significant factor The survey was conducted by mail using in influencing the success of business and addresses of aircraft owners provided by the professional activity of aircraft owners. airport administration. All survey responses were anonymous. A total of 48 aircraft • Seven out of ten of all responding owners returned surveys for this study, to based aircraft owners (77%) said that the provide a response rate of 39.3 percent. airport is “very important” or “important” to the success of their business location. TABLE B15 Based Aircraft Profile • Further, six out of ten aircraft owners (67%) stated that the airport is “very important” or “important” to their Type Number residential location decision.

Total Based Aircraft 302 Those who reported the airport as important to Single Engine Piston 241 their business were also asked for information about their business. Twin Engine Piston 45 • Firms represented by users of based Jet 9 aircraft for business purposes accounted for 498 employees in the county and Helicopter 7 surrounding area, and the businesses of Source: San Luis Obispo County Regional the combined respondents accounted for Airport and Coffman Associates, 2003 a reported $62.6 million of annual sales.

Drawing from these results, it is evident that There were 302 based-aircraft at San Luis San Luis Obispo County Regional Airport Obispo County Regional Airport at the time plays a key role in the overall quality of life the survey was administered in 2003 (Table and level of economic activity in the San Luis B15). Of these, 241 were single engine, 45 Obispo County area.

D-18

TABLE B16 Based Aircraft Characteristics And Business Activity San Luis Obispo County Regional Airport

Category All Based Aircraft

Average Reported Aircraft Value $90,254

Maintenance Outlays per Year $10,315

Business Hours Flow per Year (Per AC) 62

Business Trips – Party Size 1.3

Airport “Very Important or “Important” to 67.4% Business

Employees of Owners of Based Aircraft 492

Annual Sales of Firms with Aircraft $62,600,000

Source: Based Aircraft Owner Survey, 2003. Based on 39.4% response rate.

Characteristics of based aircraft at San Luis airline travel. The table illustrates the relation Obispo County Regional Airport are set out in between private aircraft ownership and Table B16. The table illustrates that the business activity in the area served by the average value for an individual aircraft was airport. $90,254 and annual outlays were $10,315 for maintenance, upkeep, storage, and other Aircraft owners contribute to the economy expenses such as insurance. when they use their aircraft for business purposes. Faster travel and more responsive Multiplying the average expenditures per businesses make the entire region more aircraft of $10,315 times 302 aircraft gives competitive. According to the aircraft owner total outlays by aircraft owners of more than survey, the average aircraft is used for $3.1 million injected into the economy, much business 62 hours per year, or 5 hours per of it going to the airport local service area. month.

The aircraft based at San Luis Obispo County Based aircraft owners at San Luis Obispo Regional Airport represent assets to their County Regional Airport reported flying an owners with estimated total value of $15.5 average of 153 non-training hours per year million. Many based aircraft are viewed as (Table B17), or 3 hours per week. The range investments by their owners that provide of annual hours reported by aircraft owners returns through enhanced revenues and included some who used one plane for up to timesavings when compared to scheduled 300 hours or more per year.

D-19

TABLE B17 TABLE B18 Based Aircraft Use Patterns Based Aircraft - Personal Use

Usage Measure Annual Hours Usage Measure Annual Value

Avg. Number of Hours 153 Avg. Party Size 2.1

62 Avg. Business Hours Avg. Round Trip 91 Hours/Year Avg. Personal Hours 91 AC Personal Hours 27,482 Percent Business 41% Hours Passenger Hours 57,712

Percent Personal 59% Source: Based Aircraft Owner Survey, 2003 Hours

Source: Based Aircraft Owner Survey, 2003

The average aircraft based at San Luis Obispo TABLE B19 County Regional Airport was flown 91 hours Based Aircraft - Business Use on personal trips per year. The typical round trip for pleasure, recreation or other personal Item Annual Value reasons had 2.1 persons in the travel party (Table B18). Avg. Party Size 1.3

There were an estimated 27,482 aircraft hours Avg. Round Trip 62 flown for personal reasons that originated at Hours/Year San Luis Obispo County Regional Airport AC Business Hours 18,724 during the year, and 56,948 passenger hours. Passenger Hours 24,341 The typical business use for a general aviation aircraft had 1.3 persons in the travel party Source: Based Aircraft Owner Survey, 2003 (Table B19). San Luis Obispo County Regional Airport based aircraft flew 18,724 business hours for the year and 24,341 An estimate of the economic value of travel passenger hours. on based aircraft may be obtained by computing the cost of making these same trips (Note: Passenger hours flown on business or on chartered flights with total travel time of personal use were computed from multiplying 27,482 + 18,724 = 46,206 flight hours. This average party size by hours flown, to obtain is one approach approved by the Internal total passenger hours.) Revenue Service for valuation of aircraft travel use by corporate executives.

D-20 The cost of charter flights varies by distance The weighted average charter value was $480 and type of aircraft. Table B20 shows hourly per hour. Multiplied over a total of 46,206 charter rates for round trips from San Luis hours during the year, the “charter equivalent Obispo County Regional Airport during 2003. value” of general aviation travel originating at A weighted average charter cost was San Luis Obispo County Regional Airport for determined by assigning a cost equivalent to the year totaled $22.2 million. the number of each aircraft type based at the airport. This value of travel estimate, while very large, does not accurately measure all the associated For example, since 82% of the aircraft are economic gains and benefits that can result single engine, the cost of a single engine from business trips, which may be substantial. charter had a weight of .82 in the overall A single air trip can result in additional charter cost. Single engine charters had the revenues and profits to a business firm. Trips lowest hourly cost and also had the highest for medical reasons often have high economic weight in the calculations. Jet aircraft had the value as well. Further, the flexibility highest hourly cost but only accounted for compared to scheduled airline travel and the three percent of based aircraft. time saved by general aviation travel compared to automobile use is not calculated here, but certainly has economic significance.

TABLE B20 Charter Equivalent Value of General Aviation Travel For Business San Luis Obispo County Regional Airport

Weighted Aircraft Type Number Weights Hourly Charter Cost Cost

Single Engine 241 0.82 $298 $241

Twin Engine 45 0.15 564 85

Jet 9 0.03 3,829 154

TOTAL 295 1.00 $480

Charter Equivalent Value Based On Above Cost Per Flight

Hours Hourly Cost Total Value

46,206 $480 $22,178,000

Note: Charter costs by aircraft type for average of various charter firms, spring 2003. Does not include standby time, landing fees, other charges. Distance range based on 350 miles. Rotary aircraft not included.

D-21 Each day San Luis Obispo County Regional SUMMARY & FUTURE BENEFITS Airport provides 365 jobs directly on the airport and in total supports 1,541 local jobs in the airport service area. Service area workers Airports are available to serve the flying bring home daily earnings of $105,000 for public and support the regional economy spending in their home communities. every day of the year. On a typical day at San Luis Obispo County Regional Airport, there On an average day during the year, there are are 300 operations by aircraft involved in 558 visitors in the area who arrived at San local or itinerant activity including flight Luis Obispo County Regional Airport. Some training, cargo and courier service, corporate will stay in the San Luis Obispo County area travel, or commercial aircraft bringing for only a few hours while they conduct their passengers visiting the area for personal travel business, and others will stay overnight. The or on business. average spending by these visitors on a typical day injects $54,000 into the local economy. During each day of the year, San Luis Obispo County Regional Airport generates $389,000 Table B21 shows a summary of current of revenues within its service area (see box). economic benefits associated with the airport. Revenues and production support jobs, not Direct benefits to the service area, without only for the suppliers and users of aviation multiplier effects, include revenues of $73.7 services, but throughout the economy. million, 822 jobs and earnings to workers and proprietors of $18.1 million.

Daily Economic Benefits

San Luis Obispo County Regional Airport

• $389,000 Revenue

• 1,541 Local Jobs Supported

• $54,000 Visitor Spending

• 588 Air Visitors

D-22

TABLE B21 Summary of Economic Benefits: FY 2003 San Luis Obispo County Regional Airport

Revenues Earnings Employment

On-Airport Activity $54,005,000 $10,403,000 365

Air Visitors 19,717,000 8,210,000 457

Direct Benefits 73,722,000 18,613,000 822

Indirect Benefits 68,327,000 19,690,000 719

Total Benefits $142,049,000 $38,303,000 1,541

Note: Revenues, earnings and employment benefits include activity associated with capital improvement budget of $2.6million.

Including indirect or multiplier effects, total represent significant social and economic benefits to the service area are $142 million in value created by airports for the regions which revenues, 1,541 jobs and earnings of $38.3 they serve. In addition to exerting a positive million. influence on economic development in general, aviation often reduces costs and San Luis Obispo County Regional Airport is increases efficiency in individual firms. the origin of thousands of general aviation Annual studies by the National Business trips per year. Corporate and other private Aviation Association show that those firms aircraft are used to visit other parts of the with business aircraft have sales 4 to 5 times nation and the globe, and to bring visitors, larger than those that do not operate aircraft. customers and employees to the San Luis Obispo County area. The estimated cost of In 2000, the net income of aircraft operating chartering aircraft to serve the business needs companies was 6 times larger than non- of these travelers was found to be $22.2 operators. Two thirds of the Fortune 500 million. In addition, the presence of the San firms operate aircraft and 88 percent of the Luis Obispo County Regional Airport top100 have business aircraft (see National provides unmeasured benefits in the form of Business Aviation Association, Fact Book, flexibility in travel not found through reliance 2003). on scheduled air carriers. As aviation activity increases in the airport It is important for citizens and policy makers service area, the economic benefits of the to be aware that there are unmeasured but airport to the regional economy can be qualitative benefits from aviation that expected to increase (forecasts below do not

D-23 include capital projects pending approval). 1,714 jobs, with earnings rising to $42.6 million. Revenues will increase to $155.7 The short term planning horizon for the million (2003 dollars) in the intermediate airport is associated with an increase in term. operations to an annual level of 117,550. Not including outlays for capital projects, on- The long term is defined as an airport activity airport revenues will be $55.6 million, level of 140,050 operations per year. The employment on the airport will be 375 long-term projections imply on-airport workers and jobs related to air visitors will employment of 447 workers with earnings increase to 494 (Table B22). from on-airport jobs reaching $12.9 million. Spending by air visitors will be $24.1 million, Visitor spending will reach $20.2 million with employment of 589 workers in visitor (measured in 2003 dollars) and the revenue industries. benefits due to the presence of the airport will rise to $148 million, including all multiplier Accounting for all multiplier effects, jobs effects. supported in the airport service area under the long-term assumptions total 1,942. Revenues The intermediate term planning horizon is will be $176.4 million, and earnings will be based on 123,650 operations (Table B23). $48.3 million, measured in FY 2003 dollars Employment on the airport will rise to 395 (see table B24). jobs and the total employment impact on and off the airport after all multiplier effects is

TABLE B22 Summary of Economic Benefits: Short Term San Luis Obispo County Regional Airport

Revenues Earnings Employment

On-Airport Activity $55,571,000 $10,842,000 375

Air Visitors 20,244,000 8,875,000 494

Direct Benefits 75,815,000 19,712,000 869

Indirect Benefits 72,257,000 20,859,000 761

Total Benefits $148,072,000 $40,576,000 1,630

Note: Revenues, earnings and employment for short-term forecast period reflect activity associated with117,550 operations per year (projected for 2008)

B-24

TABLE B23 Summary of Economic Benefits: Intermediate Term San Luis Obispo County Regional Airport

Revenues Earnings Employment

On-Airport Activity $58,455,000 $11,404,000 395

Air Visitors 21,294,000 9,336,000 520

Direct Benefits 79,749,000 20,740,000 895

Indirect Benefits 76,007,000 21,941,000 819

Total Benefits $155,756,000 $42,681,000 1,714

Note: Revenues, earnings and employment for intermediate term forecast period reflect activity associated with 123,650 operations per year (projected for 2013)

TABLE B24 Summary of Economic Benefits: Long Term San Luis Obispo County Regional Airport

Revenues Earnings Employment

On-Airport Activity $66,208,000 $12,917,000 447

Air Visitors 24,119,000 10,574,000 589

Direct Benefits 90,327,000 23,491,000 1,036

Indirect Benefits 86,087,000 24,851,000 906

Total Benefits $176,414,000 $48,342,000 1,942

Note: Revenues, earnings and employment for long term forecast period reflect activity associated with 140,050 operations per year (projected for 2023)

B-25

Tax Impacts Overall, federal tax revenues collected due to Because of the spending, jobs, and earnings economic activity associated with San Luis created by the presence of San Luis Obispo Obispo County Regional Airport are County Regional Airport, the facility is an estimated to be $12.9 million (2003 dollars). important source of public revenues. As airport activity expands, tax revenues will State and local tax revenues are shown in the continue to grow. lower portion of the table. State and local tax revenues sum to $7.9 million for the current Estimated tax potential is set out in Table level of airport operations. B25. The table shows the revenues for each tax category that could potentially be The largest single component is sales taxes of collected based on current average tax rates $2.7 million (this figure includes combined relative to output and personal income estimates for both state and local sales taxes). (earnings) for San Luis Obispo County. Property taxes are the second largest source of revenues, estimated as $1.8 million. The first column in Table B25 shows tax revenues associated with the current level of Combined federal, state, and local taxes are San Luis Obispo County Regional Airport $20.8 million at the current level of operations operations. The total of 1,541 workers with and are projected to rise to $22.5 million at jobs supported by the presence of the airport the short term operations level of 117,550. have earnings of $38.3 million. Federal social The long-term level of 140,050 operations security taxes are estimated at $5.2 million, would bring tax revenues of $16.6 million the second largest component of federal taxes. federal taxes and $10.2 million state and local The largest federal tax category is the revenues, which figures sum to total tax personal income tax of $6.1 million. revenue potential at long run operations levels Corporate profits taxes on a revenue base of of $26.8 million per year. $142 million are estimated as $755,000.

B-26

TABLE B25 Tax Impacts From On-airport and Air Visitor Economic Activity San Luis Obispo County Regional Airport

Federal Taxes

Short Intermediate Revenue Category Current Term Term Long Term Corporate Profits Tax $755,000 $816,000 $859,000 $973,000

Personal Income Tax 6,121,000 6,617,000 6,961,000 7,884,000

Social Security Taxes 5,285,000 5,713,000 6,010,000 6,807,000

All Other Federal Taxes 755,000 795,000 834,000 947,000

Total Federal Taxes $12,896,000 $13,941,000 $14,664,000 $16,611,000

State and Local Taxes

Short Intermediate Revenue Category Current Term Term Long Term Corporate Profits Tax $185,000 $200,000 $210,000 $238,000

Motor Vehicle Taxes 93,000 100,000 105,000 119,000

Property Taxes 1,889,000 2,042,000 2,148,000 2,432,000

Sales Taxes 2,755,000 2,978,000 3,133,000 3,549,000

Personal Income Tax 1,772,000 1,916,000 2,016,000 2,283,000

All Other State & Local Taxes 1,273,000 1,376,000 1,447,000 1,639,000

Total State & Local Taxes 7,967,000 8,612,000 9,059,000 10,260,000

TOTAL TAX REVENUES $20,863,000 $22,553,000 $23,723,000 $26,871,000

Notes: All figures are derived from average tax rates in California, San Luis Obispo County and federal sources. Current impact estimate based on economic activity associated with 108,739 operations. Short term operations = 117,550; intermediate term = 123,650; long term = 140,050.

B-27 Airport Consultants

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