Joe Foss Field Airport Master Plan

Sioux Falls Regional Airport

Joe Foss Field

Airport Master Plan

Sioux Falls Regional Airport Authority SIOUX FALLS REGIONAL AIRPORT Joe Foss Field Sioux Falls, South Dakota

DRAFT AIRPORT MASTER PLAN

Prepared By Coffman Associates Airport Consultants

December 2006

AThe 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.@

Sioux Falls Regional Airport Authority TABLE OF CONTENTS

SIOUX FALLS REGIONAL AIRPORT Sioux Falls, South Dakota

Airport Master Plan Update

PREFACE

Chapter One INVENTORY

REGIONAL SETTING...... 1-1 Infrastructure...... 1-2 Climate ...... 1-2 Utilities...... 1-3 AIRPORT SYSTEM PLANNING ROLE...... 1-4 AIRPORT HISTORY AND ADMINISTRATION...... 1-4 COMMERCIAL AIR SERVICE...... 1-5 CARGO SERVICE ...... 1-5 AIRPORT FACILITIES ...... 1-5 Airside Facilities ...... 1-5 Landside Facilities ...... 1-11 Air Cargo Facilities ...... 1-12 ENROUTE NAVIGATION AND AIRSPACE...... 1-15 Instrument Approach Procedures ...... 1-16 Vicinity Airspace ...... 1-16 Air Traffic Control...... 1-18 Area Airports...... 1-18 Chapter One (Continued)

GENERALIZED LAND USE...... 1-20 SOCIOECONOMIC CHARACTERISTICS...... 1-20 Population...... 1-20 Employment ...... 1-21 Per Capita Personal Income ...... 1-22 SUMMARY...... 1-23 DOCUMENT SOURCES ...... 1-23

Chapter Two FORECASTS

NATIONAL AVIATION TRENDS ...... 2-2 Commercial Aviation...... 2-2 Air Cargo ...... 2-6 General Aviation ...... 2-8 FORECASTING APPROACH ...... 2-10 AVIATION ACTIVITY FORECASTS ...... 2-11 Commercial Service...... 2-11 Air Cargo Forecasts...... 2-17 General Aviation Forecasts ...... 2-19 Peaking Characteristics...... 2-29 Air Taxi Operations...... 2-30 Military Operations...... 2-31 Annual Instrument Approaches ...... 2-32 SUMMARY...... 2-32

Chapter Three FACILITY REQUIREMENTS

AIRFIELD REQUIREMENTS ...... 3-2 Airfield Design Standards ...... 3-4 AIRFIELD CAPACITY ...... 3-6 Factors Affecting Annual Service Volume ...... 3-6 Calculation of Annual Service Volume...... 3-9 AIRSIDE FACILITIES ...... 3-10 Runway Orientation...... 3-10 Taxiways...... 3-14 Airfield Marking, Lighting, and Signage ...... 3-14 Navigational and Approach Aids...... 3-15 Chapter Three (Continued)

LANDSIDE REQUIREMENTS...... 3-17 Gross Terminal Building Area...... 3-18 Terminal Area Automobile Parking ...... 3-18 Airport Traffic Control Tower Siting Considerations...... 3-19 GENERAL AVIATION REQUIREMENTS ...... 3-20 Hangars ...... 3-20 Aircraft Parking Apron ...... 3-21 CARGO REQUIREMENTS ...... 3-22 SUPPORT REQUIREMENTS...... 3-23 Aircraft Rescue and Firefighting...... 3-23 Airport Maintenance/Storage Facilities...... 3-23 Fuel Storage ...... 3-23 SUMMARY...... 3-24

Chapter Four AIRPORT DEVELOPMENT ALTERNATIVES

BACKGROUND ...... 4-2 INITIAL DEVELOPMENT CONSIDERATIONS ...... 4-3 CONSIDERATION OF NON-DEVELOPMENT ALTERNATIVES ...... 4-4 No Action Alternative ...... 4-4 Transfer of Services to Another Airport...... 4-4 Development of a New Airport ...... 4-5 AIRFIELD CONSIDERATIONS...... 4-5 Runways ...... 4-5 Taxiways...... 4-6 Airport Traffic Control Tower...... 4-6 Navigational Aids...... 4-7 TERMINAL BUILDING ALTERNATIVES...... 4-7 Ticketing and Bag Make-Up...... 4-9 Bag Claim and F.I.S...... 4-10 Boarding Concourse ...... 4-10 GENERAL AVIATION ALTERNATIVES...... 4-11 AIR CARGO ALTERNATIVES ...... 4-13 SNOW REMOVAL EQUIPMENT (SRE) BUILDING AND MAINTENANCE FACILITIES...... 4-14 SUMMARY...... 4-15 Chapter Five MASTER PLAN CONCEPT, NOISE ANALYSIS, AND LAYOUT DRAWINGS

RECOMMENDED MASTER PLAN CONCEPT ...... 5-1 Airfield Design Standards ...... 5-2 Airfield Recommendations...... 5-3 Terminal Area Recommendations ...... 5-4 Air Cargo Recommendations ...... 5-5 General Aviation Recommendations ...... 5-5 NOISE EXPOSURE ANALYSIS...... 5-6 AIRPORT LAYOUT PLAN DRAWINGS...... 5-12 Airport Data Sheet...... 5-13 Airport Layout Plan ...... 5-13 Landside Facility Drawing ...... 5-13 Airport Airspace Drawings ...... 5-13 Inner Approach Surface Drawings ...... 5-14 Airport Land Use Drawing ...... 5-15 Property Map...... 5-15 SUMMARY...... 5-15

Chapter Six CAPITAL IMPROVEMENT PROGRAM

AIRPORT DEVELOPMENT SCHEDULE AND COST SUMMARIES...... 6-2 CAPITAL IMPROVEMENTS FUNDING...... 6-6 Federal Grants ...... 6-6 Passenger Facility Charges ...... 6-9 Local Share Funding...... 6-10 IMPLEMENTATION...... 6-11

EXHIBITS

1A AIRPORT LOCATION/VICINITY MAP ...... after page 1-2 1B EXISTING AIRSIDE FACILITIES ...... after page 1-6 1C EXISTING LANDSIDE FACILITIES ...... after page 1-8 1D TERMINAL BUILDING LAYOUT...... after page 1-12 1E REGIONAL AIRSPACE MAP ...... after page 1-16 EXHIBITS (Continued)

2A U.S. LARGE AIR CARRIER AND REGIONAL/COMMUTER FORECASTS...... after page 2-4 2B U.S. AIR CARGO FORECASTS ...... after page 2-8 2C U.S. ACTIVE GENERAL AVIATION AIRCRAFT FORECASTS ...... after page 2-10 2D TOP TEN DESTINATIONS AND NON-STOP FLIGHTS ...... after page 2-12 2E ENPLANEMENT FORECAST SUMMARY ...... after page 2-16 2F BASED AIRCRAFT FORECAST SUMMARY ...... after page 2-26 2G FORECAST SUMMARY...... after page 2-32

3A AIRPORT REFERENCE CODES...... after page 3-4 3B AIRFIELD CAPACITY FACTORS...... after page 3-6 3C DEMAND VS. CAPACITY...... after page 3-10 3D WINDROSE...... after page 3-12 3E PAVEMENT CONDITION OVERVIEW...... after page 3-14 3F PASSENGER TERMINAL BUILDING REQUIREMENTS...... after page 3-18

4A AIRFIELD CONSIDERATIONS ...... after page 4-6 4B TERMINAL AREA ALTERNATIVE ...... 4-8 4C GENERAL AVIATION ALTERNATIVE...... after page 4-11 4D GENERAL AVIATION WEST ALTERNATIVE...... 4-13 4E AIR CARGO AREA ALTERNATIVE ...... 4-14

5A MASTER PLAN CONCEPT ...... after page 5-2 5B 2005 AIRCRAFT NOISE EXPOSURE ...... after page 5-12 5C 2025 AIRCRAFT NOISE EXPOSURE ...... after page 5-12

AIRPORT LAYOUT PLANS AIRPORT DATA ...... after page 5-15 AIRPORT LAYOUT DRAWING ...... after page 5-15 LANDSIDE FACILITIES DRAWING...... after page 5-15 AIRPORT AIRSPACE DRAWING RUNWAY 3 APPROACH FAN...... after page 5-15 AIRPORT AIRSPACE DRAWING PART 77 INNER SURFACES...... after page 5-15 AIRPORT AIRSPACE DRAWING RUNWAY 21 APPROACH FAN...... after page 5-15 SIOUX FALLS REGIONAL AIRPORT (AERIAL 4/22/06) ...... after page 5-15 INNER PORTION OF RUNWAY 15 APPROACH SURFACES DRAWING...... after page 5-15 INNER PORTION OF RUNWAY 33 APPROACH SURFACES DRAWING...... after page 5-15 EXHIBITS (Continued)

INNER PORTION OF RUNWAY 3 APPROACH SURFACES DRAWING...... after page 5-15 INNER PORTION OF RUNWAY 21 APPROACH SURFACES DRAWING...... after page 5-15 INNER PORTION OF RUNWAY 9 APPROACH SURFACES DRAWING...... after page 5-15 INNER PORTION OF RUNWAY 27 APPROACH SURFACES DRAWING...... after page 5-15 AIRPORT LAND USE DRAWING...... after page 5-15 AIRPORT PROPERTY MAP ...... after page 5-15

6A DEVELOPMENT STAGING ...... after page 6-6 6B AIP AUTHORIZATION AND APPROPRIATIONS HISTORY...... after page 6-8

1 LAND USE COMPATIBILITY GUIDELINES...... after page D-2 2 2025 AIRCRAFT NOISE EXPOSURE ...... after page D-4 3 2025 AIRCRAFT NOISE EXPOSURE WITH ZONING...... after page D-10 4 2025 AIRCRAFT NOISE EXPOSURE WITH FUTURE LAND USE ...... after page D-12

Appendix A GLOSSARY OF TERMS

Appendix B TERMINAL ALTERNATIVES

Appendix C BUILDING EVALUATION

Appendix D LAND USE COMPATIBILITY EVALUATION Sioux Falls Regional Airport Authority PREFACE Sioux Falls Regional Airport Authority Preface

The Airport Master Plan for Sioux Falls • Expansion of general aviation apron for Regional Airport was undertaken during air cargo operations and transient busi- calendar year 2006 to evaluate the ness aircraft, and in conjunction with airport's capabilities and role, to forecast future development of storage hangars. future aviation demand, and to plan for the timely development of new or • Construction of hold aprons for Run- expanded facilities that may be required ways 3 and 33, and a new cross-field to meet that demand. The overall goal of taxiway between exits A3 and B2 to the plan is to provide systematic improve traffic flow on the airfield. guidelines for the airport's maintenance, development, and operation. • Construction of partial parallel taxiways on the west side of the The final recommendations of the study airfield (designated as M and N) to provide for the following airfield items: serve future storage hangars and aviation-related development. • Continuing rehabilitation of airfield pavements, including portions of • Upgrades to airfield lighting and Runway 15-33, the terminal apron, equipment to provide lower visibility and Taxiways A2, A, B, and C. minimums for aircraft approaches to Runways 3-21 and 15-33.

i • Relocation of perimeter road, Other improvements recommended in fencing, and localizer antenna the study relate to air cargo, general to provide a full 1,000-foot aviation, airport rescue and fire- safety area beyond the end of fighting, airport maintenance and Runway 21. snow removal, and access to aviation- related facilities: • A new airport traffic control tower to provide improved line- • Relocation of snow removal of-sight. equipment (SRE) and maintenance facilities to new facilities The study recommends a number of on the west side of the airfield improvements to the commercial pas- (south of the South Dakota senger terminal: Army National Guard facilities). These facilities will be ac- • In-line bag screening (to be lo- cessed from an extension of Na- cated behind ticketing counters) tional Guard Drive, and by a and relocation of ticketing connector to Taxiway A. counters to provide improved passenger circulation in the • Construction of additional air lobby. cargo sort building and truck court in area vacated by SRE • Extension of bag claim lobby and airport maintenance facili- (relocation of back wall) and ties. carousels to enlarge the lobby. • Construction of additional gen- • Relieving congestion at the se- eral aviation storage hangars on curity checkpoint by relocating the east side, while also extend- the glass partition and replacing infrastructure into areas on ing moving walkways with tra- the west side for aviation- ditional escalators. Creating related development. additional area for screening positions by relocating security • Expansion of the airport rescue company offices. and firefighting facility.

• Adding a jet loading bridge at In total, the program is estimated to Gate 2, expanding hold rooms, cost $107 million over the 20-year and adding restrooms on the planning period (in constant 2006 dol- departure concourse. Also, add- lars). A high percentage of this ing electronic screens at Gate 3 amount will be eligible for funding for multiple airline use. through the Airport Improvement Program (AIP). • Provision for expansion of public parking, rental car parking, The Airport Master Plan was a coop- and construction of additional erative effort between the consultant, departure concourse if demand the Sioux Falls Regional Airport Au- dictates. thority, and a cross-section of commu- ii nity, government, and airport tenants years. However, to maintain the air- organized as a Planning Advisory port’s role as a primary commercial Committee (PAC) for the study. The service airport, flexibility needs to be committee met four times during the built into the plan. Each year, the course of the study to review draft Sioux Falls Regional Airport Authority study materials and provide comments will be required to submit capital im- to the consultants. These meetings provement needs to the FAA, based were held at three-month intervals, upon current demands. These de- with materials mailed to committee mands may change if passengers or members ten days prior to each meet- operations increase at varying rates. ing. In addition, special meetings were held during the alternatives Advice and assistance provided by the evaluation to solicit ideas on terminal members of the Planning Advisory building improvements. Committee, Sioux Falls Regional Air- port Authority, and airport staff were The primary issues and objectives invaluable. We gratefully acknowl- upon which the Airport Master Plan is edge their input and support through- based will remain valid for many out the planning process.

iii Sioux Falls Regional Airport Authority Chapter One INVENTORY CHAPTER ONE Sioux Falls Regional Airport Authority Inventory

The initial step in the preparation of the other planning studies, the Federal airport master plan for Sioux Falls Aviation Administration (FAA), various Regional Airport/Joe Foss Field (FSD) is government agencies, a number of the collection of information pertaining Internet sites which presently summarize to the airport and the area it serves. The most statistical information and facts information collected in this chapter will about the airport, and interviews with be used in subsequent analyses in this airport staff, planning associations, and study. The inventory of existing airport tenants. As with any airport conditions at the airport provides an planning study, an attempt has been overview of the airport facilities, made to utilize existing data or airspace, and air traffic control. information provided in existing Background information regarding the planning documents to the maximum regional area is also collected and extent possible. presented. This includes information regarding the airportís role in regional, state, and national aviation systems, REGIONAL SETTING surface transportation, and a socioeconomic profile. The airport is located in Sioux Falls, which is the county seat of Minnehaha The information was obtained from County. The city is named for the Sioux several sources, including on-site tribe of American Indians and the inspections, airport records, review of waterfalls of the Big Sioux River, which is located a few blocks from the

1-1 downtown district. Pioneers first provides service nation-wide, with staked claims on the banks of the Big over 25,000 miles of track accommo- Sioux River prior to the Civil War in dating all types of materials. The 1856. For the next six years, settlers Ellis and Eastern Railroads provide claimed land along the river until the service within the city and connects Dakota War of 1862 engulfed nearby with BNSF. southwestern Minnesota and caused the evacuation of Sioux Falls. Over 50 truck lines serve Sioux Falls, with many maintaining terminal fa- Many residents returned in the follow- cilities locally. Leading national and ing years, along with a wave of new regional carriers serving the area are homesteaders who brought the popu- capable of handing all types of freight. lation up to 2,100 by 1880. This made Sioux Falls the largest city in the Da- Small package delivery, including kota Territory. The village of Sioux overnight air carrier service, is readily Falls was incorporated in 1876 and available in Sioux Falls. UPS, FedEx, became a city in March 1889. and DHL have air cargo facilities at Joe Foss Field and operate jet aircraft on a daily basis. Sioux Falls also INFRASTRUCTURE houses a district terminal for UPS, and a FedEx facility is located in the The City of Sioux Falls is located at Sioux Empire Development Park. the junction of two Interstate High- ways (I-29 and I-90). I-90, joining Sioux Falls Transit provides public Boston and Seattle, is one of the five transportation throughout the city. A coast-to-coast east-west freeways. I-29 free trolley service is also available runs north-south and joins Kansas year-round for the downtown area and City with Winnipeg. I-229 joins I-29 travels to Falls Park from May with I-90 south and east of the city, through October. creating an interstate loop to enhance traffic flow. Minnesota Avenue provides direct access to the airport. CLIMATE

Regionally, Sioux Falls is located ap- Weather conditions are important to proximately 180 miles north of the planning and development of an Omaha, Nebraska; 246 miles south of airport. Temperature is an important Fargo, North Dakota; and 270 miles factor in determining runway length southwest of Minneapolis, Minnesota. requirements, while wind direction The location of the airport in its re- and speed are used to determine opti- gional and national setting is pre- mum runway orientation. The need sented on Exhibit 1A. for navigational aids and lighting is determined by the percentage of time Rail service to and from Sioux Falls is that visibility is impaired due to cloud provided by the Burlington Northern coverage or other conditions. Table Santa Fe (BNSF) Railroad. BNSF 1A summarizes monthly climatic data

1-2 LOCATION MAP 131 121 05MP10-1A-2/8/06

90 90

W. 60th St. N. E. 60th St. N. 38 29

SIOUX FALLS W. Benson Rd. E. Benson Rd. REGIONAL AIRPORT 115 JOE FOSS FIELD N. Westport Ave. N. Westport Ave.

E. Rice St. 140 N. Marion Rd.

229

W. Russell St.

W. Madison St. 142

E. 12th St. W. 12th St. 42 S. Minnesota Ave.S. Minnesota Ave. S. Cleveland Ave. S. Sycamore Ave. S. Sycamore Ave. S. Western Ave. Kiwanis Ave. Kiwanis Ave. S. Lake Ave. S. Cliff Ave. S. Cliff Ave.

W. 26th St. E. 26th St.

W. 41st St. E. 41st St. S. Sertoma Ave. S. Sertoma Ave. S. Marion Rd. S. Marion Rd. S. Louise Ave. S. Louise Ave.

29 W. 57th St. E. 57th St.

W. 69th St. E. 69th St.

Volga 14 VICINITY MAP Brookings 29 Fort Thompson 14 Flandreau Wessington Springs Howard Madison 90 90 Chamberlain Dell Rapids Salem Mitchell 90 Hartford Brandon 183 83 Sioux Falls MINNESOTA IOWA Winner 281 Parkston TeaT 18 Platte Freeman Canton 81 Lennox Gregory 18 Rosebud 29 18 Wagner Beresford SOUTH DAKOTA Tyndall NEBRASKA Alcester Yankton Vermillion

Exhibit 1A AIRPORT LOCATION/VICINITY MAP for the City of Sioux Falls, including viewed in Chapter Three of the master temperatures and precipitation. Wind plan. data for 30-year conditions will be re-

TABLE 1A Climate Summary Sioux Falls, South Dakota Avg. High Avg. Low Precipitation Avg. Snowfall Temperature Temperature (inches) (inches) January 25°F 3°F 0.51 6.8 February 32°F 10°F 0.51 8.2 March 44°F 21°F 1.81 9.4 April 59°F 33°F 2.65 2.8 May 71°F 45°F 3.39 0.0 June 81°F 55°F 3.49 0.0 July 86°F 60°F 2.93 0.0 August 83°F 58°F 3.01 0.0 September 74°F 48°F 2.58 0.0 October 61°F 35°F 1.93 0.8 November 42°F 21°F 1.36 5.8 December 29°F 8°F 0.52 7.2 Source: www.weather.com (Averages based on a 30-year period).

UTILITIES sota Avenue, the department also owns six elevated water storage tanks, Five sources of water are available to five underground storage tanks, and the City of Sioux Falls. In 2004, the over 60 wells. Several of these wells Big Sioux Aquifer provided nearly 50 are located on airport property. percent of the City’s water. The Big Sioux River provides approximately 46 Xcel Energy provides electricity to percent of the water from a pump sta- over 90 percent of the electrical cus- tion, while the Middle Skunk Creek tomers in Sioux Falls. In rural areas Aquifer produces approximately six of Minnehaha County, electrical ser- percent, and the Split Rock Creek Aq- vice is provided by Sioux Valley En- uifer produces approximately two per- ergy. In rural areas of Lincoln cent. Residents in rural communities County, electrical service is provided throughout Minnehaha and Lincoln by Southeastern Electric Cooperative. Counties are served by local munici- Natural gas in Sioux Falls is provided palities, rural water systems, or indi- by MidAmerican Energy Company. vidual water sources. The Sioux Falls Department of Water Reclamation Long distance telephone service is oversees the wastewater treatment for provided by a number of national ser- the City. In addition to operating the vice providers and other independent purification plant located on Minne- resellers.

1-3 AIRPORT SYSTEM southwest Minnesota, and northwest PLANNING ROLE Iowa. The airport offers scheduled passenger service, overnight cargo, Airport planning exists on many lev- complete general aviation services, els: local, state, and national. Each and a U.S. Customs Port of Entry. level has a different emphasis and purpose. An airport master plan is The airport was originally established the primary local airport planning in 1937 as a civil airport. In 1942, the document. U.S. Government leased the airport from the City of Sioux Falls and estab- At the national level, the airport is in- lished the Sioux Falls Army Base. Be- cluded in the National Plan of Inte- tween 1942 and 1947, the United grated Airport Systems (NPIAS). This States Corp of Engineers developed plan identifies 3,344 existing airports the triangular, three runway system which are significant to national air that currently exists at the airport. transportation, as well as airport de- Following World War II, the govern- velopment necessary to meet the pre- ment returned the airport to the city sent and future requirements in sup- with a portion of the south side of the port of civil needs. An airport must be airport being leased to the newly formed South Dakota Air National included in the NPIAS to be eligible th for federal funding assistance. Sioux Guard (SDANG). South Dakota’s 114 Falls Regional Airport is classified as Fighter Group, nicknamed Lobos, is a non-hub primary commercial service currently stationed at the airport. The airport in the NPIAS. Commercial airport is named after Brig. General service airports that enplane less than Joseph J. Foss, a former governor of 0.05 percent of all commercial passen- South Dakota, a WWII ace, and foun- ger enplanements are categorized as der of the State’s Air National Guard. non-hub primary airports. There are 247 non-hub primary airports that to- The overall administration and devel- gether account for three percent of all opment responsibility for the airport enplanements. These airports are lies with the Sioux Falls Regional Air- used heavily by general aviation airport Authority. The Sioux Falls Re- craft, with an average of 99 based air- gional Airport Authority was created craft. on May 12, 1986, replacing the Sioux Falls Airport Board, which reported to the City Council.

AIRPORT HISTORY The present authority board is made AND ADMINISTRATION up of five members appointed by the mayor for the City of Sioux Falls. The Sioux Falls Regional Airport, also Each member is appointed for a five- known as Joe Foss Field, is located year term. The airport board annually approximately two miles northwest of elects three of its members to Chair- the city’s central business district. It man, Vice-Chairman, and Secretary is the largest airport in South Dakota positions. Day-to-day operations and and serves southeast South Dakota, administration for the airport are car- 1-4 ried out by the Executive Director and numerous changes in the schedules the Deputy Director for the airport au- during the preparation of the airport thority, selected and employed by the master plan. Authority.

CARGO SERVICE COMMERCIAL AIR SERVICE Three all-cargo carriers have facilities Five airlines currently provide sched- at Sioux Falls Regional Airport. DHL uled passenger service to Sioux Falls operates the DC9-30/40, FedEx oper- Regional Airport. Allegiant Air operates the Boeing 727-200, and UPS op- ates the McDonnell Douglas MD83 erates a variety of aircraft, including (161 seats) and the MD87 (130 seats). the Airbus A300-600, the Boeing 757- Delta Connection operates the 50-seat 200, the Boeing 767-300, and the Canadair Regional Jet CRJ and the McDonnell Douglas DC8-71/73. Addi- 44-seat CR4. Northwest Airlines op- tional cargo is handled by both the erates the Airbus A319 (124 seats), passenger airlines and general avia- the Airbus A320 (150 seats), the tion. McDonnell Douglas DC9-30/40/50 (110/110/115 seats), the 85-seat Avro regional jet, and the 33-seat Saab 340 AIRPORT FACILITIES (SFC) prop jet. United Express operated the 50-seat CRJ and the 66-seat Airport facilities can be functionally CRJ700. America West operated the classified into two broad categories: 50-seat CRJ, but ceased operations at airside and landside. The airside Sioux Falls Regional Airport on April category includes those facilities di- 2, 2006. rectly associated with aircraft operations. The landside category includes Together these five airlines offer con- those facilities necessary to provide a nections to over 200 domestic cities, as safe transition from surface to air well as many international destina- transportation and to support aircraft tions. There are 23 daily direct flights servicing, storage, maintenance, and to Chicago, Cincinnati, Denver, Las operational safety. Vegas, Minneapolis/St. Paul, Orlando, and Salt Lake City. Las Vegas is the most popular destination for passen- AIRSIDE FACILITIES gers flying out of Sioux Falls, followed by Denver, and then Chicago. The cur- Airside facilities include runways, rent consolidated airline schedule may taxiways, airfield lighting, and navi- be accessed at www.sfairport.com. gational aides. Airside facilities are Airlines continually adjust equipment identified on Exhibit 1B. Table 1B (aircraft and available seats) in mar- summarizes airside facility data. kets to meet demand. There were

1-5 05MP10-1B-11/29/06 Diversion Channel BNSF Railroad

Minnesota Ave. John Orr Dr.

Sioux Falls Water Plant r. Jaycee Ln. D BAK 12 rd a Arresting u Hangar St. Barrier A1 G MALSR l a Aviation Ave. n B4 o J i A2 t L a H

N ATCT G 400’ C PAPI-4L B3 K F D A3 635’ E 1 Taxiway A Segmented 33 ILS Glideslope 660’ Circle and Antenna BAK 14 Wind Cone Arresting Runway 15-33 8,000’ x 150’ Barrier

ASR PAPI-4L A4 Taxiway C Runway 3-21B-2 8,999’ xTaxiway 150’ B South Dakota Runway 9-27 3,152’ x 75’ Air National Guard

A5 BAK 12 Arresting Barrier

BAK 14 Arresting 560’ Big Sioux River Barrier B-1 ILS Glideslope PAPI-4L Antenna MALSR NORTH

ASOS

0 1000 2000

SCALE IN FEET Elmwood Municipal Golf Course PHOTO DATE: 4-22-06

Exhibit 1B EXISTING AIRSIDE FACILITIES TABLE 1B Airside Facility Data Sioux Falls Regional Airport Runway 3-21 15-33 9-27 Runway Length (feet) 8,999 8,000 3,152 Runway Width (feet) 150 150 75 Runway Surface Material Concrete Asphalt Concrete Surface Treatment Wired/Combed PFC Wired/Combed Condition Good Good Good Pavement Markings Precision Nonprecision Basic Runway Load Bearing Strengths (lbs) Single Wheel Loading 200,000 150,000 30,000 Double Wheel Loading 200,000 175,000 - Dual Tandem Wheel Loading 444,000 260,000 - Runway Lighting HIRL HIRL MIRL Centerline Lights Touchdown Zone Lights (21) Taxiway Lighting MITL Approach Lighting MALSR (3-21) PAPI-4L (15- None PAPI-4L (3) 33) VASI-4L (21) Instrument Approach Procedures ILS (Runway 3-21) RNAV (GPS) (All Runways) VOR (Runway 15-33) Weather or Navigational Aids Automated Surface Observation System (ASOS) Segmented Circle Lighted Wind Cone Source: Airport/Facility Directory, North Central U.S., current edition.

Runways aid in aircraft braking. This runway typically serves as the secondary air Three runways are available for use at carrier runway and is capable of sup- Sioux Falls Regional Airport. Runway porting general aviation, as well as 3-21, which is oriented in a northeast- commercial passenger airline traffic. southwest direction, serves as the Runway 9-27 is 3,152 feet long, 75 feet primary air carrier runway and is wide, and oriented in an east-west di- 8,999 feet long and 150 feet wide. rection. It is constructed of concrete Runway 3-21 is constructed of con- with a wire combed surface. Designed crete with a wire combed surface, primarily for general aviation aircraft, which yields better water drainage Runway 9-27 also serves as a taxiway and pavement skid resistance. Run- for the primary runway. way 15-33 is 8,000 feet long, 150 feet wide, and oriented in a southeast- Runway blast pads are located on the northwest direction. Runway 15-33 is end of Runways 3, 15, and 33. In ad- constructed of asphalt with a porous dition, the paved overrun on Runway friction course surface treatment to 21 also serves as a blast pad. Runway 1-6 blast pads provide blast erosion pro- Taxiways tection beyond runway ends. A holding bay is provided on the end of Run- The existing taxiway system at Sioux way 15 and Runway 21. Holding bays Falls Regional Airport, as illustrated provide a standard space for airplanes on Exhibit 1B, consists of full-length, awaiting final air traffic control clear- parallel, connecting taxiways. ance and permit those airplanes already cleared to move to their runway • Taxiway A is a full-length parallel takeoff position. taxiway located on the north side of Runway 15-33 and is 75 feet wide. Runway arresting barriers are in- The distance between the Runway stalled on both ends of Runway 3-21 15-33 centerline and the Taxiway A and Runway 15-33. The South Dakota centerline is 400 feet. Access to the Air National Guard uses this system air carrier apron, from all points on in the event of an emergency landing the runway and taxiway system, is with the F-16 fighter jets. The pilot made using Taxiway A. Five con- lowers an aircraft tail hook designed necting taxiways (A1 - A5) provide to catch a cable that is stretched for the quick exit of landing air- across the runway. craft on Runway 15-33.

The load bearing strengths of each • Taxiway B is a full-length parallel runway were also examined. Single taxiway for primary Runway 3-21. wheel loading (SWL) refers to the de- It is located along the east side of sign of certain aircraft landing gear Runway 3-21 and is 75 feet wide. which has a single wheel on each main Taxiway B is 660 feet from the landing gear strut. Dual wheel land- Runway 3-21 centerline on the ing (DWL) refers to the design of cer- north end and 560 feet on the tain aircraft landing gear which has south end. There are four connect- two wheels on each main landing gear ing taxiways (B1 - B4) between strut. Dual tandem wheel loading Runway 3-21 and Taxiway B. (DTWL) refers to the aircraft landing Taxiways B3 and B4 provide access gear struts with a tandem set of dual to the east air cargo ramp from the wheels on each main landing gear north end of the runway. strut. The load bearing strengths for each runway is as follows: Runway 3- • Taxiway C serves as the parallel 21: 200,000 pounds SWL, 200,000 taxiway for Runway 9-27 and lies pounds DWL, and 444,000 pounds along the north side of the South DTWL; Runway 15-33: 150,000 Dakota Air National Guard apron. pounds SWL, 175,000 pounds DWL, Two connecting taxiways provide and 260,000 pounds DTWL; and Run- access between Taxiway C and way 9-27: 30,000 pounds SWL. Runways 3-21 and 15-33.

1-7 • Taxiway D is an access taxiway Helipad connecting the south portion of the general aviation apron with Taxi- A 50-foot by 50-foot asphalt helipad way A. Taxiway D is 50 feet wide with perimeter lights is located adja- and designed for general aviation cent to the general aviation apron. Its use. location is noted on Exhibit 1C.

• Taxiway E provides midpoint access from the general aviation Airfield Lighting apron to the intersection of Taxi- ways A and B. Taxiway E is 50 Airfield lighting systems extend an feet wide and designed for general airport’s usefulness into periods of aviation use. darkness and/or poor visibility. A variety of lighting systems are installed • Taxiway F connects the north por- at the airport for this purpose. These tion of the general aviation apron lighting systems, categorized by func- with Taxiway B. Taxiway F is 50 tion, are summarized as follows: feet wide and designed for general aviation use. Identification Lighting: The location of the airport at night is univer- • Taxiway G is an access taxiway sally identified by a rotating beacon. connecting the south end of the A rotating beacon projects two beams east cargo ramp with taxiway B. of light, one white and one green, 180 degrees apart. The rotating beacon at • Taxiway H is an access taxiway Sioux Falls Regional Airport is located that extends from the south end of near the center of the airfield, east of the east cargo ramp to Taxiway B, Runway 3-21 and north of Runway 9- connecting with Taxiway B3. 27.

• Taxiway J provides midpoint ac- Pavement Edge Lighting: Pave- cess from the east cargo ramp to ment edge lighting utilizes light fix- Taxiway B. tures placed near the edge of the pavement to define the lateral limits • Taxiway K provides the only ac- of the pavement. This lighting is es- cess to the west ramp, extending sential for safe operations during northwest from the end of Runway night and/or times of low visibility in 21. order to maintain safe and efficient access to and from the runway and • Taxiway L is a connecting taxi- aircraft parking areas. Runways 3-21 way providing access between and 15-33 are equipped with high in- Taxiway C and the end of Runway tensity runway lighting (HIRL), while 33.

1-8 Diversion Channel 05MP10-1B-11/29/06

BNSF Railroad

Minnesota Ave.

Weather Bureau School of Fuel Farm Aeronautics 7 Park Rental Car T-hangar Storage Truck Court John Orr Dr. Ln. Jaycee Proposed 9 Long-Term Parking Rental Car Hangar Ready/Returnployee

Sort Building Ln. Weather Short-Term Parking EmployeeEm

Parking Hangar St. Hangar Airport Executive 8 Maintenance Hangars Terminal T-hangars Buildings Executive Building Hangars Complex 5 East UPS Air Freight Cargo 6 T-hangar Building Ramp Aviation Ave. B4 4 3 J UPS/U.S. Customs 1 2b 2a Air Carrier Apron Business H Aviation Business Aviation G Sioux Valley Hangar General Aviation Apron B3 F D

Taxiway B E

NORTH Runway 3-21 8,999’ x 150’

0 400 800

SCALE IN FEET Runway 15-33 8,000’ x 150’

PHOTO DATE: 4-22-06

Exhibit 1C EXISTING LANDSIDE FACILITIES Runway 9-27 is equipped with me- The approach ends of Runway 3-21 dium intensity runway lighting are equipped with a Medium Intensity (MIRL). Taxiways at the airport are Approach Lighting System with Run- equipped with medium intensity taxiway Alignment Indicator Lights way lighting (MITL). (MALSR). A MALSR provides visual guidance to landing aircraft by radiat- In-Runway Lighting: Touchdown ing light beams in a directional pat- zone lighting (TDZL) and runway cen- tern by which the pilot aligns the air- terline lighting (CL) systems are in- craft with the extended centerline of stalled on Runway 21 (TDZL) and the runway. Runway 3-21 (CL). These systems facilitate landing under adverse weather conditions. TDZL consists of two rows Runway End of transverse light bars placed sym- Identification Lighting metrically about the runway centerline in the runway touchdown zone. Runway end identifier lights (REILs) CL consists of a flush mounted system provide rapid and positive identifica- of lights (beginning 75 feet beyond the tion of the approach end of a runway. runway threshold) extending down the REILs are typically used on runways runway at 50-foot intervals. A compo- without more sophisticated approach nent of this system is runway remain- lighting systems. The REIL system ing lighting, which is installed in the consists of two synchronized flashing final 3,000 feet of the runway. Alter- lights, located laterally on each side of nate red and white lights are seen the runway facing the approaching from the 3,000-foot point to the 1,000- aircraft. REILs are installed on both foot point, and red lights are seen for ends of Runway 3-21. the last 1,000 feet of runway. Pilot-Controlled Lighting: All air- Visual Approach Lighting: A visual field lighting systems are controlled approach slope indicator (VASI-4L) is through a pilot-controlled lighting sys- installed on the approach end of Run- tem (PCL). This allows pilots to in- way 21. A VASI-4L consists of a sys- crease the intensity of the airfield tem of lights located at various dis- lighting systems from the aircraft with tances from the runway threshold. A the use of the aircraft’s radio trans- precision approach path indicator mitter. At Sioux Falls Regional Air- (PAPI-4L) is installed on the approach port, Runways 3-21 and 15-33 are ends of Runways 3, 15, and 33. A equipped with PCL. The PCL is en- PAPI consists of a system of lights lo- abled only when the control tower is cated at various distances from the closed. runway threshold. When interpreted by the pilot, these lights give him or her an indication of being above, be- Pavement Markings low, or on the designed descent path to the runway. Pavement markings aid in the movement of aircraft along airport surfaces

1-9 and identify closed or hazardous areas Weather and Communication Aids on the airport. The precision markings on Runway 3-21 identify the The airport is equipped with an auto- runway designation, threshold, center- mated surface observation system line, side stripes, aiming point, and (ASOS). The ASOS provides auto- touchdown zone. The nonprecision mated aviation weather observations markings on Runway 15-33 identify 24 hours per day. The system updates the runway designation, threshold, weather observations every minute, centerline, and aiming point. The ba- continuously reporting significant sic markings on Runway 9-27 identify weather changes as they occur. The the runway designation and center- ASOS system reports cloud ceiling, line. visibility, temperature, dew point, wind direction, wind speed, altimeter Taxiway and apron centerline mark- setting (barometric pressure), and ings are provided to assist aircraft us- density altitude (airfield elevation cor- ing these airport surfaces. Taxiway rected for temperature). The ASOS is centerline markings assist pilots in located at the south end of the airfield, maintaining proper clearance from west of the Runway 3 end. The ASOS pavement edges and objects near the also includes a remote wind hy- taxiway/taxilane edges. Pavement grothermometer, which measures both edge markings also identify aircraft the temperature and the dew point of parking and aircraft holding positions. the air and continuously sends the information to a computer for access by Airfield Signs: Airfield identification the National Weather Service. signs assist pilots in identifying their location on the airfield and directing An airport surveillance radar (ASR) is them to their desired location. located at about midfield, east of Lighted signs and runway guard Taxiway B2. An ASR provides rela- lights (RGL) are installed at all taxi- tively short-range coverage within way and runway intersections. RGL is about 40 miles of an airport and as- used to enhance the visibility of taxi- sists “approach control” in handling way holding positions. terminal traffic. It also can be used as an instrument approach aid. Runways 3-21 and 15-33 are equipped with lighted runway distance- The airport is also equipped with a remaining signs. Placed in 1,000-foot Low Level Windshear Alert System intervals along the runway edge, run- (LLWAS), which measures wind speed way distance-remaining signs notify and direction at remote sensor station pilots of the amount of usable runway sites situated around the airport ter- length left (in thousands of feet). minal. Each airport may have as few

1-10 as six or as many as 32 remote sta- Passenger Terminal Building tions. There are eight remote stations located at Sioux Falls Regional Air- The passenger terminal building at port. The remote sensor data received Sioux Falls Regional Airport is located is transmitted to a master station, near midfield, east of Runway 15-33, which generates warnings when wind- along Taxiway A. As shown on Ex- shear or microburst conditions are de- hibit 1D, the terminal building pro- tected. Current wind data and warn- vides areas for ticketing, passenger ings are displayed for approach con- screening, baggage screening, baggage trollers in the Terminal Radar Ap- claim, airport administration, food/ proach Control Facility (TRACON) vending, and restrooms. The existing and for ground controllers in the air- terminal building was built in 1970 port traffic control tower (ATCT). The and totals approximately 97,300 Air Traffic Controllers then relay the square feet. Several improvements/ LLWAS runway specific alerts to pi- additions have been made to the ter- lots via voice radio communication. minal building since then.

The airport is also equipped with a An extensive renovation project was lighted wind cone and segmented cir- completed in 1990 that not only in- cle, which provides pilots with infor- cluded improving the aesthetics of the mation about wind conditions. A seg- building, but also included a new gift mented circle provides traffic pattern shop, snack and lounge area, a new information to pilots. The lighted public-use conference room, and im- wind cone and segmented circle are provements to the electrical, heating, located southeast of the Taxiway C and ventilation systems. and G intersection. A 9,200 square-foot addition to the terminal building was completed in LANDSIDE FACILITIES 2002 and accommodates a new baggage claim, expanded rental offices, Landside facilities are the ground- and a Federal Inspections Services based facilities that support the air- (FIS) processing area including facili- craft and pilot/passenger handling ties for the United States Customs functions. These facilities typically Service (USCS), Immigration and include the terminal building, aircraft Naturalization Service (INS), and the storage/maintenance hangars, aircraft United States Department of Agricul- parking aprons, and support facilities ture (USDA). such as fuel storage, automobile parking, roadway access, and aircraft res- In late 2003, a terminal remodeling cue and firefighting. Landside facili- was undertaken to provide additional ties are identified on Exhibit 1C. space for the Transportation Security

1-11 05MP10-1D-2/29/06 Ready/ Return Rental Car TERMINAL BUILDING NORTH NOT TOSCALE Car Rental F.I.S. 2nd FloorPlan 1st FloorPlan Baggage Claim Metered Parking Conf. Room Kitchen Upper Waiting Restaurant Area Public Parking Gate 9 Security Holdroom Restrooms Gate 1 Holdroom Holdroom Offices Airport Administrative Gift Shop TSA Offices Airline Offices/Baggage Makeup Airline Offices/Baggage Makeup Ticketing Gate 2 Gate 3 Giftshop/ Food Restrooms TERMINAL BUILDINGLAYOUT Holdroom Gate 5 Gate 4 Holdroom Gate 7 Employee Employee Parking Parking Holdroom Exhibit 1D Gate 6 Gate 8 Administration (TSA), a widening of of Jaycee Lane and Minnesota Ave- the checkpoint area, and a “meet and nue, providing an additional 100 greet” area upstairs. Additional seat- spaces. ing was also added on the lower level.

The passenger terminal apron encom- AIR CARGO FACILITIES passes approximately 91,000 square yards of pavement adjacent to the A 13,000-square-foot air freight build- passenger terminal building. The ing is located north of the passenger apron allows for access, circulation, terminal building, along Jaycee Lane. and parking for nine aircraft gate po- The building is designed so that vehi- sitions around the terminal concourse. cles can pass through the center of the Gates 1, 3, 4, 6, and 7 provide passen- building for the loading and unloading ger loading bridges. Gates 2, 5, and 8 of cargo. Secure storage bins are lo- provide stairways to ground-level cated on the west side of the building, boarding. Gate 9 is located on the while the loading dock and office space ground floor (in a non-secure area) and are located on the east side. The air is not currently in use. International freight building is accessed from the flights are handled at the south end of east corner of the terminal apron. the terminal ramp, near FIS. The air cargo apron encompasses ap- Avis, Enterprise, Hertz, and Na- proximately 52,300 square yards of tional/Alamo have rental car counters pavement north of the general avia- in the terminal building. ABC Rent- tion apron along Taxiway B. DHL, als, Budget, and RAPP Chevrolet pro- FedEx, and UPS each currently utilize vide off-airport car rental service. the air cargo apron. UPS cargo sorting facilities are located in a 9,300- Short and long-term parking is avail- square-foot building near the Business able in the paved public parking lots Aviation ramp. FedEx and DHL oper- located northeast of the terminal ate out of the 40,000-square-foot sort building. There are 303 spaces for building located on the east cargo short-term parking and 1,016 spaces ramp. A truck court is located adja- for long-term parking. Short term cent to the sort building. parking is 75 cents each one-half hour, or up to $6.50 per day. Long term parking is $1.00 per hour, or up to General Aviation Operators $4.50 per day, and $24.00 per week. Airport employee parking is included As shown on Exhibit 1C, general as part of the long-term parking area. aviation facilities at Sioux Falls Re- gional Airport are located on the east There are a total of 350 rental car side of the airport, north of the pas- parking spaces located on the airport. senger terminal building. Access to This includes 250 ready/return park- the general aviation facilities is via ing spaces located south of the pas- Hangar Street, which intersects with senger terminal building and a rental Minnesota Avenue north of the pas- car overflow lot near the intersection 1-12 senger terminal building. Hangar In fact, the Port posted its three busi- Street provides access to aircraft stor- est customs-clearing months ever in age hangars and intersects with Avia- 2005. UPS utilizes the Port for its tion Avenue, providing access to the daily (Monday – Friday) flight be- fixed base operator (FBO) facilities. tween Sioux Falls and Calgary.

Business Aviation Services (BAS) is the sole fixed based operator at Sioux South Dakota Air Falls Regional Airport. As shown on National Guard (SDANG) Exhibit 1C, they own or lease several buildings on the airport. They offer a South Dakota’s 114th Fighter Group, full range of services, including fuel nicknamed the Lobos, is stationed at sales (100LL and Jet A), aircraft park- Sioux Falls Regional Airport. The ing (ramp or tiedown), passenger ter- SDANG was founded by Medal of minal and lounge, charters, aircraft Honor recipient and former Governor rental, aircraft sales, aircraft mainte- Joe Foss on September 20, 1946. They nance, avionics, pilot supplies, and currently occupy approximately 102 rental cars. acres of Airport Authority land on the south side of the airport and 59 acres BAS also operates an all-cargo airline of land west of Runway 3-21. In addi- (Business Aviation Courier). Their fa- tion to this, a shooting range and ar- cilities are located adjacent to Aviation mory are located on the north portion Avenue. They perform more than 40 of the airfield, along National Guard operations per day with a fleet of vary- Drive. The SDANG supports both ing aircraft types, including the state and federal missions and currently operates multiple F-16 aircraft. Cessna 208, Cessna 310, Cessna 402, The SDANG operates under its own Cessna 404, and the Fairchild Metro- master plan, which covers use of prop- liner. erty on Airport Authority lease in ad-

dition to property owned by the A flight training facility is located on SDANG. Hangar Street, near the general aviation entrance at Minnesota Avenue.

Aircraft Storage Facilities The airport is also a Port of Entry for

South Dakota where international ar- As depicted on Exhibit 1C, aircraft rivals can clear customs. The Port, storage facilities at Sioux Falls Re- which opened in 1996, serves more gional Airport consists of large con- than 50 area companies. A typical ventional hangars, smaller executive shipment cleared in Sioux Falls ar- hangars, and T-hangars. rives initially in Minneapolis or Chi- cago by air and is trucked to the Port. Conventional hangars provide a large The number of shipments cleared at open space free from roof support the Port has steadily risen from 60 structures, have the capability to ac- shipments in its first year of operation commodate several aircraft simulta- to more than 1,100 shipments in 2005. neously, and are typically 10,000

1-13 square feet or greater in size. Conven- Fuel Storage Facilities tional hangar space at Sioux Falls Re- gional Airport includes all of the BAS Aircraft fuel storage facilities are lo- hangars. These hangars, which are cated on the north side of Weather identified on Exhibit 1C, total ap- Lane, near the intersection of Minne- proximately 116,800 square feet. sota Avenue. Three separate fuel (Note: BAS office space adjacent to the storage facilities provide the capability conventional hangars is 44,300 square of storing 214,000 gallons of Jet A fuel feet.) and 50,000 gallons of 100LL fuel. To- tal capacity for diesel/other is 19,000 Executive hangars provide the same gallons. All fuel storage facilities are type of aircraft storage as conven- owned and operated by BAS. tional hangars, but are normally less than 10,000 square feet. Executive hangar space at Sioux Falls Regional Aircraft Rescue and Airport is identified on Exhibit 1C Firefighting (ARFF) and totals approximately 25,500 square feet. The airport is required to maintain aircraft rescue and firefighting (ARFF) T-hangars provide for separate hangar capabilities under F.A.R. Part 139, facilities within a larger contiguous which governs the operation of air- facility. As shown on Exhibit 1C, T- ports with scheduled or unscheduled hangar facilities at Sioux Falls Re- passenger service by aircraft with ten gional Airport are located east of Avia- or more seats. Sioux Falls Regional tion Avenue. Five T-hangar buildings Airport has been classified with Index are located in this area and total ap- B requirements, which apply to air- proximately 57,500 square feet. ports servicing aircraft less than 126 feet. Specifications have been developed for the trucks in terms of dry Maintenance/Storage chemicals, water, and foam application agents they are required to carry. The airport maintenance facilities are A 12,000 square-foot building located located on the east side of the airport, on the southwest portion of the north of the general aviation area. SDANG apron houses the ARFF facili- Access to these facilities is via ties. This building was completed in Weather Lane. Approximately 10,700 the year 2000. ARFF services at the square feet of space is provided in airport are provided by the South Da- these four buildings, which are used to kota Air National Guard. store equipment and vehicles used in general maintenance activities at the airport.

1-14 ENROUTE NAVIGATION the station. Pilots flying to or from AND AIRSPACE Sioux Falls Regional Airport can utilize the Rokky NDB. As shown on Ex- Navigational aids are electronic de- hibit 1E, the Rokky NDB is located vices that transmit radio frequencies, approximately seven miles southwest which pilots of properly equipped air- of the airport. craft translate into point-to-point guidance and position information. GPS is an additional navigational aid The types of electronic navigational for pilots enroute to the airport. GPS aids available for aircraft flying to or was initially developed by the United from Sioux Falls Regional Airport in- States Department of Defense for mili- clude the very high frequency omnidi- tary navigation around the world. In- rectional range (VOR) facility, nondi- creasingly, GPS has been utilized rectional beacon (NDB), and global po- more in civilian aircraft. GPS uses sitioning system (GPS). satellites placed in orbit around the globe to transmit electronic signals, The VOR, in general, provides azi- which properly equipped aircraft use muth readings to pilots of properly to determine altitude, speed, and posi- equipped aircraft by transmitting a tion information. GPS allows pilots to radio signal at every degree to provide navigate to any airport in the country, 360 individual navigational courses. and they are not required to navigate Frequently, distance measuring using a specific navigational facility. equipment (DME) is combined with a The FAA is proceeding with a program VOR facility (VOR/DME) to provide to gradually replace all traditional en- distance as well as direction informa- route navigational aids with GPS over tion to the pilot. In addition, military the next 20 years. tactical air navigation systems (TA- CANs) and civil VORs are commonly In July of 2003, the FAA commis- combined to form a VORTAC. A sioned a wide area augmentation sys- VORTAC provides distance and direc- tem (WAAS), which is a GPS-based tion information to civil and military navigation and landing system that pilots. Pilots flying to or from the air- provides guidance to aircraft at thou- port can utilize the Sioux Falls sands of airports and airstrips where VORTAC, which is located approxi- there is currently no precision landing mately four nautical miles north of the capability. Systems such as WAAS airport. Exhibit 1E, a map of the re- are known as satellite-based augmen- gional airspace system, depicts the lo- tation systems (SBAS). WAAS is de- cation of the Sioux Falls VORTAC. signed to improve the accuracy and ensure the integrity of information The NDB transmits nondirectional ra- coming from GPS satellites. The FAA dio signals whereby the pilot of prop- is using WAAS to provide lateral erly equipped aircraft can determine navigation or vertical navigation the bearing to or from the NDB facility (LNAV/VNAV) capability. and then “home” or track to or from

1-15 Brookings VOR-DME

05MP10-1E-2/13/06 Howard Madison Pipestone Wentworth NDB V 181 Flandreau V 15 Pipestone NDB V 170

V 148

V 120 Sioux Falls VORTAC V 170 SIOUX FALLS REGIONAL AIRPORT Aanenson Joe Foss Field V 120

Rokky NDB Rock Rapids V 462 Skie-Lincoln Co

Canton

V 80-148 V 181 Sheldon Sioux Center VOR-DME V 250 V 15 V 159 VR510 Sioux Center NDB Hawarden Orange City

V 175 Gurney Orange City NDB Yankton VOR-DME

LEGEND

Airport with other than hard-surfaced runways Military Training Routes

Airport with hard-surfaced runways Victor Airways 1,500' to 8,069' in length Class D Airspace NORTH Airports with hard-surfaced runways greater than 8,069' or some multiple Class E Airspace runways less than 8,069' Class E Airspace with floor NOT TO SCALE VORTAC 700' above surface Non-Directional Radiobeacon (NDB) Source: Omaha Sectional Chart, US Department of Commerce, National Oceanic and Atmospheric Compass Rose Administration, August 4, 2005

Exhibit 1E REGIONAL AIRSPACE MAP INSTRUMENT APPROACH landings when the cloud ceiling is 200 PROCEDURES feet above the ground and visibility is restricted to one mile for aircraft in Instrument approach procedures are a any category. The ILS Runway 3 and series of predetermined maneuvers 21 approaches can also be utilized as established by the FAA using elec- localizer only or circling approaches. tronic navigational aids that assist pi- When using only the localizer portion lots in locating and landing at an air- of the ILS (for course guidance only) or port during low visibility and cloud using the ILS approach to land at a ceiling conditions. At Sioux Falls Re- different runway end (defined as a cir- gional Airport, there are ten published cling approach), the cloud ceilings and public instrument approaches: ILS visibility minimums increase for all Runway 3, ILS Runway 21, GPS aircraft categories. Table 1D pre- Runway 3, GPS Runway 9, GPS Run- sents the published instrument ap- way 15, GPS Runway 21, GPS Run- proaches available at Sioux Falls Re- way 27, GPS Runway 33, VOR/DME gional Airport. or TACAN Runway 33, and VOR or TACAN Runway 15. Approaches to Runways 3 and 21 are also equipped Runway 3-21 are precision instrument with Runway Visual Range (RVR) sys- approaches, which provide vertical de- tems. An RVR system determines scent information, as well as course runway visibility information and guidance information. transmits the information to the air traffic control tower for dissemination. The capability of an instrument ap- An RVR system, when used in con- proach is defined by the visibility and junction with approach and runway cloud ceiling minimums associated lighting systems can reduce the ceiling with the approach. Visibility mini- and visibility minimums for ILS ap- mums define the horizontal distance proaches. that the pilot must be able to see in order to complete the approach. Cloud ceilings define the lowest level a cloud VICINITY AIRSPACE layer (defined in feet above the ground) can be situated for the pilot to To ensure a safe and efficient airspace complete the approach. If the ob- environment for all aspects of avia- served visibility or cloud ceilings are tion, the FAA has established an air- below the minimums prescribed for space structure that regulates and es- the approach, the pilot cannot com- tablishes procedures for aircraft using plete the instrument approach. The the National Airspace System. The different minimum requirements for U.S. airspace structure provides two visibility and cloud ceilings are varied, basic categories of airspace, controlled dependent on the approach speed of and uncontrolled, and identifies them the aircraft. as Classes A, B, C, D, E, and G.

The Category I ILS instrument approach for Runways 3 and 21 allow for

1-16 TABLE 1D Instrument Approach Data Sioux Falls Regional Airport WEATHER MINIMUMS BY AIRCRAFT TYPE Category A/B Category C Category D CH VIS CH VIS CH VIS ILS Runway 3 Straight-In (ILS) 200 0.5 200 0.5 200 0.5 Straight-In (Localizer) 600 0.5 600 1.0 600 1.25 Circling 600 1.0 600 1.5 700 2.0 ILS Runway 21 Straight-In (ILS) 200 0.5 200 0.5 200 0.5 Straight-In (Localizer) 500 0.5 500 0.75 500 1.0 Circling 600 1.0 600 1.5 700 2.0 RNAV (GPS) Runway 3 LNAV/VNAV DA 400 0.75 400 0.75 400 0.75 LNAV MDA 500 0.5 500 0.75 500 1.0 Circling 600 1.25 600 1.5 700 2.0 RNAV (GPS) Runway 9 LNAV MDA 500 1.0 N/A N/A N/A N/A Circling 600 1.0 N/A N/A N/A N/A RNAV (GPS) Runway 15 LNAV/VNAV DA 500 1.5 500 1.5 500 1.5 LNAV MDA 500 1.0 500 1.25 500 1.5 Circling 600 4.5 600 1.5 700 2.0 RNAV (GPS) Runway 21 LNAV/VNAV DA 400 0.75 400 0.75 400 0.75 LNAV MDA 600 0.5 600 1.0 600 1.0 Circling 600 1.25 600 1.5 700 2.0 RNAV (GPS) Runway 27 LNAV MDA 600 1.0 N/A N/A N/A N/A Circling 600 1.0 N/A N/A N/A N/A RNAV (GPS) Runway 33 LNAV/VNAV DA 500 0.75 500 1.75 500 1.75 LNAV MDA 500 1.0 500 1.25 500 1.5 Circling 600 1.75 600 1.75 700 2.0 VOR/DME or TACAN Runway 33 Straight-In 600 1.0 600 1.5 600 1.75 Circling 600 1.0 600 1.5 700 2.0 VOR or TACAN Runway 15 Straight-In 500 1.0 500 1.25 500 1.50 Circling 600 1.0 600 1.50 700 2.0 Source: FAA Terminal Procedures, North Central U.S., current edition.

Class A airspace is controlled airspace neapolis-St. Paul International Air- that includes all airspace from 18,000 port). Class C airspace is controlled feet mean sea level (MSL) to Flight airspace surrounding lower activity Level 600 (approximately 60,000 feet commercial service airports and some MSL). Class B airspace is controlled military airports. Class D airspace is airspace surrounding high-capacity controlled airspace surrounding air- commercial service airports (i.e., Min- ports with an airport traffic control 1-17 tower. All aircraft operating within AIR TRAFFIC CONTROL Classes A, B, C, and D airspace must be in contact with the air traffic con- The airport traffic control tower at trol facility responsible for that par- Sioux Falls Regional Airport controls ticular airspace. Class E airspace is air traffic within the Class E airspace controlled airspace that encompasses surrounding the airport. The airport all instrument approach procedures traffic control tower is located north of and low-altitude federal airways. the air carrier apron and operates con- Only aircraft conducting instrument tinuously. flights are required to be in contact with air traffic control when operating Aircraft arriving and departing the in Class E airspace. Aircraft conduct- Sioux Falls Regional Airport area are ing visual flights in Class E airspace controlled by the Minneapolis Air are not required to be in radio com- Route Traffic Control Center munications with air traffic control (ARTCC). ARTCC controls aircraft in facilities. Visual flight can only be a large multi-state area. All aircraft conducted if minimum visibility and in radio communication with the cloud ceilings exist. Class G airspace ARTCC will be provided with altitude, is uncontrolled airspace that does not aircraft separation, and route guid- require contact with an air traffic con- ance to and from the airport. The trol facility. ARTCC directs aircraft until the pilot can contact the airport traffic control Airspace in the vicinity of Sioux Falls tower on the airport. The Huron Regional Airport is depicted on Ex- Flight Service Station (FSS) provides hibit 1E. Class D airspace surrounds additional information to pilots oper- the airport in a radius of approxi- ating in the vicinity of the airport. mately five statute miles, beginning at the surface and extending up to 2,500 feet MSL. AREA AIRPORTS

For aircraft arriving or departing the A review of airports within 30 nautical regional area using VOR facilities, a miles of Sioux Falls Regional Airport system of Federal Airways, referred to has been made to identify and distin- as Victor Airways, has been estab- guish the type of air service provided lished. Victor Airways are corridors of in the area surrounding the airport. airspace eight miles wide that extend Public-use airports within 30 nautical upward from 1,200 feet above ground miles (nm) of the airport were previ- level (AGL) to 18,000 feet MSL and ously illustrated on Exhibit 1E. In- extend between VOR navigational fa- formation pertaining to each airport cilities. As shown on Exhibit 1E, Vic- was obtained from FAA airport master tor Airways in the area emanate from records. the Sioux Falls VORTAC.

1-18 Marv Skie-Lincoln County Airport The airport averages 23 operations per is located approximately eight nm day. Services available at the airport south-southwest of Sioux Falls Re- include tiedowns and 100LL fuel sales. gional Airport and is the nearest general aviation airport. Marv Skie- Rock Rapids Municipal Airport is Lincoln County Airport is served by a located approximately 26nm east- 3,650-foot asphalt runway. The air- southeast of Sioux Falls Regional Air- port is not equipped with an airport port. Rock Rapids Municipal Airport traffic control tower and there are no is served by a 3,097-foot asphalt run- published instrument approaches way. The airport is not equipped with available at the airport. There are 65 an airport traffic control tower, but based aircraft at Marv Skie-Lincoln there are two published instrument County Airport, the majority of which approaches available. Twelve single- are single-engine. The airport aver- engine aircraft are based at Rock Rap- ages 100 operations per day. Services ids Municipal Airport. The airport av- available include aircraft mainte- erages 21 operations per week. Ser- nance, tiedowns, and 100LL fuel sales. vices available at the airport include aircraft maintenance, hangars and Canton Municipal Airport is lo- tiedowns, and 100 LL fuel sales. cated approximately 18 nm south- southeast of Sioux Falls Regional Air- Flandreau Municipal Airport is lo- port. Canton Municipal Airport is cated approximately 26nm north- served by a 3,600-foot asphalt runway. northeast of Sioux Falls Regional Air- The airport is not equipped with an port. Flandreau Municipal Airport is airport traffic control tower and there served by a 3,100-foot asphalt runway. are no published instrument ap- The airport is not equipped with an proaches available at the airport. airport traffic control tower and there Eight single-engine aircraft are based are no published instrument ap- at Canton Municipal Airport. The proaches available at the airport. Six airport averages 86 operations per single-engine aircraft are based at week. Services available at the air- Flandreau Municipal Airport. The port include minor aircraft mainte- airport averages 42 operations per nance, hangars and tiedowns, and 100 week. Tiedowns are available at the LL fuel sales. airport.

Quentin Aanenson Field Airport is Madison Municipal Airport is lo- located approximately 23nm east of cated approximately 30nm north- Sioux Falls Regional Airport. The air- northwest of Sioux Falls Regional Air- port is served by a 2,503-foot asphalt port. The airport is served by a 5,000- runway. The airport is not equipped foot asphalt runway. A 2,600-foot turf with an airport traffic control tower runway is also available. The airport and there are no published instrument is not equipped with an airport traffic approaches available at the airport. control tower, but there are two pub- Six single-engine aircraft are based lished instrument approaches avail- aircraft at Quentin Aanenson Field. able. There are 39 aircraft based at

1-19 Madison Municipal Airport, the major- of the region to sustain a strong eco- ity of which are single engine. The nomic base over an extended period of airport averages 57 operations per time. day. Services available at the airport include aircraft maintenance, hangars and tiedowns, and 100LL and Jet A POPULATION fuel sales. The size and structure of the local communities and the service area that GENERALIZED LAND USE the airport supports are important factors to consider when planning air- The environs in which the airport is port facilities. These factors provide located are defined by existing land an understanding of the economic base uses as well as projected future land that is needed to determine future uses. Sioux Falls Regional Airport is airport requirements. Historical popu- located three miles northwest of the lation totals, which were obtained Sioux Falls central business district on from the U.S. Census Bureau, are pre- approximately 1,570 acres. The area sented in Table 1E. immediately south of the airport consists primarily of commercial and in- According to the U.S. Census Bureau, dustrial uses. In addition, commer- the State of South Dakota had over cial-industrial development makes up 754,000 residents in 2000. This is an a majority of the land to the east and increase of more than 58,000 residents west. Further southeast, the area be- since 1990, which represents an aver- comes more residential. The Elmwood age annual increase of 0.8 percent. Golf Course makes up a portion of the Historical population for the Sioux area south of the airport. Falls Metropolitan Statistical Area (MSA) shows an increase of more than 33,000 new residents between 1990 SOCIOECONOMIC and 2000. The Sioux Falls MSA includes Minnehaha and Lincoln Coun- CHARACTERISTICS ties. Prior to December 31, 1992, only

Minnehaha County was included in For an airport master plan, socioeco- the Sioux Falls MSA. Due to the ex- nomic characteristics are collected and pansion of the City of Sioux Falls into examined to derive an understanding Lincoln County, the Sioux Falls MSA of the dynamics of growth within the was revised to include Lincoln County. study area. This information is essen- The MSA population is driven mostly tial in determining aviation service by the City of Sioux Falls, the largest level requirements, as well as forecast- city in the MSA. As shown Table 1E, ing the number of based aircraft and the annual average growth rate for the aircraft activity at the airport. Avia- MSA was 2.2 percent between 1990 tion forecasts are typically related to and 2000, nearly identical to the City’s the population base, economic growth rate during this same time. strength of the region, and the ability

1-20 TABLE 1E Historical Population Average Annual Growth Rate Area 1990 2000 (1990-2000) City of Sioux Falls 100,814 123,975 2.1% Sioux Falls MSA 139,236 172,412 2.2% State of South Dakota 696,004 754,844 0.8% Source: U.S. Census Bureau.

Forecast population projections are The MSA population is projected to presented in Table 1F. These projec- grow at an average annual rate of 2.0 tions were obtained from the City of percent over the next twenty years, Sioux Falls Planning Department. As reaching a total population of 285,400 shown in the table, the department by 2025. The State’s population is projects the City’s population to reach projected to grow at an average an- 221,000 by the year 2025. This repre- nual rate of 0.2 percent, reaching over sents an annual average growth rate 800,000 residents by the year 2025. of 2.3 percent over a 25-year period.

TABLE 1F Forecast Population Average Annual Growth Rate Area 2010 2015 2025 (2000-2025) City of Sioux Falls 159,000 178,000 221,000 2.3% Sioux Falls MSA 216,000 240,000 285,400 2.0% State of South Dakota 786,400 797,000 801,800 0.2% Source: City of Sioux Falls Planning Department (www.siouxfalls.org/planning).

EMPLOYMENT The Sioux Falls MSA experienced low unemployment rates in the past six Analysis of a community=s employ- years, increasing only 1.2 percent ment base can provide valuable in- since 2000. In 2005, the MSA’s unem- sight to the overall well-being of the ployment rate reached 3.3 percent, its community. In most cases, the com- highest rate in the past six years. munity make-up and health is signifi- During this same time, the State’s un- cantly impacted by the availability of employment rate also increased, jobs, variety of employment opportuni- reaching a high of 3.9 percent in 2005. ties, and types of wages provided by Meanwhile, the United States has ex- local employers. Table 1G presents perienced a decline in the unemploy- the historical unemployment rates for ment rate in the past few years, fal- the Sioux Falls MSA and compares ling from 6.0 percent in 2003 to 4.9 this to South Dakota and United percent in 2005. However, the unem- States figures. ployment rates for the MSA and the State still remain below that of the nation. 1-21 TABLE 1G Historical Unemployment Rates Area 2000 2001 2002 2003 2004 2005* Sioux Falls MSA 2.1% 2.5% 2.8% 3.0% 3.2% 3.3% State of South Dakota 2.7% 3.1% 3.3% 3.5% 3.5% 3.9% United States 4.0% 4.7% 5.8% 6.0% 5.5% 4.9% Source: South Dakota Labor Market Information. *As of November.

Employment by economic sector was ing for more than 9,000 employees. also examined. Table 1H presents The banking/financial industry is also the major employers in the City of important to the city’s economy, ac- Sioux Falls. As shown in the table, counting for more than 5,800 employ- health care makes up the largest sec- ees. tor of employment in the city, account-

TABLE 1H Major Employers City of Sioux Falls Employer Name Industry # of Employees Sioux Valley Hospitals & Health System Hospital/Health Care 5,640 Avera Health Hospital/Health Care 3,732 John Morrell & Company Fresh Pork/Processed Meat 3,325 Citigroup Banking/Financial 3,200 Sioux Falls Public Schools Education 3,000 Wells Fargo Banking/Financial 2,641 Hy-Vee Food Stores Grocery 1,725 Midwest Coast Transport Trucking 1,260 WalMart/Sam’s Club Retail 1,195 City of Sioux Falls Government 1,070 Source: Sioux Falls Community Profile (2005-2006).

PER CAPITA As shown in the table, the City of PERSONAL INCOME Sioux Falls had a PCPI of $30,500 in 2000. This was only slightly higher Table 1J presents historical per cap- than the PCPI of the Sioux Falls MSA, ita personal income (PCPI), adjusted which was at $30,000. The PCPI of for 2005 dollars, for the City of Sioux the United States was just below this Falls and compares this to the Sioux at $29,800. South Dakota had the Falls MSA, South Dakota, and the lowest PCPI of the areas, at $25,700. United States PCPI figures. This data Projections of PCPI indicate an annual was obtained from the 2005 Complete growth rate of 4.1 percent of the City Economic and Demographic Data over the next twenty years, which Source (CEDDS), Woods and Poole yields $83,100 by 2025. This is well Economics, Inc. above the PCPI for the MSA and the

1-22 U.S., which are both projected to ex- both the U.S. The PCPI for the State perience an average annual growth is expected to grow at the same rate as rate of 3.9 percent through the plan- the City (4.1 percent) over the next ning period. This yields a PCPI of twenty years, but will remain well be- $78,400 for the MSA and $77,400 for low all the areas at $70,800.

TABLE 1J Per Capita Personal Income (2005$) Avg. Ann. Avg. Ann. Growth Rate Growth Rate Area 1990 2000 (1990-2000) 2010 2015 2025 (2000-2025 Sioux Falls $19,400 $30,500 4.6% $43,800 $53,500 $83,100 4.1% Sioux Falls MSA $18,800 $30,000 4.8% $41,500 $50,600 $78,400 3.9% South Dakota $16,200 $25,700 4.7% $36,500 $44,900 $70,800 4.1% United States $19,500 $29,800 4.3% $40,700 $49,700 $77,400 3.9% Source: Complete Economic and Demographic Data Source (CEDDS), Woods & Poole, Inc. (2005).

SUMMARY it include airport drawings and photo- graphs which were referenced for in- The information discussed on the pre- formation. On-site inventory and in- vious pages provides a foundation terviews with staff tenants also con- upon which the remaining elements of tributed to the inventory effort. the planning process will be constructed. Information on current air- 1995 Airport Master Plan, Coffman port facilities and utilization will serve Associates. as a basis, with additional analysis and data collection, for the develop- 2001 Airport Master Plan Update, ment of forecasts of aviation activity Coffman Associates. and facility requirement determinations. The inventory of existing condi- Airport/Facility Directory, North Cen- tions is the first step in the process of tral U.S., U.S. Department of Trans- determining those factors which will portation, Federal Aviation Admini- meet projected aviation demand in the stration, National Aeronautical Chart- community and the region. ing Office, December 22, 2005 Edition.

National Plan of Integrated Airport DOCUMENT SOURCES Systems (NPIAS), U.S. Department of Transportation, Federal Aviation Ad- As previously mentioned, a variety of ministration (2005-2009). different sources were utilized in the inventory process. The following list- U.S. Terminal Procedures, North Cen- ing reflects a partial compilation of tral U.S., U.S. Department of Trans- these sources. This does not include portation, Federal Aviation Admini- data provided by the airport manage- stration, National Aeronautical Chart- ment as part of their records, nor does ing Office, December 22, 2005 Edition.

1-23 Omaha Sectional Aeronautical Chart, South Dakota Department of Labor: U.S. Department of Transportation, www.state.sd.us/dol/lmic/ Federal Aviation Administration, Na- tional Aeronautical Charting Office, Sioux Falls Regional Airport: August 4, 2005. www.sfairport.com

A number of Internet sites were also Sioux Falls Convention and Visitors used to collect information for the in- Bureau: ventory chapter. These include the www.siouxfallscvb.com following: U.S. Census Bureau: FAA 5010 Data: www.census.gov www.airnav.com

SDDOT Bureau of Aeronautics: www.sddot.com/fpa/Aeronautics

1-24 Sioux Falls Regional Airport Authority Chapter Two FORECASTS CHAPTER TWO Sioux Falls Regional Airport Authority Forecasts

An important factor in facility planning flexible enough to respond to a range of is the definition of demand that may unforeseen developments. reasonably be expected to occur during the useful life of its key components. In The following forecast analysis examines airport planning, this involves projecting recent developments, historical potential aviation activity over at least a information, and current aviation trends 20-year time frame. For primary com- to provide an updated set of aviation mercial service airports such as Sioux demand projections for Sioux Falls Falls Regional Airport, forecasts of air- Regional Airport. The intent is to permit line passengers, air cargo, based aircraft, the Sioux Falls Regional Airport and operations (takeoffs and landings) Authority to make planning adjustments, serve as the basis for facility planning. as necessary, to ensure that the facility meets projected demands in an efficient Aviation activity can be affected by many and cost-effective manner. influences on the local, regional, and national levels, making it virtually This is the first planning forecast to be impossible to predict year-to-year prepared for Sioux Falls Regional Airport fluctuations of activity over 20 years subsequent to the events of September with any certainty into the future. 11, 2001. Immediately following the Therefore, it is important to remember terrorist attacks, the national airspace that forecasts are to serve only as system was closed and all civilian guidelines and planning must remain flights were grounded. Follow-

2-1 ing the resumption of flights, commer- In the seven years prior to 2001, the cial airline traffic declined, which led U.S. civil aviation industry experi- to schedule reductions and layoffs by enced unprecedented growth in de- many of the commercial airlines to re- mand and profits. The impacts to the duce operating losses. economy and aviation industry from the events of 9/11 were immediate and The federal government provided bil- significant. The economic climate and lions of dollars in financial assistance aviation industry, however, have been to the commercial airlines, along with on the recovery. U.S. airline passen- loan guarantees. Similar assistance gers (combined domestic and interna- was not provided for the general avia- tional) are expected to recover to pre- tion industry until early 2004. The 9/11 levels in 2005, and then grow at cumulative impacts of 9/11 may only an average of 3.6 percent annually be determined over time. Prior to up- through 2016. Mainline air carriers dating the airport=s forecasts, the fol- will grow at 3.1 percent annually, lowing section discusses the trends in while the regional/commuter airlines aviation at the national level. are expected to grow at a pace of 5.5 percent annually. U.S. airline air cargo revenue ton miles (RTMs) are NATIONAL projected to grow at 5.1 percent annu- AVIATION TRENDS ally. The number of active general aviation aircraft is expected to grow at Each year, the FAA updates and pub- 1.1 percent annually. lishes a national aviation forecast. In- cluded in this publication are forecasts for the large air carriers, re- COMMERCIAL AVIATION gional/commuter air carriers, general aviation, and FAA workload measures. Commercial aviation has emerged into The forecasts are prepared to meet the three basic groupings of air carriers: budget and planning needs of the con- stituent units of the FAA and to pro- Legacy Network Carriers - This vide information that can be used by group includes the airlines established state and local authorities, the avia- prior to deregulation in 1978 (e.g., tion industry, and the general public. Alaska Airlines, American Airlines, The current edition when this chapter Continental Airlines, Delta Airlines, was prepared was FAA Aerospace Northwest Airlines, United Airlines, Forecasts-Fiscal Years 2005-2016, pub- US Airways). The legacy airlines were lished in March 2005. The forecasts the most impacted by 9/11, and now use the economic performance of the are undergoing restructuring efforts to United States as an indicator of future redefine themselves in the new operat- aviation industry growth. Similar ing environment of the industry. economic analyses are applied to the These airlines operate primarily in outlook for aviation growth in interna- hub-and-spoke networks and generally tional markets. have higher operating costs. The leg-

2-2 acy airlines have been downsizing and system-wide domestic enplanements cost-cutting to become competitive were up 7.2 percent in 2004. with the low-cost carriers. The string of negative external events, out of the System capacity is measured in avail- control of the airlines, has made if dif- able seat miles (ASM). System capac- ficult for most of the legacy carriers to ity declined 20 percent immediately achieve profitability. following 9/11. While some recovery took place in 2002 and 2003, system Low-Cost Carriers - This group is capacity remained below the pre-9/11 comprised of established low-cost car- levels until 2004. Domestic ASMs riers, new entrants, and a few restruc- grew an average of 7.0 percent in tured legacy carriers (American Trans 2004. Air, America West Airlines, AirTran, Frontier Airlines, JetBlue Airways, Between 1994 and 2000, the U.S. air Southwest Airlines, and Spirit Air- carriers saw revenue passenger miles lines). These carriers typically oper- (RPMs) grow at an annual average ate point-to-point and have lower op- rate of 5.1 percent, while enplaned erating costs than their legacy coun- passengers grew at a 4.3 percent an- terparts. Their post-9/11 strategy has nual rate. Both measures of demand been growth in airports and city-pairs declined in 2001 and 2002. RPMs and served, aircraft fleet, and longer-haul enplanements were down a combined flights. 9.1 and 10.3 percent, respectively, over the two-year period. RPMs grew 2.6 Regionals/Commuters - This group- percent in 2003 and 10.6 percent in ing includes 79 airlines that operate 2004. Domestic enplanements grew turboprop and jet aircraft with 90 by 2.5 percent in 2003 and 7.2 in 2004. seats or less. Their operating strategy Load factors raised by 2.4 points in focuses around providing feeder traffic 2004, to 75.2 percent, an all-time high. through a code-sharing arrangement with a legacy airline. Some have be- Overall, the FAA projects the U.S. gun point-to-point service in competi- commercial aviation industry to grow tion with the larger carriers. Since its ASMs at an annual average rate of 9/11, the regional commuters have 3.8 percent through 2016. Enplane- benefited from the route restructuring ments are projected to grow at an av- and cost-cutting of the legacy network, erage annual rate of 3.4 percent, and taking over service to thinner me- RPMs are projected to grow at 3.9 per- dium-haul and long-haul markets. cent annually through 2016.

Since 2000, legacy air carrier enplanements are down over 20 percent. Mainline Airlines Their market share has declined from 70 percent in 2000 to 57 percent in Driven by an expanding economy and 2004. Despite the continued declines stronger passenger demand, ASMs for in the legacy air carrier enplanements, the mainline carriers (legacy and low-

2-3 cost carriers operating aircraft with cent in 2004, which is an all-time high. greater than 90 seats) are projected to This is expected to jump to 75.5 per- increase by 4.9 percent in 2005. Leg- cent in 2005, and then increase more acy air carrier reductions in the winter gradually to 76.1 percent by 2016. of 2004-05 are expected to keep ASM growth to just 0.6 percent in 2005. The main factor behind the major air- Growth in 2006 is projected to re- line restructuring is the decline in bound by 4.8 percent, then average 3.5 domestic passenger yields brought on percent annually through 2016. by competition from successful low- cost carriers. Domestic passenger Domestic enplanements are projected yields were down 2.2 percent in 2004. to increase just 0.7 percent in 2005, The yields are expected to decline an 3.7 percent in 2006, and then average additional 3.1 percent in 2005, then 2.9 percent per year through 2016. increase 0.4 percent in 2006. After Most of this growth is expected to 2006, domestic passenger yields aver- come from the low-cost carriers. Full age 1.2 percent annual growth over recovery to pre-9/11 large air carrier the remaining 10 years. Nominal enplanements is not expected until yields are not expected to even reach 2009. The national enplanement his- the pre-9/11 yields during the 12-year tory and projections are depicted on planning period. Exhibit 2A. In inflation-adjusted terms, domestic The FAA also provides forecasts of to- passenger yields were down 4.2 per- tal international passenger demand cent in 2004. The FAA projects infla- (the sum of U.S. and foreign flag car- tion-adjusted yields to decline 5.7 per- riers) for travel between the United cent in 2005, and then decline an av- States and three world travel areas: erage of 1.7 percent through 2016. Atlantic, Latin America (including These trends can be attributed to the Mexico and the Caribbean), and ongoing pressure to hold down fares Asia/Pacific, as well as for the due to competition from the low-cost U.S./Canadian transborder traffic. carriers. This will further pressure Over the entire forecast period, pas- the legacy air carriers to carefully senger demand is expected to be the maintain capacity and control costs. strongest in Asia/Pacific and Latin America markets, growing at annual Mainline carrier operations, which rates of 5.5 and 5.1 percent, respec- have declined by 14.7 percent since tively. U.S. mainline carrier interna- 2000, were up 0.8 percent in 2004. tional enplanements are expected to They are projected to decline 0.3 per- grow 6.3 percent in 2006, and 4.4 percent in 2005 before growing by 3.4 cent annually over the final 10 years percent in 2006. Beyond that, the an- of the forecast period, reaching 103.0 nual rate is projected to average 2.5 million by 2016. percent. Mainline carrier operations are not expected to reach pre-9/11 lev- Load factors for the mainline carriers els until 2012. reached an all-time high of 75.9 per-

2-4 U.S. MAINLINE AIR CARRIER PASSENGER ENPLANEMENTS

05MP10-2A-2/10/06 900 HISTORICAL FORECAST 800

700

600

500

400

300

PASSENGERS (in millions) PASSENGERS 200

100

'14'13'12'11'10'09'08'07'06'05'04'03'02'01'00'99 '15 '16

Source: FAA Aerospace Forecasts, FY 2005-2016 Domestic International

U.S. REGIONAL/COMMUTER SCHEDULED PASSENGER ENPLANEMENTS 250 HISTORICAL FORECAST 225

200

175

150

125

100

PASSENGERS (in millions) PASSENGERS 50

'14'13'12'11'10'09'08'07'06'05'04'03'02'01'00'99 '15 '16

Source: FAA Aerospace Forecasts, FY 2005-2016

Exhibit 2A U.S. LARGE AIR CARRIER AND REGIONAL/COMMUTER FORECASTS The slower growth in operations re- Regional/commuter traffic continued flects primarily on the efficiencies ex- to grow in 2004 to 128.9 million pas- pected from the industry restructur- sengers. This is up 18.7 percent from ing. The higher load factor discussed 108.6 million passengers in 2003. earlier is one of the reasons. A second Since 2000, regional/commuter en- is that average aircraft seating capac- planements are up 55.7 percent. De- ity is projected to increase by 0.4 seats spite the events of 9/11, many re- annually over the forecast period. gional/commuters were able to main- This will occur as the major airlines tain their previous flight schedules. In shift more of their thin routes to their fact, most have even increased their regional affiliates. flight schedules in response to the transfer of additional routes from their The mainline carriers are also shifting larger code-sharing partners. many of their shorter distance routes to the regional airlines. This is result- Driven by the rapid introduction of ing in increased passenger trip new regional jets, regional airline ca- lengths. The average passenger trip pacity (ASMs) was up an additional 25 length on the mainline carriers has percent in 2004. The average passen- increased by 87.1 miles per passenger ger trip length increased 39.3 miles in since 2001. As demand recovers, how- 2004. This reflects the fact that the ever, the larger air carriers are ex- routes being transferred from the lar- pected to resume some of the medium- ger network partners are the medium- haul routes. Nonetheless, the average haul, non-traditional regional markets trip length is projected to increase an which can be more efficiently flown average of 7.2 miles per year through with the regional jet. The re- 2016, as the regional/commuter air- gional/commuters also achieved an all- lines continue to expand the number time-high load factor of 67.9 percent in of markets they serve. 2004, an increase of 3.2 percent over the previous year.

Regional/Commuter Airlines Industry growth is expected to continue to outpace that of the larger There are several important trends for commercial air carriers. The introduc- the regional/commuters that were tion of new state-of-the-art aircraft, brought about by the changes in the especially high-speed turboprops and major airline industry and introduc- regional jets with ranges well over tion of the regional jet. These include: 1,000 miles, is expected to open up increased capacity, increased passen- new opportunities for growth in non- ger trip length, growing load factors, traditional markets. The regional air- and increased passengers. The re- line industry will also continue to gional/commuters enplanement his- benefit from integration with the lar- tory and projections are depicted on ger air carriers. As the legacy air car- Exhibit 2A. riers reduce costs and fleet size, they

2-5 will continue to transfer smaller, mar- lion in 2004, to 245.5 million in 2016. ginally profitable routes to the re- By 2016, regional/commuters are ex- gional air carriers. Between 2000 and pected to carry 23.4 percent of all pas- 2003, over 1,060 regional jets have sengers, up from 18.7 percent in 2004. been put in service. Regional/commuter operations are expected to increase at 13.6 percent over Likewise, the increased use of regional the next two years. Thereafter, opera- jets will continue the trend of the re- tions are forecast to grow at 2.5 per- gional/commuters serving many of the cent annually. lower-density routes of their major network partner. Regional jet aircraft The average trip length is projected to can serve these markets with the grow from 411.6 miles to 494.5 miles speed and comfort of a larger jet, while by 2016. Most of this growth is pro- at the same time providing greater jected to occur between 2004 and 2007 service frequency that is not economi- when trip lengths will increase by a cally feasible with larger jets. This is combined 57.5 miles, or 14.5 miles per expected to contribute to strong year. The large increase between growth during the early portion of the 2004 and 2007 is the result of the con- planning period, although this phe- tinued integration of regional jets and nomenon is expected to diminish dur- transfer of longer stage-length flights ing the mid-to-latter portion of the from the network partners. After planning period. 2007, passenger trip lengths will increase by 4.4 miles per year. The FAA forecasts the regional/commuter capacity to increase by 20.7 percent in 2005 and 11.9 per- AIR CARGO cent in 2006. These large increases result from the projected delivery of Air cargo traffic is comprised of nearly 439 regional jets in this two- freight/express and mail. Air cargo is year period. With 1,630 regional jets moved either in the bellies of passen- in service in 2004, the FAA projects ger aircraft or in dedicated all-cargo this will increase by nearly 50 percent aircraft. FAA data and forecasts are to 2,960 by 2016. Capacity growth presented in revenue ton miles will slow to 4.9 percent annually after (RTMs). 2005. An expected increase in the use of larger 70- and 90-passsenger re- Air cargo activity has historically had gional jets will increase the average a high correlation to Gross Domestic seating capacity from 46.3 seats in Product (GDP). Other factors that af- 2004 to 54.9 seats by 2016. fect air cargo growth are real yields, improved productivity, and globaliza- Enplanements are expected to grow tion. Ongoing trends that could im- 15.4 percent in 2005 and 9.9 percent prove the air cargo market include the in 2006. Between 2004 and 2016, en- opportunities from open skies agree- planements will grow an average of ments, decreasing costs from global 5.5 percent annually, from 128.9 mil- airline alliances, and increasing busi-

2-6 ness volumes from e-commerce. At over the last two decades. This is the same time, trends that could limit the majority of domestic air cargo air cargo growth include increased use activity. of e-mail, decreased costs of sending documents by facsimile, and increased • Modal shift – Improved service airline costs due to environmental and and economics from the use of al- security restrictions. ternative modes of cargo transport by the integrated cargo carriers Before 2001, air cargo was the fastest (e.g., FedEx, UPS, and DHL) has growing sector of the aviation indus- matured. try. From 1994 through 2000, total tons and RTMs grew at annual aver- • Increased USPS use of all- age rates of 8.0 and 8.6 percent. An cargo carriers – This initially re- economic slowdown in the U.S., com- sulted from the U.S. Postal Ser- bined with the collapse of the high- vice’s (USPS) need to improve con- tech industry and a slowing of im- trol over delivery. The trend has ports, resulted in declines of 5.0 per- continued due to security regula- cent in tons and 3.9 percent in RTMs. tions. Traffic began to recover in 2002 and 2003, showing increases, albeit not as • Increased use of mail substi- strong as in the past decade. tutes – Substitutes such as e-mail affect mail volume. The residual The FAA notes there are several fear of mail because of terrorism structural changes that are occurring has also been a factor. within the air cargo industry. Among them are the following: FAA’s forecasts of air cargo RTMs are predicated on several assumptions: • Security regulations – Security regulations put in place shortly af- 1) security restrictions concerning air ter 9/11 shifted cargo from the pas- cargo transportation will stay in senger airlines to the all-cargo air- place; lines. Additional regulations have been put in place since. These in- 2) there will be no additional terrorist clude requiring the carriers to con- attacks in the U.S.; duct random inspections, codifying and strengthening the “known 3) there will be continued domestic shipper” program, and establishing and international economic growth; a security program specifically to all-cargo operations by aircraft 4) most of the modal shift from air to over 20,000 pounds. ground has occurred; and

• Market maturation – The ex- 5) in the long term, cargo activity will press market in the United States be tied to economic growth. has matured after dramatic growth

2-7 The number of RTMs flown by U.S. to 38.6 percent by 2016. Wide-body carriers grew by 4.8 percent in 2004 to aircraft will increase proportionally. 35.1 billion. Total RTMs are forecast to increase 5.5 percent in 2005 and 5.2 percent in 2006. Over the following 10 GENERAL AVIATION years, total RTMs are projected to increase at an annual average rate of 5.1 Following more than a decade of de- percent. Exhibit 2B depicts the FAA cline, the general aviation industry forecasts for air cargo RTMs. was revitalized with the passage of the General Aviation Revitalization Act in Domestic cargo RTMs increased by 3.8 1994 that limits the liability on gen- percent in 2004 to 15.5 billion, primar- eral aviation aircraft to 18 years from ily due to U.S. economic growth. Do- the date of manufacture. This legisla- mestic RTMs are projected to increase tion sparked an interest to renew the 3.9 percent in 2005 and 3.5 percent in manufacturing of general aviation air- 2006. From 2007 through 2016, craft due to the reduction in product growth is expected to average 3.2 per- liability, as well as renewed optimism cent annually, based upon projected for the industry. The high cost of U.S. GDP growth. product liability insurance had been a major factor in the decision by many Between 1996 and 2004, the all-cargo U.S. aircraft manufacturers to slow or carrier percentage of U.S. domestic discontinue the production of general RTMs grew from 64.6 percent to 75.9 aviation aircraft. percent. By 2016, this share is projected to increase to 80 percent based The sustained growth in the general upon the advantages provided by the aviation industry slowed considerably integrated carriers. in 2001, negatively impacted by the events of September 11. Thousands of International RTMs flown by U.S. car- general aviation aircraft were riers grew to 19.6 billion in 2004, a 5.5 grounded for weeks due to no-fly zone percent increase over the previous restrictions imposed on operations of year. The FAA forecasts a 6.7 percent aircraft in security-sensitive areas. increase in 2005 and a 6.5 percent in- General aviation aircraft remain re- crease in 2006, followed by an average stricted at Washington National Air- annual increase of 6.3 percent through port. This, in addition to the economic 2016. The all-cargo carriers’ percent- recession that began in early 2001, age of the international market is pro- has had a negative impact on the gen- jected to increase from 59.7 percent in eral aviation industry. General avia- 2004 to 63.6 percent by 2016. tion shipments by U.S. manufacturers declined for three straight years from The all-cargo large jet aircraft fleet is 2001 through 2003. expected to grow from 947 in 2004, to 1,312 by 2016. Narrow-body aircraft Stimulated by an expanding U.S. in the fleet are projected to decline economy, as well as accelerated depre- from 54.2 percent of the fleet in 2004, ciation allowances for operators of new

2-8 INTERNATIONAL AIR CARGO REVENUE TON-MILES (RTM's) 05MP10-2B-2/10/06 U.S. COMMERCIAL CARRIER 44 42 HISTORICAL FORECASTS 40 38 36 34 32 30 28 26 24 22 20 18 16 BILLION RTM's 14 12 10 8 6 4 2 '14'13'12'11'10'09'08'07'06'05'04'03'02'01'00'99 '15 '16

All-Cargo Carrier Passenger Carrier Source: FAA Aerospace Forecasts, FY 2005-2016

DOMESTIC AIR CARGO REVENUE TON-MILES (RTM's) U.S. COMMERCIAL CARRIER 24 HISTORICAL FORECASTS 22 20 18 16 14 12 10

BILLION RTM's 8 6 4 2

'14'13'12'11'10'09'08'07'06'05'04'03'02'01'00'99 '15 '16

All-Cargo Carrier Passenger Carrier

Source: FAA Aerospace Forecasts, FY 2005-2016

Exhibit 2B U.S. AIR CARGO FORECASTS aircraft, general aviation staged a In 2003, there were an estimated relatively strong recovery in 2004. 210,600 active general aviation air- U.S. general aviation aircraft manu- craft in the U.S. Exhibit 2C depicts facturer shipments increased by 10.2 the FAA forecast for active general percent over the previous year. Pis- aviation aircraft. The FAA projects an tons (10.6 percent), turboprops (19.0 average annual increase of 1.1 percent percent), and jets (4.6 percent) all had through 2016, resulting in 240,070 ac- increased shipments. tive aircraft. Piston-powered aircraft are expected to grow at an average Resilience being demonstrated in the annual rate of 0.2 percent. This is piston aircraft market offers hope that due, in part, to declining numbers of the new aircraft models are attracting multi-engine piston aircraft, and the interest in the low-end market of gen- attrition of approximately 1,500 older eral aviation. The introduction of new single-engine aircraft annually. In light sport aircraft could provide fur- addition, it is expected that the new, ther stimulation in the coming years. light sport aircraft and the relatively inexpensive microjets will dilute or Despite a slower growth rate in ship- weaken the replacement market for ments than pistons and turboprops in piston aircraft. 2004, new models of business jets are also stimulating interest for the high- Owners of ultralight aircraft could be- end of the market. The FAA still ex- gin registering their aircraft as “light pects the business segment to expand sport” aircraft in 2005. The FAA es- at a faster rate than personal/sport timates there will be a registration of flying. Safety concerns, combined 10,000 aircraft in 2005-06. After that, with increased processing time at the forecast expects 300 to 500 new commercial terminals, make busi- aircraft will enter the active fleet on ness/corporate flying an attractive al- an annual basis. ternative. Turbine-powered aircraft (turboprop Another contributing factor to busi- and jet) are expected to grow at an av- ness/corporate aviation growth has erage annual rate of 3.2 percent over been the increasing popularity of frac- the forecast period. Even more sig- tional ownership in aircraft. Ap- nificant, the jet portion of this fleet is proximately 14 percent of the business expected to grow at an average annual jet deliveries in 2004 went to frac- growth rate of 5.4 percent. The total tional companies. The total number number of jets in the general aviation of airplanes in fractional programs has fleet is projected to grow from 8,425 in increased by 65.6 percent since 2000. 2004, to 15,900 by 2016. By the end of 2004, there were 4,765 individuals and companies in the U.S. The Business Aviation Panel has sug- that owned a share in a fractional air- gested that the market for the new craft. Still, the FAA believes that only Eclipse jet aircraft could add 5,000 a small percentage of this market has more aircraft to the fleet by 2010. been developed. This twin-engine business jet is ex-

2-9 U.S. ACTIVE GENERAL AVIATION AIRCRAFT 05MP10-2C-2/10/06 250 ACTUAL FORECAST

225

200

175

150

AIRCRAFT (in thousands)

125

120 1980 1985 1990 1995 2000 2005 2010 2015 YEAR

U.S. ACTIVE GENERAL AVIATION AIRCRAFT (in thousands) FIXED WING PISTON TURBINE ROTORCRAFT Single Multi- Sport Year EngineEngine Turboprop Turbojet Piston Turbine Experimental Aircraft Other Total

2004 144.0 17.7 7.3 8.4 2.2 4.7 20.8 N/A 6.2 211.3 (Est.) 2008 145.5 17.5 7.7 10.5 2.4 4.9 21.3 10.8 6.1 227.7 2012 147.0 17.4 8.1 13.3 2.5 5.1. 21.4 13.2 5.9 233.9 2016 148.0 17.2 8.4 15.9 2.6 5.3 21.4 15.4 5..8 240.1

Source: FAA Aerospace Forecasts, Fiscal Years 2005-2016.

Notes: An active aircraft is one that has a current registration and was flown at least one hour during the calendar year.

Exhibit 2C U.S. ACTIVE GENERAL AVIATION AIRCRAFT FORECASTS pected to be priced between $1 million As broad as this assumption may be, and $2 million, and is believed to have the trend line projection does serve as the potential to redefine business jet a reliable benchmark for comparing flying with the capability to support a other projections. true on-demand air taxi business service. The FAA forecast assumes that Correlation analysis provides a meas- microjets will begin to enter the active ure of direct relationship between two fleet in 2006 with 100 new aircraft, separate sets of historic data. Should and then grow by 400 to 500 aircraft there be a reasonable correlation be- per year, contributing a total of 4,500 tween the data sets, further evalua- aircraft to the jet forecast by 2016. tion using regression analysis may be employed.

FORECASTING APPROACH Regression analysis measures statistical relationships between dependent The development of aviation forecasts and independent variables, yielding a proceeds through both analytical and “correlation coefficient.” The correla- judgmental processes. A series of tion coefficient (Pearson’s “r”) meas- mathematical relationships is tested ures association between the changes to establish statistical logic and rain the dependent variable and the in- tionale for projected growth. However, dependent variable(s). If the “r- the judgment of the forecast analyst, squared” value (coefficient determina- based upon professional experience, tion) is greater than 0.95, it indicates knowledge of the aviation industry, good predictive reliability. A value and assessment of the local situation, less than 0.95 may be used, but with is important in the final determination the understanding that the predictive of the preferred forecast. The most reliability is lower. reliable approach to estimating aviation demand is through the utilization Market share analysis involves a his- of more than one analytical technique. torical review of the airport activity as Methodologies frequently considered a percentage, or share, of a larger re- include trend line/time-series projec- gional, state, or national aviation tions, correlation/regression analysis, market. A historical market share and market share analysis. trend is determined, providing an expected market share for the future. 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 2-10 in forecasts that extend beyond five • COMMERCIAL SERVICE years. Facility and financial planning • Annual Enplaned Passengers usually require at least a 10-year pre- • Operations and Fleet Mix view, since it often takes more than • Peak Activity five years to complete a major facility • Annual Instrument Approaches development program. However, it is important to use forecasts which do • AIR FREIGHT AND AIR MAIL not overestimate revenue-generating • Enplaned Pounds capabilities or understate demand for facilities needed to meet public (user) • GENERAL AVIATION needs. Facility and financial planning • Based Aircraft usually require at least a 10-year pre- • Based Aircraft Fleet Mix view, since it often takes more than • Local and Itinerant Operations five years to complete a major facility • Peak Activity development program. However, it is • Annual Instrument Approaches important to use forecasts which do not overestimate revenue-generating • AIR TAXI AND MILITARY capabilities or understate demand for • Local and Itinerant Operations facilities needed to meet public (user) needs. COMMERCIAL SERVICE

AVIATION ACTIVITY To determine the types and sizes of FORECASTS facilities necessary to properly accommodate present and future airline The following forecast analysis exam- activity at any airport, two basic ele- ines each of the aviation demand cate- ments must be forecast: annual en- gories expected at Sioux Falls Re- planed passengers and annual aircraft gional Airport over the next 20 years. operations. The number of annual en- Each segment will be examined indi- planed passengers is the most basic vidually, and then collectively, to pro- indicator of demand for commercial vide an understanding of the overall service activity. From a forecast of aviation activity at the airport annual enplanements, operations and through 2025. other activity descriptors can be projected based upon behavioral factors The need for airport facilities at Sioux characteristic of Sioux Falls Regional Falls Regional Airport can best be de- Airport or the airline industry as a termined by accounting for forecasts of whole. future aviation demand. Therefore, the remainder of this chapter presents The term “enplanement” refers to a the forecasts for airport users, and in- passenger boarding an airline flight. cludes the following: Enplaning passengers are then described in terms of “originating” or

2-11 “transfer.” Originating passengers are Exhibit 2D depicts the top 10 domes- those who board and depart in a com- tic destination markets for air travel- mercial service aircraft from an air- ers in the Sioux Falls catchment area port. Transfer passengers are all oth- and current non-stop flights by desti- ers, including those who have de- nation. parted from another location and are aboard aircraft using the airport as an TABLE 2A intermediate stop. Annual Enplanements Sioux Falls Regional Airport Year Enplanements % Change 1975 236,988 N/A Passenger Enplanements 1976 241,699 2.0% 1977 239,367 -1.0% Table 2A provides a history of pas- 1978 280,389 17.1% senger enplanements at Sioux Falls 1979 282,001 0.6% Regional Airport since 1975. This in- 1980 233,985 -17.0% 1981 172,690 -26.2% formation was obtained from airport 1982 201,956 16.9% records. Over the past 31 years, the 1983 216,819 7.4% airport has seen its passenger activity 1984 200,661 -7.5% fluctuate. The airport recorded a re- 1985 238,813 19.0% cord number of passengers in 2000, 1986 264,213 10.6% 1987 268,827 1.7% with 362,000 enplanements. A decline 1988 235,831 -12.3% in passengers would soon follow, with 1989 230,053 -2.5% annual enplanements falling 17 per- 1990 233,257 1.4% cent between 2000 and 2003, which is 1991 228,881 -1.9% a loss of more than 61,000 passengers. 1992 281,389 22.9% 1993 267,470 -4.9% A number of reasons contributed to 1994 283,491 6.0% this decline including: the loss in air 1995 286,707 1.1% service described above; the events of 1996 336,694 17.4% 9/11, which precipitated a decline in 1997 354,527 5.3% demand and air service; and the eco- 1998 344,854 -2.7% 1999 359,158 4.1% nomic recession, which impacted air 2000 362,000 0.8% travel demand. 2001 335,502 -7.3% 2002 303,897 -9.4% With the introduction of new air ser- 2003 300,958 -1.1% vice in the past couple of years, en- 2004 335,076 11.5% 2005 358,450 7.0% planements at Sioux Falls Regional Source: Airport Records. Airport have once again begun to increase. A total of 358,450 enplanements were reported in 2005, which is an increase of more than 19 percent The first method used to project enplanements at Sioux Falls Regional since 2003. This total was only 3,500 passengers less than the record high Airport involved time-series and regression analyses. However, these set in 2000 and is the highest total since 9/11. analyses each yielded a correlation coefficient of less than 0.95. As previ-

2-12 05MP10-2D-2/23/06

MSP FSDSSDD JFK

ORDOORRD SLCC CVG IAD DEN

LAS

PHXX ATL DFW

LEGENDL SiouxS Falls Regional Airport (FSD) TopTTo Ten Destination Non-StopN Flight by Destination

SIOUX FALLS REGIONAL AIRPORT TOP TEN DOMESTIC DESTINATIONS

1. Las Vegas, NV (LAS) 6. Minneapolis-St. Paul, MN (MSP) 2. Denver, CO (DEN) 7. Orlando, FL (SFB) 3. Chicago, IL (ORD) 8. New York, NY (JFK) 4. Phoenix, AZ (PHX) 9. Dallas/Ft. Worth, TX (DFW) 5. Washington D.C. (IAD) 10. Atlanta, GA (ATL)

SIOUX FALLS REGIONAL AIRPORT NON-STOP FLIGHTS BY DESTINATIONS

Minneapolis-St. Paul, MN (MSP) Las Vegas, NV (LAS) Chicago, IL (ORD) Phoenix, AZ (PHX)1 Denver, CO (DEN) Orlando, FL (SFB) Cincinnati, OH (CVG) Salt Lake City (SLC)2

1 Ceased operations on April 2, 2006. 2 Started service in June 2006.

Exhibit 2D TOP TEN DESTINATIONS AND NON-STOP FLIGHTS ously mentioned, an “r” value of less Table 2B examines scheduled en- than 0.95 does not indicate good pre- planements at Sioux Falls Regional dictive reliability and is considered too Airport as a percentage of domestic low to be used in developing accurate U.S. regional airline enplanements forecasts. since 1995. The average market share between 1995 and 2005 was 0.056 per- Additional forecasting methods were cent and was at 0.055 percent in 2005. also used to project future enplane- An enplanement projection based ments at Sioux Falls Regional Airport. upon a continuation of the 2005 share One method examined the airport’s is presented in Table 2B. This fore- historic market share of U.S. domestic cast projects the airport’s enplane- enplanements. National forecasts of ments to grow at an average annual U.S. domestic enplanements are com- rate of 3.3 percent through 2025. piled each year by the FAA and consider the state of the economy, fuel A second market share examines the prices, and prior year developments. airport recapturing a greater share of According to the most recent publica- the market and growing at a faster tion, FAA Aerospace Forecasts, Fiscal rate than national domestic airline Years 2005-2016, domestic passenger enplanements. As shown in Table enplanements are forecast to increase 2B, this increasing share projection at an average annual rate of 2.8 per- yields an average annual growth rate cent over the 12-year forecast period. of 4.1 percent and 805,200 enplanements in 2025.

TABLE 2B Market Share of U.S. Domestic Passenger Enplanements Sioux Falls Regional Airport (FSD) FSD U.S. Domestic FSD Market Share Year Enplanements Enplanements of Enplanements 1995 286,707 531,100,000 0.054% 1996 336,694 558,100,000 0.060% 1997 354,527 578,300,000 0.061% 1998 344,854 589,300,000 0.059% 1999 359,158 610,900,000 0.059% 2000 362,000 641,200,000 0.056% 2001 335,502 626,800,000 0.054% 2002 303,897 574,500,000 0.053% 2003 300,598 587,900,000 0.051% 2004 335,076 627,200,000 0.053% 2005 358,450 649,600,000 0.055% Constant Market Share 2010 427,800 777,800,000 0.055% 2015 499,300 907,800,000 0.055% 2025 681,300 1,238,800,0001 0.055% Increasing Market Share 2010 443,300 777,800,000 0.057% 2015 544,700 907,800,000 0.060% 2025 805,200 1,238,800,0001 0.065% Source: Historical and Forecast U.S. Domestic Enplanements – FAA Aerospace Forecasts (2005-2016); FSD Historical Enplanements – Airport Records. 1Extrapolated by Coffman Associates.

2-13

The next forecast examined the travel Based on historical trends, two projec- propensity factor (TPF) between the tions of TPF were developed. The first population of the Sioux Falls MSA, projection assumes the TPF will re- which includes Minnehaha and Lin- main static at 1.86, resulting in coln counties, and the number of re- 530,100 annual enplanements by the ported enplanements. As shown in year 2025. A second forecast assumes Table 2C, the TPF was 1.85 in 1995. the TPF will continue to increase, as Although this number has fluctuated has been the trend at the airport since over the past 10 years, it returned to 2003. This increasing TPF yields nearly the same number in 2005, 642,200 annual enplanements by the when a TPF of 1.86 was reported. end of the planning period. These forecasts are presented in Table 2C.

TABLE 2C Travel Propensity (Sioux Falls MSA) Sioux Falls Regional Airport (FSD) FSD Sioux Falls MSA Travel Propensity Year Enplanements Population Factor 1995 286,707 154,940 1.85 1996 336,694 158,290 2.13 1997 354,527 161,700 2.19 1998 344,854 165,200 2.09 1999 359,158 168,770 2.13 2000 362,000 172,412 2.10 2001 335,502 176,340 1.90 2002 303,897 180,360 1.68 2003 300,598 184,470 1.63 2004 335,076 188,680 1.78 2005 358,450 192,980 1.86 Constant TPF 2010 401,200 216,000 1.86 2015 445,800 240,000 1.86 2025 530,100 285,400 1.86 Increasing TPF 2010 421,200 216,000 1.95 2015 492,000 240,000 2.05 2025 642,200 285,400 2.25 Source: FSD Historical Enplanements – Airport Records; Historical Population – U.S. Census Bu- reau; Forecast Population – City of Sioux Falls Planning Department.

The FAA Terminal Area Forecast at Sioux Falls Regional Airport, with (TAF), released in January 2005, is an estimated 292,800 enplaned pas- considered for comparative purposes. sengers. The FAA projects the air- The FAA TAF is aligned with the fed- port’s enplanements to reach 426,200 eral fiscal year which begins on Octo- by 2015. It is important to note that ber 1. The FAA TAF used Fiscal Year the FAA TAF does not reflect the pas- 2003 as its base year for enplanements senger growth over the past two years. 2-14 Forecasts included in the 2001 Airport economy. For planning purposes, a Master Plan Update were also exam- mid-range forecast is generally chosen ined. The plan used 2000 as the base if it provides a reasonable growth rate. year, when 362,000 enplanements The preferred planning forecast is an were reported. Forecasts in this plan average of the forecasts developed by project 580,000 annual enplanements Coffman Associates and is as follows: by the year 2015. The forecasts in the 420,000 annual enplanements by 2001 Plan were prepared prior to the 2010; 486,000 annual enplanements events of September 11, 2001 and, by 2015; and 645,000 annual en- therefore, do not reflect the decline in planements by the year 2025. This enplanements that resulted in the af- represents a 3.0 percent annual termath. growth rate over the next 20 years. This is slightly higher than the his- The spread within the high and low torical growth rate over the past 10 forecasts is a reasonable window years (2.3%) and is consistent with na- within which actual enplanements tional trends. Table 2D and Exhibit may fall in the future, based upon sev- 2E summarize the passenger en- eral factors: number of local airlines, planement forecasts developed for frequency of flights, equipment, fares, Sioux Falls Regional Airport, as well non-stop destinations, and the local as the preferred planning forecast.

TABLE 2D Summary of Passenger Enplanement Forecasts Sioux Falls Regional Airport 2005 2010 2015 2025 Market Share of U.S. Domestic Enplanements Constant Market Share 427,800 499,300 681,300 Increasing Market Share 443,300 544,700 805,200 Travel Propensity Factor (Sioux Falls MSA) Constant TPF 401,200 445,800 530,100 Increasing TPF 421,200 492,000 642,200 FAA Terminal Area Forecast 375,100 426,700 - 2001 Airport Master Plan Update 510,000 580,0001 - Preferred Planning Forecast 358,450 420,000 486,000 645,000 1Interpolated

Changes in the flight schedule at nix with regional jet service since De- Sioux Falls Regional Airport can be cember 2004, will be terminating ser- expected in the future. America West vice on April 2, 2006. Efforts continue Express, which has served the Sioux to solicit air service to new markets. Falls market from their hub in Phoe-

2-15 900,000

05MP10-2E-2/22/06 HISTORICAL FORECAST

800,000

LEGEND

Market Share of U.S. Domestic Enplanements Constant Market Share E 700,000 Increasing Market Share Travel Propensity Factor (Sioux Falls MSA) Constant TPF N Increasing TPF 2.3% Historical Growth Rate (1995-2005) FAA Terminal Area Forecasts P 600,000 2001 Airport Master Plan Update L Preferred Planning Forecast A 500,000 N E 400,000 M E 300,000 N T 200,000 S

100,000

1995 2000 2005 2010 2015 2020 2025

Exhibit 2E ENPLANEMENT FORECAST SUMMARY Fleet Mix and airport, accounting for approximately Operations Forecast 40 percent of the fleet mix. Aircraft with a weighted average of 126 seats The fleet mix defines a number of key account for approximately 37 percent parameters in airport planning, in- of the fleet mix. Aircraft with a cluding critical aircraft, stage length weighted average of 152 seats account capabilities, and terminal gate con- for approximately 15 percent of the figurations. Changes in equipment, fleet mix and aircraft with less than airframes, and engines have always 50 seats account for the remaining had a significant impact on airlines eight percent of the fleet mix. and airport planning. There are many ongoing programs by the manufactur- Aircraft in the higher seating range ers to improve performance character- capacity (80-130 seats) are expected to istics. These programs are focusing on increase over the forecast period, ac- improvements in fuel efficiency, noise counting for approximately 44 percent suppression, and the reduction of air of the fleet mix by 2025. Aircraft in emissions. A fleet mix projection for the highest seating range capacity Sioux Falls Regional Airport has been (131+ seats) are also expected to in- developed by reviewing the aircraft crease over the forecast period, ac- historically used by airlines serving counting for approximately 17 percent the airport. of the fleet mix by the end of the planning period. Aircraft in the mid- As previously mentioned, five airlines seating range category (50-70 seats) currently provide scheduled passenger and aircraft in the low seating range service to Sioux Falls Regional Air- capacity (< 50 seats) are expected to port. Allegiant Air operates the decrease slightly over the planning pe- McDonnell Douglas MD83 (155 seats) riod, accounting for approximately 36 and the MD87 (130 seats). Delta Con- percent and three percent, respec- nection operates the 50-seat Canadair tively, by 2025. This decrease is con- Regional Jet and the 44-seat Canada sistent with national trends, which Regional Jet CR4. Northwest Airlines show a weakening demand for the 50- operates the Airbus A319 (124 seats), seat aircraft as airlines find it less the Airbus A320 (179 seats), the profitable than aircraft with greater McDonnell Douglas DC9-30/40/50 seating capacity. (90/115/125 seats), and the 34-seat Saab 340 (SFC) prop jet. United Ex- The fleet mix projections have been press operates the 50-seat CRJ and used to calculate the average seats per the 66-seat CRJ 700. America West departure, which, after applying a operates the 50-seat CRJ, but will boarding load factor, were used to pro- cease operations at Sioux Falls Re- ject annual departures. A boarding gional Airport on April 2, 2006. load factor is the percentage of enplanements to aircraft seating capac- As shown in Table 2E, aircraft with a ity. The boarding load factor is impor- weighted average of 52 seats make up tant to an airline because it is the ba- the majority of the fleet mix at the sis for measuring the ability to profit

2-16 in a given market. When a load factor rently 48 percent. Similar to the na- is low, an airline will generally cut tional trend, the boarding load factor back the number of seats available by for the airport is expected to increase either reducing the size of the aircraft slightly over the planning period, serving the market or reducing the reaching 50 percent in the long term. number of flights. Similarly, when the To compute annual operations, the av- load factor is high, an airline will be- erage seats-per-aircraft was first mul- gin to consider increasing the number tiplied by the boarding load factor to of flights or the size of its aircraft. obtain average enplanements per departure. Then, forecast operations Nationally, the FAA projects the were obtained by multiplying the commuter airline load factor to rise number of departures by two. Table slightly from an estimated 64.9 per- 2E summarizes the airline operations cent currently, to 67.1 by the year forecasts according to passenger lev- 2015. The boarding load factor at els, aircraft mix, and boarding load Sioux Falls Regional Airport is cur- factors.

TABLE 2E Airline Fleet Mix and Operations Forecast Sioux Falls Regional Airport FORECAST Fleet Mix Seating Capacity 2005 2010 2015 2025 < 50 seats (41 average) (CR4, Saab 340) 8% 7% 5% 3% 50-79 seats (52 average) (CRJ 200, CRJ 700) 40% 39% 38% 36% 80-130 seats (126 average) (A319, DC9-50, MD 83) 38% 40% 42% 44% 131+ seats (172 average) (A320, MD 83) 13% 14% 15% 17% Totals 100% 100% 100% 100% Average Seats Per Departure 92 95 97 101 Boarding Load Factor 48% 48% 49% 50% Enplanements Per Departure 44 45 48 51 Annual Enplanements 358,450 420,000 486,000 645,000 Annual Departures 8,450 9,300 10,200 12,800 Annual Operations 16,900 18,600 20,400 25,600 Source: Coffman Associates analysis.

AIR CARGO FORECASTS there are three all-cargo carriers operating at the airport: DHL, FedEx, and Air cargo is an encompassing term to UPS. These carriers use Sioux Falls describe the combined activities of air as a regional hub with smaller propel- mail and air freight/air express. Air ler aircraft and trucks playing an im- cargo is handled by passenger airlines, portant role in the distribution net- general aviation, and all-cargo air- work. Historical enplaned air cargo lines. At Sioux Falls Regional Airport, (including air mail and air freight) is 2-17 presented in Table 2F. As shown in most of the growth in the all-cargo the table, enplaned air cargo totals at sector. This has been the trend for Sioux Falls Regional Airport have several years, but is expected to be fluctuated over the past 10 years, stronger due to the more stringent re- ranging from a low of 29.3 million strictions on what can be carried on pounds in 1998 to a high of 37.8 mil- passenger planes. With strong growth lion pounds in 2004. There were more in the all-cargo area continuing do- than 36.5 million pounds of enplaned mestically, it is anticipated that the air cargo at the airport in 2005. Be- level of activity at Sioux Falls Re- cause of the airport’s fluctuations in gional Airport will continue to grow enplaned air cargo over the past 10 throughout the planning period. years, a time-series analysis would not Based on this, a forecast of enplaned provide good predictive reliability in air cargo was developed using an av- developing accurate forecasts. erage annual growth rate of 3.2 percent, which is consistent with national An alternative method for developing trends. Applying this growth rate a forecast of enplaned air cargo exam- yields 68.6 million pounds of enplaned ined the growth nationally. At the na- air cargo (54.4 million pounds of air tional level, the FAA forecasts air freight/14.2 million pounds of air mail) cargo traffic to continue to grow at a by 2025. faster rate than passenger traffic, with

TABLE 2F Historical Enplaned Air Cargo Sioux Falls Regional Airport Enplaned Air Enplaned Air Total Enplaned Annual % Year Freight (lbs.) Mail (lbs.) Air Cargo (lbs.) Change 1995 27,662,407 5,123,078 32,785,485 - 1996 27,338,160 5,669,396 33,007,556 0.7% 1997 31,299,240 4,839,595 36,138,835 9.5% 1998 27,212,938 2,166,174 29,379,112 -18.7% 1999 28,641,907 4,079,821 32,721,728 11.4% 2000 28,481,551 4,295,333 32,776,884 0.2% 2001 24,676,280 5,031,576 29,707,856 -9.4% 2002 25,631,640 4,561,482 30,193,122 1.6% 2003 30,773,738 6,207,108 36,980,846 22.5% 2004 30,494,242 7,315,089 37,809,331 2.2% 2005 28,994,674 7,561,287 36,555,961 -3.3% 3.2% Annual Growth Rate 2010 33,900,000 8,900,000 42,800,000 3.2% 2015 39,700,000 10,400,000 50,100,000 3.2% 2025 54,400,000 14,200,000 68,600,000 3.2% Source: Historical enplaned air cargo – Airport records; Forecasts – Based on national growth rate of 3.2% annually.

2-18 Historical deplaned air cargo at Sioux deplaned air cargo was developed us- Falls Regional Airport was also exam- ing the same 3.2 percent growth rate ined. Historical data was available projected for enplaned air cargo totals. back to 2001 and is presented in Ta- Applying this growth rate yields 76.6 ble 2G. There were more than 40.8 million pounds of deplaned air cargo million pounds of enplaned air cargo (61.8 million pounds of air freight/14.8 at the airport in 2005. Forecasts of million pounds of air mail) by 2025.

TABLE 2G Historical Deplaned Air Cargo Sioux Falls Regional Airport Deplaned Air Deplaned Air Total Deplaned Annual % Year Freight (lbs.) Mail (lbs.) Air Cargo (lbs.) Change 2001 26,075,330 6,073,173 32,148,503 - 2002 28,556,132 5,349,761 33,905,893 5.5% 2003 30,542,050 6,918,782 37,460,832 10.5% 2004 32,524,600 8,223,725 40,748,325 8.8% 2005 32,925,009 7,895,539 40,820,548 0.2% 3.2% Annual Growth Rate 2010 38,500,000 9,200,000 47,700,000 3.2% 2015 45,100,000 10,800,000 55,900,000 3.2% 2025 61,800,000 14,800,000 76,600,000 3.2% Source: Historical deplaned air cargo – Airport records; Forecasts – Based on national growth rate of 3.2% annually.

Total operations and the fleet mix of TABLE 2H all-cargo carriers operating at Sioux All-Cargo Operations Falls Regional Airport were also ex- Sioux Falls Regional Airport amined. Currently, DHL operates the Year All-Cargo Operations 2005 3,250 DC9-30/40; FedEx operates the B727- FORECAST 200; and UPS operates the A300-600, 2010 3,800 the B757-200/300, and the DC8-71/73. 2015 4,500 2025 6,100 The reported number of total all-cargo Source: Airport IQ Data operations in 2005 was obtained from Airport IQ Data and estimated at 3,250. A 3.2 percent annual growth GENERAL AVIATION rate was applied to the forecast years. FORECASTS This percentage is consistent with the projected annual growth rate of en- General aviation is defined as that planed air cargo and yields 6,100 all- portion of civil aviation which encom- cargo operations by the year 2025. passes all portions of aviation, except The forecast of all-cargo operations are commercial operations. To determine presented in Table 2H. the types and sizes of facilities that

2-19 should be planned to accommodate Registered Aircraft Forecasts general aviation activity, certain elements of this activity must be forecast. Data was collected on the history of These indicators of general aviation aircraft ownership in Minnehaha and demand include: based aircraft, air- Lincoln counties since 1995. This in- craft fleet mix, and annual operations. formation is presented in Table 2J. Aircraft registrations in the bi-county The number of based aircraft is the area have generally increased since most basic indicator of general avia- 1995, growing by 17 aircraft and at an tion demand. By first developing a average annual growth rate of 0.7 per- forecast of based aircraft, the growth cent. This is below the national aver- of aviation activities at the airport can age of 1.6 percent growth for U.S. ac- be projected. Aircraft basing at the tive general aviation aircraft during airport is somewhat dependent upon this same period. It is important to the nature and degree of aircraft own- note that hot air balloons are regis- ership in the local service area. As a tered in the counties; however, only result, aircraft registrations in the fixed-wing aircraft are included as area were reviewed and forecast first. part of the historical and forecast count of registered aircraft.

TABLE 2J Historical Registered Aircraft – Fixed-Wing Minnehaha Co. Lincoln County Bi-County Total Year Registered Aircraft Registered Aircraft Registered Aircraft 1995 221 22 243 1996 223 23 246 1997 220 27 247 1998 216 26 242 1999 217 27 244 2000 225 28 253 2001 225 29 254 2002 225 31 256 2003 226 42 268 2004 219 39 258 2005 219 42 261 Source: Aviation Goldmine CD (1996-2000); Avantex Aircraft & Airmen CD (2001-2004); FAA (2005).

Because of the fluctuations in regis- The first method used to forecast reg- tered aircraft in the bi-county region istered aircraft examined the bi- over the past 10 years, time-series and county’s market share of U.S. active regression analyses were not per- general aviation aircraft, which is preformed, as they would not provide use- sented in Table 2K. The bi-county’s ful projections of registered aircraft market share has remained rather numbers. Instead, other methods consistent over the past 10 years and were used to forecast registered air- was at 0.12 percent in 2005. There- craft in the bi-county region. 2-20 fore, only a constant market share was 303 registered aircraft in the bi-county applied to projections of U.S. active region by 2025. general aviation aircraft and yields

TABLE 2K Registered Aircraft Market Share of U.S. Active General Aviation (GA) Aircraft Bi-County Region (Minnehaha & Lincoln Counties) Bi-County U.S. Active % of U.S. Year Registered Aircraft GA Aircraft Active GA Aircraft 1995 243 188,100 0.13% 1996 246 191,100 0.13% 1997 247 192,400 0.13% 1998 242 204,700 0.12% 1999 244 219,500 0.11% 2000 253 217,500 0.12% 2001 254 211,500 0.12% 2002 256 211,200 0.12% 2003 268 210,600 0.13% 2004 258 211,300 0.12% 2005 260 219,800 0.12% Constant Market Share 2010 272 230,300 0.12% 2015 282 238,600 0.12% 2025 303 256,2001 0.12% Source: Historical Registered Aircraft - Aviation Goldmine CD (1996-2000); Avantex Aircraft & Airmen CD (2001-2004); FAA (2005); Historical & Forecast U.S. Active GA Aircraft – FAA Aero- space Forecasts, 2005-2016. 1Extrapolated

The population of the Sioux Falls MSA A constant ratio projection of 1.35 reg- has also been used as a comparison istered aircraft per 1,000 residents with registered aircraft in the bi- was first developed and yields 384 reg- county region. The forecast examined istered aircraft by 2025. A decreasing the historical registered aircraft as a share projection was also completed to ratio of 1,000 residents in the Sioux represent the historical trend at the Falls MSA. As shown in Table 2L, airport. This decreasing forecast the 2005 estimated population for the yields 327 registered aircraft by 2025. MSA was 192,980, which equals 1.35 These two market share projections registered aircraft per 1,000 residents. are shown in Table 2L. This is a decrease from 1995, when the airport had 1.57 registered aircraft per residents in the bi-county region.

2-21 TABLE 2L Registered Aircraft Per 1,000 Residents (Sioux Falls MSA) Bi-County Region (Minnehaha & Lincoln Count) Bi-County Sioux Falls MSA Registered Aircraft Year Registered Aircraft Population Per 1,000 Residents 1995 243 154,940 1.57 1996 246 158,290 1.56 1997 247 161,700 1.53 1998 242 165,200 1.47 1999 244 168,770 1.45 2000 253 172,412 1.47 2001 254 176,340 1.44 2002 256 180,360 1.42 2003 268 184,480 1.45 2004 258 188,680 1.37 2005 260 192,980 1.35 Constant Market Share 2010 290 216,000 1.35 2015 322 240,000 1.35 2025 384 285,400 1.35 Decreasing Market Share 2010 280 216,000 1.30 2015 299 240,000 1.25 2025 327 285,400 1.15 Source: Historical Registered Aircraft - Aviation Goldmine CD (1996-2000); Avantex Aircraft & Airmen CD (2001-2004); FAA (2005); Historical Population – U.S. Census Bureau; Forecast Popu- lation – City of Sioux Falls Planning Department. 1Extrapolated

The preferred planning forecast for represents a 1.4 percent average an- registered aircraft in the bi-county re- nual growth rate. Table 2M summa- gion is a mid-range of all the forecasts rizes the registered aircraft forecasts calculated by Coffman Associates and developed for the bi-county region, as yields 280 registered aircraft by 2010; well as the preferred planning fore- 300 registered aircraft by 2015; and cast. 340 registered aircraft by 2025. This

TABLE 2M Registered Aircraft Forecast Summary Bi-County Region (Minnehaha & Lincoln Counties) 2005 2010 2015 2025 Market Share of U.S. Active GA Aircraft Constant Market Share 272 282 303 Registered Aircraft Per 1,000 Residents (Sioux Falls MSA) Constant Ratio Projection 290 322 384 Decreasing Ratio Projection 280 299 327 Preferred Planning Forecast 260 280 300 340

2-22 Based Aircraft Forecasts formed. Instead, other methods were used to forecast based aircraft at the Having forecast the registered aircraft airport. in the bi-county region, based aircraft at Sioux Falls Regional Airport was The first method examined the air- reviewed to examine the potential port’s market share of registered air- change in market share. The based craft in the bi-county region (Minne- aircraft figures were obtained from the haha and Lincoln counties), which is FAA 5010 Form, which reflects a presented in Table 2N. In 2005, 37 based aircraft level of 95 in 2005. This percent of aircraft registered in the is an increase of 10 aircraft since 1995 two counties were based at Sioux Falls and represents an average annual Regional Airport. This is a two per- growth rate of 1.1 percent. The Sioux cent increase over the airport’s market Falls National Guard has approxi- share in 1995. A constant market mately 18 military aircraft (F-16 jets) share was applied to the projections of based at the airport. For the purpose registered aircraft and yields 124 of these forecasts, only the civilian air- based aircraft by 2025. An increasing craft are included in the based aircraft market share was also developed to count. represent the historical trend. This increasing market share projection Because only limited counts of based yields 139 based aircraft by the year aircraft at the airport over the past 10 2025. These two market share projec- years were available, time-series and tions are presented in Table 2N. regression analyses could not be per-

TABLE 2N Based Aircraft Market Share of Registered Aircraft (Minnehaha & Lincoln Counties) Sioux Falls Regional Airport (FSD) Bi-County Market Share of Year FSD Based Aircraft Registered Aircraft Registered Aircraft 1995 85 243 35% 2005 95 260 37% Constant Market Share 2010 102 280 37% 2015 110 300 37% 2025 124 340 37% Increasing Market Share 2010 106 280 38% 2015 117 300 39% 2025 139 340 41% Source: Historical Registered Aircraft - Aviation Goldmine CD (1996-2000); Avantex Aircraft & Airmen CD (2001-2004); FAA (2005); Based Aircraft – 2001 Airport Master Plan Update, AirNav.

Projections of based aircraft were also based at Sioux Falls Regional Airport. made in comparison to the percentage In 1995, based aircraft at the airport of U.S. active general aviation aircraft represented 0.045 percent of U.S. ac-

2-23 tive general aviation aircraft. This aircraft by 2025. A decreasing market percentage fell to 0.043 percent in share forecast was also developed to 2005. Table 2P depicts a projection of represent the historical trend at the future based aircraft demand assum- airport. This decreasing market share ing the airport maintains a constant forecast results in 105 based aircraft market share. As shown in the table, by 2025. this projection results in 111 based

TABLE 2P Based Aircraft Market Share of U.S. Active General Aviation (GA) Aircraft Sioux Falls Regional Airport (FSD) U.S. Active Market Share of Year FSD Based Aircraft GA Aircraft U.S. Active GA Aircraft 1995 85 188,100 0.045% 2005 95 219,800 0.043% Constant Market Share 2010 100 230,300 0.043% 2015 103 238,600 0.043% 2025 111 256,2001 0.043% Decreasing Market Share 2010 99 230,300 0.043% 2015 100 238,600 0.042% 2025 105 256,2001 0.051% Source: Historical Registered Aircraft - Aviation Goldmine CD (1996-2000); Avantex Aircraft & Airmen CD (2001-2004); FAA (2005); Based Aircraft – 2001 Airport Master Plan Update, AirNav. 1Extrapolated

The population of the Sioux Falls year 2000 and yields 140 based air- MSA, which includes Minnehaha and craft by 2025. A decreasing share pro- Lincoln counties, has also been used jection was also completed, assuming as a comparison with based aircraft. the historical trend at the airport con- The forecast examined the airport’s tinues. This decreasing forecast yields historical based aircraft as a ratio of 120 based aircraft by 2025. These two 1,000 residents in the two counties. market share projections are shown in As shown in Table 2P, the 2005 esti- Table 2Q. mated population of the bi-county region was 192,980, which equals 0.49 Two previous forecasts were also ex- based aircraft per 1,000 residents. amined. The forecast included in the This is a decline from 1995, when FAA Terminal Area Forecast (TAF) there were 0.55 based aircraft per used a base year of 2003 (116 based 1,000 residents in the bi-county re- aircraft) and projects 153 based air- gion. craft at Sioux Falls Regional Airport by the year 2020. It is important to A constant ratio of 0.49 based aircraft note that the based aircraft forecasts per 1,000 residents was first com- presented in the FAA TAF include pleted to reflect the ratio since the both civilian and military aircraft.

2-24 The forecast included in the 2001 Air- and projected 139 based aircraft by port Master Plan Update used a base the year 2020. number of 97 based aircraft that year

TABLE 2Q Based Aircraft Per 1,000 Residents (Sioux Falls MSA) Sioux Falls Regional Airport (FSD) Sioux Falls MSA Based Aircraft Per Year FSD Based Aircraft Population 1,000 Residents 1995 85 154,940 0.55 2005 95 192,980 0.49 Constant Market Share 2010 110 216,000 0.49 2015 120 240,000 0.49 2025 140 285,400 0.49 Decreasing Market Share 2010 100 216,000 0.47 2015 110 240,000 0.45 2025 120 285,400 0.41 Source: Historical Registered Aircraft - Aviation Goldmine CD (1996-2000); Avantex Aircraft & Airmen CD (2001-2004); FAA (2005); Based Aircraft – 2001 Airport Master Plan Update, AirNav.

The preferred planning forecast for represent an average annual growth Sioux Falls Regional Airport is a mid- rate of 1.6 percent. Table 2R and range of all the new forecasts calcu- Exhibit 2F summarize the based air- lated by Coffman Associates and craft forecasts developed for Sioux yields 105 based aircraft by 2010; 110 Falls Regional Airport, as well as the based aircraft by 2015; and 125 based preferred planning forecast. aircraft by 2025. These projections

TABLE 2R Based Aircraft Forecast Summary Sioux Falls Regional Airport 2005 2010 2015 2025 Market Share of Registered Aircraft (Minnehaha & Lincoln Counties) Constant Market Share 102 110 124 Increasing Market Share 106 117 139 Market Share of U.S. Active GA Aircraft Constant Market Share 100 103 111 Decreasing Market Share 99 100 105 Registered Aircraft Per 1,000 Residents (Sioux Falls MSA) Constant Ratio Projection 110 120 140 Decreasing Ratio Projection 100 110 120 2001 Airport Master Plan Update 115 1261 N/A FAA Terminal Area Forecast 130 140 N/A Preferred Planning Forecast 95 105 110 125 1Interpolated 2-25 160

05MP10-2F-2/23/06 HHIISTSTORORICICAALL FFOORREECACASTST

140

B 120 A S

E 100 D

A 80 I LEGEND

R Market Share of Registered Aircraft (Minnehaha & Lincoln County) C Constant Market Share Increasing Market Share R 60 Market Share of U.S. Active General Aviation Aircraft A Constant Market Share Decreasing Market Share F Ratio per 1,000 Residents (Sioux Falls MSA) T Constant Ratio Projection 40 Increasing Ratio Projection 2001 Airport Master Plan Update FAA Terminal Area Forecasts Preferred Planning Forecast

1995 2000 2005 2010 2015 2020 2025

Exhibit 2F BASED AIRCRAFT FORECAST SUMMARY Based Aircraft Fleet Mix forecast U.S. general aviation fleet trends to the current based aircraft According to airport records, the cur- fleet mix. The trend in general avia- rent fleet mix consists of the following: tion is toward a greater percentage of 55 single-engine aircraft, 36 multi- larger, more sophisticated aircraft as engine aircraft, and four jets. While part of the national fleet mix. This is the number of general aviation air- reflected in an increasing percentage craft based at Sioux Falls Regional of jets and multi-engine aircraft in the Airport is projected to increase, it is mix at Sioux Falls Regional Airport. important to know the fleet mix of the The number of single-engine aircraft aircraft expected to use the airport. is expected to increase, but will de- This will ensure the placement of crease as a percentage of total aircraft. proper facilities in the future. The general aviation fleet mix projections for the airport are presented in The forecast mix of based aircraft was Table 2S. determined by comparing existing and

TABLE 2S General Aviation Fleet Mix Forecast Sioux Falls Regional Airport EXISTING FORECAST Type 2004 % 2010 % 2015 % 2025 % Single-Engine 55 57.9% 58 55.0% 59 54.0% 61 49.0% Multi-Engine 36 37.9% 41 39.0% 44 40.0% 55 44.0% Jets 4 4.2% 6 6.0% 7 6.0% 9 7.0% Total 95 100.0% 105 100.0% 110 100.0% 125 100.0% *Multi-engine category includes turboprops.

General Aviation Operations use, since business aircraft are operated on a high frequency. General aviation operations are classified as either local or itinerant. A lo- Previous forecasts were first examined cal operation is a take-off or landing including the FAA Terminal Area performed by an aircraft that operates Forecast (TAF) and the 2001 Airport within sight of the airport, or which Master Plan Update. Forecasts in- executes simulated approaches or cluded in the FAA TAF used 2003 as touch-and-go operations at the airport. the base year for its projections, with Itinerant operations are those per- an estimated 50,468 operations that formed by aircraft with a specific ori- year. Forecasts included in the FAA gin or destination away from the air- TAF were provided through the year port. Generally, local operations are 2020. Extrapolation of the FAA TAF characterized by training operations. yields 63,200 annual general aviation Typically, itinerant operations in- operations by the year 2025. crease with business and commercial

2-26 Forecasts included in the 2001 plan A constant market share forecast of used 2000 (54,539 operations) as a 0.13 percent was first developed and base year for its projections through yields 60,800 annual general aviation the year 2020. Extrapolation of this operations by the year 2025. An in- plan yields 91,700 annual general creasing market share forecast was aviation operations by the year 2025. also developed, assuming the airport’s market share begins a return to its In order to develop an updated fore- previous level. This increasing mar- cast, the FAA’s projections for annual ket share forecast yields 78,300 an- general aviation operations at towered nual general aviation operations by airports were examined, along with the year 2025. Historically, itinerant Sioux Falls’ annual general aviation operations at Sioux Falls Regional operations and market share. Accord- Airport are accounting for approxi- ing to airport records, there were mately 60 percent of total operations, 46,785 general aviation operations for while local operations are accounting the year 2005. As shown in Table 2T, for approximately 40 percent. These this represents 0.13 percent of general percentages were applied to the fore- aviation operations at towered air- cast years. ports. This is a slight decrease from 1995, when the airport’s market share was 0.14 percent.

TABLE 2T General Aviation Operations Market Share of Towered Operations Sioux Falls Regional Airport (FSD) FSD FSD FSD GA Operations Itinerant Local Total (U.S.) at Towered FSD Market Year Operations Operations Operations Airports Share % 1995 35,436 15,907 51,343 35,926,600 0.14% 1996 37,918 20,168 58,086 35,298,300 0.16% 1997 37,695 14,473 52,168 36,833,300 0.14% 1998 37,483 19,155 56,638 38,046,500 0.15% 1999 38,286 23,340 61,626 39,999,600 0.15% 2000 34,944 19,595 54,539 39,878,500 0.14% 2001 35,991 19,380 55,370 37,627,000 0.15% 2002 38,562 20,764 59,326 37,653,200 0.16% 2003 32,043 17,254 49,297 35,524,000 0.14% 2004 32,471 17,484 49,955 34,938,200 0.14% 2005 28,419 18,366 46,785 35,563,100 0.13% Constant Market Share Projection 2010 30,120 20,080 50,200 38,030,400 0.13% 2015 32,100 21,400 53,500 40,540,500 0.13% 2025 36,480 24,320 60,800 46,070,1001 0.13% Increasing Market Share Projection 2010 31,920 21,280 53,200 38,030,400 0.14% 2015 36,480 24,320 60,800 40,540,500 0.15% 2025 46,980 31,320 78,300 46,070,1001 0.17% Source: GA Operations at Sioux Falls Regional Airport – Airport Records; GA Operations at Tow- ered Airports – FAA Aerospace Forecasts, Fiscal Years 2005-2016 1Extrapolated by Coffman Associates. 2-27 The ratio of general aviation opera- since then this number has fallen and tions to based aircraft was also exam- was at 494 in 2005. Both a constant ined. Historical data for in-between share projection and an increasing years were not shown due to a lack of share projection were developed and based aircraft records. In 1995, there yield 61,900 and 75,000 annual opera- were 604 operations per based aircraft tions, respectively. These forecasts at Sioux Falls Regional Airport, but are presented in Table 2V.

TABLE 2V General Aviation Operations Per Based Aircraft Sioux Falls Regional Airport (FSD) FSD FSD FSD Operations Itinerant Local Total FSD Per Based Air- Year Operations Operations Operations Based Aircraft craft 1995 35,436 15,907 51,343 85 604 2005 28,419 18,366 46,785 95 495 Constant Market Share Projection 2010 31,200 20,800 52,000 105 495 2015 32,700 21,800 54,500 110 495 2025 37,140 24,760 61,900 125 495 Increasing Market Share Projection 2010 32,760 21,840 54,600 105 520 2015 35,640 23,760 59,400 110 540 2025 45,000 30,000 75,000 125 600 Source: Historical Operations and Based Aircraft – Airport records.

A summary of the general aviation op- The preferred planning forecast for erations projections at Sioux Falls Re- the airport is an average of the new gional Airport is presented in Table forecasts developed by Coffman Asso- 2W. As previously mentioned, a mid- ciates. range forecast is generally chosen.

TABLE 2W Summary of General Aviation Operations Forecasts Sioux Falls Regional Airport 2005 2010 2015 2025 Market Share of GA Ops at Towered Airports Constant Market Share 50,200 53,500 60,800 Increasing Market Share 53,200 60,800 78,300 Ratio of Operations Per Based Aircraft Constant Ratio Projection 52,000 54,500 61,900 Increasing Ratio Projection 54,600 59,400 75,000 2001 Airport Master Plan Update 69,000 75,9001 91,7002 FAA Terminal Area Forecast 53,900 56,800 63,2002 Preferred Planning Forecast 46,785 52,000 57,000 70,000 1Interpolated 2Extrapolated

2-28 The preferred planning forecast yields in the month. However, commercial 70,000 annual general aviation opera- activity is often heavier on weekdays, tions by 2025 and is consistent with which may require an adjustment to increasing utilization assumptions by reflect peak weekday activity. the FAA. Itinerant operations are estimated to account for approximately 60 percent of total operations, while Airline Peaking local operations were estimated to ac- Characteristics count for approximately 40 percent. These percentages are expected to con- At Sioux Falls Regional Airport, the tinue through the planning period. peak months for passenger enplanements typically occur during the summer months of June, July, and PEAKING CHARACTERISTICS August. For planning purposes, it was estimated that 10.0 percent of total Most facility planning relates to levels annual enplanements occurred during of peak activity. The following plan- the peak month. This percentage can ning definitions apply to the peak pe- be expected to continue throughout riods: the planning period and has been applied to the forecasts of design hour • Peak Month – The calendar month operations at the airport. The design when peak aircraft operations oc- day was calculated by dividing peak cur. month figures by 30.

• Design Day – The average day in Ideally, hourly enplanements should the peak month. be used to examine changes in peak hour passengers as a percentage of de- • Busy Day – The busy day of a typi- sign day activity. The “design hour” cal week in the peak month. passengers were estimated based on current airline schedules. A consoli- • Design Hour – The peak hour dated departure schedule for the air- within the design day. port indicated that the busiest activity period consisted of four departures. It is important to note that only the Using typical seats available on these peak month is an absolute peak within flights, the peak hour represents 17 a given year. All other peak periods percent of the typical daily total of will be exceeded at various times dur- seats available. Future design hour ing the year. However, they do repre- enplanements were calculated using sent reasonable planning standards this percentage. Air carrier passenger that can be applied without overbuild- peaking characteristics are summa- ing or being too restrictive. rized in Table 2X.

The design day is normally derived by Monthly airline operations at Sioux dividing the peak month operations or Falls Regional Airport for 2005 were enplanements by the number of days estimated at 10.0 percent, consistent

2-29 with peak monthly enplanements. erations in 2005 was September (5,223 Based upon airline schedules at the operations), which represents ap- airport, the busiest operational period proximately 11.0 percent of total gen- includes seven flights, of which four eral aviation operations for the year. were arriving flights and three were Forecasts of peak activity have been departing flights. This peak hourly developed by applying this percentage operational period equates to 28 per- to the forecasts of annual operations. cent of design day activity. Future de- As previously mentioned, design day sign hour operations were calculated operations were calculated by dividing using this percentage. Peaking char- the total number of operations in the acteristics of airline operations are peak month by the number of days in summarized in Table 2X. the month. The design hour was estimated at 20 percent of the design day operations. Busy day operations General Aviation were calculated as 1.25 times the de- Peak Periods sign day activity. The general aviation peak activity forecasts are sum- According to FAA tower records, the marized in Table 2X. peak month for general aviation op-

TABLE 2X Peak Period Forecasts Sioux Falls Regional Airport FORECASTS 2005 2010 2015 2025 Airline Enplanements Annual 358,450 420,000 486,000 645,000 Peak Month (10.0%) 35,800 42,000 48,600 64,500 Design Day 1,200 1,400 1,600 2,200 Design Hour (17.0%) 200 240 270 370 Airline Operations Annual 16,900 18,600 20,400 25,600 Peak Month (11.0%) 1,700 1,900 2,000 2,600 Design Day 56 62 68 85 Design Hour (28.0%) 16 17 19 24 General Aviation Operations Annual 46,956 52,000 57,000 70,000 Peak Month (10.0%) 4,700 5,200 5,700 7,000 Design Day 157 173 190 233 Busy Day 196 217 238 292 Design Hour (20.0%) 39 43 48 58

AIR TAXI OPERATIONS tower (ATCT). Locally, the majority of air taxi operations recorded at the Air taxi activity is independently re- tower are performed by the commer- corded by the airport traffic control cial airlines (turboprop operations by

2-30 passenger and air cargo). However, this chapter, the remaining portion of this category also includes operations the air taxi category has been calcu- by other general aviation operators, lated by subtracting out other catego- and may include operations by Part ries from the ATCT count. This cate- 135 operators and Part 121 operators gory is expected to grow at the same (less than 60 seats). rate as general aviation itinerant traffic (two percent). Table 2Y presents Since the commercial (turboprop pas- historical and forecast air taxi opera- senger and jet cargo) operations have tions at Sioux Falls Regional Airport. been handled in previous sections of

TABLE 2Y Air Taxi Operations Sioux Falls Regional Airport Year Air Taxi Operations 2005 15,7101 FORECAST 2010 17,300 2015 19,100 2025 23,3001 1 Source: ATCT count, less recorded commercial operations in category.

MILITARY OPERATIONS TABLE 2Z Historical military operations at Sioux Military Operations Falls Regional Airport were obtained Sioux Falls Regional Airport from airport records and are presented Military Annual Growth Year Operations Rate in Table 2Z. Military activity at the 1995 10,671 --- airport has declined slightly from the 1996 12,419 16.4% levels of 10 years ago, but has been 1997 7,096 -42.9% rather consistent since 1997, with an 1998 7,585 6.9% average of 7,600 annual operations. 1999 6,760 -10.9% 2000 7,730 14.4% There are no known changes that 2001 8,520 10.2% would significantly alter the type of 2002 8,610 1.1% military operations at the airport. 2003 7,480 -13.1% Therefore, for planning purposes, mili- 2004 6,710 -10.3% tary operations are forecast at 7,600 2005 7,102 6.1% annual operations through the plan- FORECAST 2010 7,600 - ning period. Historically, military op- 2015 7,600 - erations have typically been split 50- 2025 7,600 - 50 between local and transient activ- Source: Historical Operations - Airport re- ity. This trend is expected to continue cords. through the planning period.

2-31 ANNUAL INSTRUMENT For 2005, there were an estimated APPROACHES 3,100 AIAs, which account for 5.4 percent of total itinerant operations. Forecasts of annual instrument ap- While AIAs can be partially attributed proaches (AIAs) provide guidance in to weather, they may be expected to determining an airport’s requirements increase as transient operations and for navigational aid facilities. An in- operations by more sophisticated air- strument approach is defined by the craft increase throughout the planning FAA as “an approach to an airport period. Therefore, AIAs as a percent- with the intent to land by an aircraft age of itinerant operations are ex- in accordance with an instrument pected to remain constant throughout flight rule (IFR) plan, when visibility the planning period. The projections is less than three miles and/or when of AIAs for Sioux Falls Regional Air- the ceiling is at or below the minimum port are summarized in Table 2AA. initial approach altitude.”

TABLE 2AA Annual Instrument Approaches (AIAs) Sioux Falls Regional Airport Annual Instrument Itinerant AIAs % of Itinerant Year Approaches Operations Operations 2005 3,100 57,083 5.4% FORECAST 2010 3,400 63,700 5.4% 2015 3,800 69,900 5.4% 2025 4,500 83,200 5.4% Source: Historical AIAs – FAA TAF

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

2-32 HISTORICAL FORECAST CATEGORY 2005 2010 2015 2025 ENPLANED PASSENGERS

05MP10-2G-11/29/06 358,450 420,000 486,000 645,000 AIR CARGO Enplaned 36,555,961 42,800,000 50,100,000 68,600,000 Deplaned 40,820,548 47,700,000 55,900,000 76,600,000 ANNUAL INSTRUMENT APPROACHES (AIAs) 3,100 3,400 3,800 4,500 ANNUAL OPERATIONS Itinerant Air Carrier 16,900 18,600 20,400 25,600 Air Cargo (jet) 3,250 3,800 4,500 6,100 General Aviation 28,419 31,200 34,200 42,000 Air Taxi 15,710 17,300 19,100 23,300 Military 3,473 3,800 3,800 3,800 Total Itinerant 67,752 74,700 82,000 100,800 Local General Aviation 18,366 20,800 22,800 28,000 Military 3,629 3,800 3,800 3,800 Total Local 21,995 24,600 26,600 31,800 Total Operations 89,747 99,300 108,600 132,600 BASED AIRCRAFT Single-Engine 55 58 59 61 Multi-Engine 36 41 44 55 Jets 4 6 7 9 Total Based Aircraft 95 105 110 125 ENPLANEMENTS FORECAST AIR CARGO FORECAST 800,000 80,000,000

700,000 70,000,000 Deplaned 600,000 60,000,000

500,000 50,000,000 Enplaned 400,000 40,000,000 ENPLANEMENTS

300,000 AIR CARGO (in tons) 30,000,000 2005 2010 2015 2020 2025 2005 2010 2015 2020 2025 OPERATIONS FORECAST BASED AIRCRAFT FORECAST 140,000 150

130,000 140 120,000 130 110,000 120 100,000 110 90,000 AIRCRAFT OPERATIONS 80,000 100 70,000 90 2005 2010 2015 2020 2025 2005 2010 2015 2020 2025

Note: Historical (2005) based upon actual airline landing reports and total operations reported by the FAA.

Exhibit 2G FORECAST SUMMARY Sioux Falls Regional Airport Authority Chapter Three FACILITY REQUIREMENTS CHAPTER THREE Sioux Falls Regional Airport Authority Facility Requirements

To properly plan for the future of Sioux Falls 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 the most cost-effective and efficient planning criteria, to determine the means for implementation. airfield (i.e., runways, taxiways, navigational aids, marking and lighting) The cost-effective, efficient, and orderly and landside (i.e., hangars, terminal development of an airport should rely building, cargo buildings, aircraft more upon actual demand at an airport parking apron) facility requirements. than on a time-based forecast figure. In order to develop a master plan The objective of this effort is to identify, that is demand-based rather than in general terms, the adequacy of the time-based, a series of planning horizon existing airport facilities, outline what milestones have been established new facilities may be needed, and when for Sioux Falls Regional Airport that take these may be needed to accommodate into consideration the reasonable forecast demands. Having established range of aviation demand projections these facility requirements, alternatives prepared in Chapter Two. It is impor- for providing these facilities will be tant to consider that the actual evaluated in Chapter Four, to determine activity at the airport may be higher or lower than projected activity levels.

3-1 By planning according to activity mile- provides flexibility in development, as stones, the resultant plan can accom- development schedules can be slowed modate unexpected shifts or changes or expedited according to actual de- in the area’s aviation demand. mand at any given time over the planning period. The resultant plan pro- The most important reason for utiliz- vides airport officials with a finan- ing milestones is that they allow the cially responsible and needs-based airport to develop facilities according program. Table 3A presents the to need generated by actual demand planning horizon milestones for each levels. The demand-based schedule activity demand category.

TABLE 3A Planning Horizon Activity Levels Sioux Falls Regional Airport Current Short Intermediate Long Levels Term Term Term Passenger Enplanements 358,450 420,000 486,000 645,000 Annual Operations 89,747 99,300 108,600 132,600 Based Aircraft 95 105 110 125

AIRFIELD REQUIREMENTS standards must be determined now, since the relocation of these facilities Airfield requirements include the need will likely be extremely expensive at a for those facilities related to the arri- later date. val and departure of aircraft. These facilities are comprised of the follow- The FAA has established a coding sys- ing items: tem to relate airport design criteria to the operational and physical charac- ! Runways (including safety teristics of aircraft expected to use the areas) airport. This code, the airport refer- ! Taxiways ence code (ARC), has two components: ! Navigational Aids the first component, depicted by a let- ! Airfield Lighting and Marking ter, is the aircraft approach speed (operational characteristic); the second The selection of appropriate Federal component, depicted by a Roman nu- Aviation Administration (FAA) design meral, is the airplane design group standards for the development and lo- and relates to aircraft wingspan cation of airport facilities is based (physical characteristic). Generally, primarily upon the characteristics of aircraft approach speed applies to run- the aircraft which are currently using ways and runway-related facilities, or are expected to use the airport. while aircraft wingspan primarily re- Planning for future aircraft use is of lates to separation criteria involving particular importance since design taxiways, taxilanes, and landside fa- standards are used to plan separation cilities. distances between facilities. These 3-2 According to FAA Advisory Circular In order to determine facility require- (AC) 150/5300-13, Airport Design, an ments, an ARC should first be deter- aircraft’s approach category is based mined, and then appropriate airport upon 1.3 times its stall speed in land- design criteria can be applied. This ing configuration at that aircraft’s begins with a review of the type of air- maximum certificated weight. The craft using and expected to use Sioux five approach categories used in air- Falls Regional Airport. Exhibit 3A port planning are as follows: provides a listing of typical aircraft and their associated ARC. Category A: Speed less than 91 knots. The FAA recommends designing air- Category B: Speed 91 knots or more, port functional elements to meet the but less than 121 knots. requirements of the most demanding ARC for that airport. Sioux Falls Re- Category C: Speed 121 knots or more, gional Airport currently accommo- but less than 141 knots. dates a wide variety of civilian aircraft. Business and personal aircraft Category D: Speed 141 knots or more, using the airport include small single but less than 166 knots. and multi-engine propeller aircraft (which fall within approach categories Category E: Speed greater than 166 A and B and airplane design group I) knots. and turboprop and jet aircraft (which fall within approach categories B, C, The airplane design group (ADG) is and D and airplane design groups I based upon the aircraft’s wingspan. and II). The six ADGs used in airport planning are as follows: The airport is also used by jet and prop-jet aircraft for transporting pas- Group I: Up to but not including 49 sengers in scheduled service by Alle- feet. giant Air, Delta Connection, North- west Airlines, and United Express. Group II: 49 feet up to but not includ- Allegiant Air operates the McDonnell ing 79 feet. Douglas MD83 (155 seats) and the MD87 (130 seats). Delta Connection Group III: 79 feet up to but not in- operates the 50-seat Canadair Re- cluding 118 feet. gional Jet and the 44-seat Canada Re- gional Jet CR4. Northwest Airlines Group IV: 118 feet up to but not in- operates the Airbus A319 (124 seats), cluding 171 feet. the Airbus A320 (179 seats), the McDonnell Douglas DC9-30/40/50 se- Group V: 171 feet up to but not in- ries (90/115/125 seats), the 85-seat cluding 214 feet. Avro regional jet, and the 34-seat Saab 340 (SFC) prop jet. United Ex- Group VI: 214 feet or greater. press operates the 50-seat CRJ and the 66-seat CRJ 700. America West

3-3 • Beech Baron 55 A-I • Beech Bonanza C-I, D-I • Cessna 150 05MP10-3A-2/14/06 • Cessna 172 • Cessna Citation • Beech 400 Mustang • Lear 25, 31, 35, 45, • Eclipse 500 55, 60 • Piper Archer • Israeli Westwind • Piper Seneca • HS 125-400, 700

less than 12,500 lbs. • Cessna Citation III, B-I • Beech Baron 58 C-II, D-II VI, VIII, X • Beech King Air 100 • Gulfstream II, III, IV • Cessna 402 • Canadair 600 • Cessna 421 • ERJ-135, 140, 145 • Piper Navajo • CRJ-200, 700, 900 • Piper Cheyenne • Embraer Regional Jet • Swearingen Metroliner • Lockheed JetStar • Cessna Citation I • Super King Air 350

less than 12,500 lbs. • ERJ-170, 190 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 120 • L1011 A-III, B-III D-V • DHC Dash 7 • DHC Dash 8 • DC-3 • Convair 580 • B-747 Series • Fairchild F-27 • B-777 • ATR 72 • ATP

Note: Aircraft pictured is identified in bold type.

Exhibit 3A AIRPORT REFERENCE CODES operated the 50-seat CRJ, but ceased from obstructions that could affect the operations at Sioux Falls Regional safe operation of aircraft. These in- Airport on April 2, 2006. clude the runway safety area (RSA), object free area (OFA), obstacle free As determined by the fleet mix fore- zone (OFZ), and runway protection cast in Chapter Two, aircraft in the zone (RPZ). higher-seating range capacity (80-130 seats) are expected to increase over The RSA is “a defined surface sur- the forecast period, accounting for ap- rounding the runway prepared or proximately 44 percent of the fleet mix suitable for reducing the risk of dam- by 2025. Aircraft in the highest- age to airplanes in the event of an un- seating range capacity (131+ seats) dershoot, overshoot, or an excursion are also expected to increase over the from the runway.” Standards to the forecast period, accounting for ap- RSA have recently been changed to proximately 17 percent of the fleet mix reflect a shorter dimension required by the end of the planning period. prior to the runway threshold, and to Aircraft in the mid-seating range allow for the provision of an Engi- category (50-70 seats) and aircraft in neered Materials Arresting System the low-seating range capacity (< 50 (EMAS) or other approved arresting seats) are expected to decrease slightly system in lieu of a portion of the tradi- over the planning period, accounting tional RSA as overrun protection. for approximately 36 percent and three percent, respectively, by 2025. An OFA is an area on the ground centered on the runway, taxiway, or cen- Cargo aircraft currently operating at terline, provided to enhance the safety Sioux Falls Regional Airport define of aircraft operations, except for ob- the critical airplane design group, jects that need to be located in the while business jets and military air- OFA for air navigation or aircraft craft define the critical approach ground maneuvering purposes. speed. Therefore, Runways 3-21 and 15-33 should ultimately consider ARC An OFZ is a volume of airspace that is D-IV design requirements. It should required to be clear of objects, except be noted that it is not necessary to de- for frangible items required for navi- sign all of the airfield systems to ARC gation of aircraft. It is centered along D-IV design standards. Runway 9-27 the runway and extended runway cen- serves as a secondary general aviation terline. runway and can be designed to lesser standards. The existing ARC for The RPZ is defined as an area off the Runway 9-27 is B-II. runway end to enhance the protection of people and property on the ground. The RPZ is trapezoidal in shape and AIRFIELD DESIGN STANDARDS centered about the extended runway centerline. The dimensions of an RPZ The FAA has established several are a function of the runway ARC and imaginary surfaces to protect aircraft approach visibility minimums. operational areas and keep them free 3-4 Tables 3B and 3C summarize the de- on Runway 21 (southwest). The local- sign requirements of these safety ar- izer antenna is located 777 feet beyond eas by airport reference code for all the runway end. The OFAs on Run- three runways. The FAA expects ways 21 and 15 are limited by airport these areas to be free from obstruc- property/perimeter fences. Runway 9- tions. Currently, the 1,000-foot RSA 27 meets all safety area standards. (beyond runway end) is not fully met

TABLE 3B Airfield Safety Area Dimensional Standards (feet) Sioux Falls Regional Airport ARC D-IV ARC D-IV Runway Standards Runway Standards 3-21 CAT I 15-33 1 mi. vis. Runway Safety Area (RSA) Width 500 500 500 500 Length Prior to Landing Threshold 600 600 600 600 Length Beyond Runway End 1,000 (3); 1,000 1,000 1,000 777 (21) Runway Object Free Area (OFA) Width 800 800 800 800 Length Beyond Runway End 1,000 (3); 1,000 604 (15); 1,000 622 (21) 1,000 (33) 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 1,000 500 500 Outer Width 1,750 1,750 1,010 1,010 Length 2,500 2,500 1,700 1,700 Source: FAA Airport Design Computer Program, Version 4.2D.

TABLE 3C Airfield Safety Area Dimensional Standards (feet) Sioux Falls Regional Airport ARC B-II Runway Standards 9-27 > 1 mile vis. Runway Safety Area (RSA) Width 150 150 Length Prior to Landing Threshold 300 300 Length Beyond Runway End 300 300 Runway Object Free Area (OFA) Width 500 500 Length Beyond Runway End 300 300 Runway Obstacle Free Zone (OFZ) Width 250 250 Length Beyond Runway End 200 200 Runway Protection Zone (RPZ) Inner Width 500 500 Outer Width 700 700 Length 1,000 1,000 Source: FAA Airport Design Computer Program, Version 4.2D.

3-5

AIRFIELD CAPACITY craft that may operate on the runway and if operations can occur during An airport’s airfield capacity is ex- poor weather conditions. pressed in terms of its annual service volume (ASV). Annual service volume is a reasonable estimate of the maxi- • RUNWAY CONFIGURATION mum number of operations that can be accommodated in a year. Annual ser- The existing runway configuration at vice volume accounts for annual dif- Sioux Falls Regional Airport consists ferences in runway use, aircraft mix, of three intersecting runways in a tri- and weather conditions. The airport’s angular pattern: Runway 3-21 serves annual service volume was examined as the primary runway and is 8,999 utilizing FAA Advisory Circular (AC) feet long and 150 feet wide. Primary 150/5060-5, Airport Capacity and De- Runway 15-33 is 8,000 feet long and lay. 150 feet wide. Runway 9-27 is 3,152 feet long and 75 feet wide. Designed primarily for general aviation aircraft, FACTORS AFFECTING Runway 9-27 also serves as a taxiway ANNUAL SERVICE VOLUME for the primary runways.

Exhibit 3B graphically represents the various factors included in the calcula- • RUNWAY USE tion of an airport’s annual service volume. These include: airfield charac- Runway use is normally dictated by teristics, meteorological conditions, wind conditions. The direction of aircraft mix, and demand characteris- takeoffs and landings is generally de- tics (aircraft operations). These fac- termined by the speed and direction of tors are described below. wind. It is generally safest for aircraft to take off and land into the wind, avoiding a crosswind (wind that is Airfield Characteristics blowing perpendicular to the travel of the aircraft) or tailwind components The layout of the runways and taxi- during these operations. ways directly affects an airfield’s capacity (as does radar coverage). This not only includes the location and ori- • EXIT TAXIWAYS entation of the runways, but the percentage of time that a particular run- Exit taxiways have a significant im- way or combination of runways is in pact on airfield capacity since the use. Additional airfield characteristics number and location of exits directly include the length, width, load bearing determines the occupancy time of an strength, and instrument approach aircraft on the runway. The airfield capability of each runway at the air- capacity analysis gives credit to exits port, which determine the type of air- located within a prescribed range

3-6 AIRFIELD LAYOUT

05MP10-3B-2/14/06 Runway Configuration Runway Use Number of Exits

WEATHER CONDITIONS VMC IMC PVC

AIRCRAFT MIX

&& AA Single Piston CC BB Business Jet Commuter

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

7 6 Arrivals and Total Annual 5 4 3 2 Departures Operations 1 JFMAMJJASOND Touch-and-Go Operations

Exhibit 3B AIRFIELD CAPACITY FACTORS (3,000 to 5,500 feet) from a runway’s level and/or visibility is less than three threshold. This range is based upon statute miles. Under IFR conditions, the mix index of the aircraft that use pilots must rely on instruments for the runway. The exits must be at navigation and guidance to the run- least 750 feet apart to count as sepa- way. Safe separations between air- rate exits. Under these criteria, Run- craft must be assured by following air ways 3, 21, 15, and 33 are each cred- traffic control rules and procedures. ited with one exit taxiway. Runway 9- This leads to increased distances be- 27 is not credited with any exit taxi- tween aircraft, which diminishes airways. field capacity. The third category, poor visibility conditions (PVC), exists when cloud ceilings are less than 500 Meteorological Conditions feet above ground level and visibility is less than one mile. Weather conditions have a significant affect on airfield capacity. Airfield ca- According to recent wind data, VFR pacity is usually highest in clear conditions have occurred approxi- weather, when flight visibility is at its mately 89.6 percent of the time, best. Airfield capacity is diminished whereas IFR conditions have occurred as weather conditions deteriorate and approximately 9.0 percent of the time. cloud ceilings and visibility are re- PVC conditions have occurred ap- duced. As weather conditions deterio- proximately 1.4 percent of the time rate, the spacing of aircraft must in- and have been included as part of IFR crease to provide allowable margins of weather conditions in determining air- safety. The increased distance be- field capacity for Sioux Falls Regional tween aircraft reduces the number of Airport. aircraft which can operate at the airport during any given period. Conse- quently, this reduces overall airfield Aircraft Mix capacity. Aircraft mix refers to the speed, size, There are three categories of meteoro- and flight characteristics of aircraft logical conditions, each defined by the operating at the airport. As the mix of reported cloud ceiling and flight visi- aircraft operating at an airport in- bility. Visual flight rule (VFR) condi- creases to include larger aircraft, air- tions exist whenever the cloud ceiling field capacity begins to diminish. This is greater than 1,000 feet above is due to larger separation distances ground level and visibility is greater that must be maintained between air- than three statute miles. VFR flight craft of different speeds and sizes. conditions permit pilots to approach, land, or takeoff by visual reference Aircraft mix for the capacity analysis and to see and avoid other aircraft. is defined in terms of four aircraft classes. Classes A and B consist of Instrument flight rule (IFR) conditions single and multi-engine aircraft exist when the reported cloud ceiling weighing less than 12,500 pounds. is less than 1,000 feet above ground Aircraft within these classifications 3-7 are primarily associated with general these classes include the larger and aviation operations, but this classifica- faster aircraft in the operational mix. tion also includes some air taxi and The existing and projected operational regional airline aircraft (i.e., Cessna fleet mix for the airport is summarized Caravan used for air cargo service). in Table 3D. Consistent with projec- Class C consists of multi-engine air- tions prepared in the previous chapter, craft weighing between 12,500 pounds the operational fleet mix at the airport and 300,000 pounds. This broad clas- is expected to increase its percentage sification includes turboprops, busi- of Class C aircraft as regional airline ness jets, and large commercial airline operations increase and the business aircraft. All aircraft over 300,000 and corporate use of general aviation pounds are in Class D, including wide- aircraft increases at the airport. The body and jumbo jets. All scheduled percentage of Class C aircraft is airline and cargo aircraft currently higher during IFR conditions as some operating at Sioux Falls Regional Air- general aviation operations are sus- port are included within Classes C and pended during poor weather condi- D. tions. The percentage of Class D aircraft operating at Sioux Falls Regional For the capacity analysis, the percent- Airport is also projected to increase as age of Classes C and D aircraft operat- some of the cargo operators transition ing at the airport is critical in deter- to larger transport aircraft. mining the annual service volume, as

TABLE 3D Aircraft Operational Mix Sioux Falls Regional Airport Weather Year A&B C D VFR (Visual) Base (2005) 70.9% 28.2% 1.0% Short Term 69.0% 29.9% 0.8% Intermediate Term 67.3% 31.5% 0.7% Long Term 64.5% 34.1% 0.6% IFR Base (2005) 2.4% 94.3% 3.3% (Instrument) Short Term 2.0% 94.6% 3.4% Intermediate Term 1.6% 95.0% 3.4% Long Term 1.0% 95.5% 3.5%

Demand Characteristics erations that can be conducted at the airport. Operations, not only the total number of annual operations, but the manner in which they are conducted, have an • PEAK PERIOD OPERATIONS important effect on airfield capacity. Peak operational periods, touch-and- For the airfield capacity analysis, av- go operations, and the percent of arri- erage daily operations during the peak vals impact the number of annual op- month is calculated based upon data 3-8 recorded by the airport traffic control • PERCENT OF ARRIVALS tower. These peak operational levels were calculated in Chapter Two for The percentage of arrivals as they re- existing and forecast levels of opera- late to the total number of operations tions. Typical operational activity is in the design hour is important in de- important in the calculation of an air- termining airfield capacity. Under port’s annual service level, as “peak most circumstances, the lower the per- demand” levels occur sporadically. centage of arrivals, the higher the The peak periods used in the capacity hourly capacity. Except in unique cir- analysis are representative of normal cumstances, the aircraft arrival- operational activity and can be ex- departure split is typically 50-50. At ceeded at various times through the Sioux Falls Regional Airport, traffic year. information indicated no major devia- tions from this pattern, and arrivals were estimated to account for 50 per- • TOUCH-AND-GO cent of design period operations. OPERATIONS

A touch-and-go operation involves an CALCULATION OF aircraft making a landing and an im- ANNUAL SERVICE VOLUME mediate takeoff without coming to a full stop or exiting the runway. These The preceding information was used operations are normally associated in conjunction with the airfield capac- with general aviation training opera- ity methodology developed by the FAA tions and are included in local opera- to determine airfield capacity for tions data recorded by the airport traf- Sioux Falls Regional Airport. fic control tower.

Touch-and-go activity is counted as Hourly Runway Capacity two operations as there is an arrival and a departure involved. A high per- The first step in determining annual centage of touch-and-go traffic nor- service volume involves the hourly ca- mally results in a higher operational pacity of each runway configuration in capacity because one landing and one use. The percentage use of each run- takeoff occurs within a shorter time way configuration in VFR and IFR than individual operations. Touch- weather, the amount of touch-and-go and-go operations are recorded by the training activity, and the number and airport traffic control tower and cur- locations of runway exits become im- rently estimated to account for ap- portant factors in determining the proximately 30 percent of annual op- hourly capacity of each runway con- erations. figuration.

3-9 Considering the existing and forecast long term. Exhibit 3C summarizes mix and the additional factors dis- the airport’s ASV and projected an- cussed above, the hourly capacity of nual operations over the planning ho- each runway configuration was com- rizons. FAA Order 5090.3B, Field puted. The use of both primary run- Formulation of the National Plan of ways during VFR weather conditions Integrated Airport Systems (NPIAS), results in the highest hourly capacity indicates that improvements for air- of the airfield, which is estimated at field capacity purposes should only be 84 operations per hour. considered when operations exceed 60 percent of the annual service volume As the mix of aircraft operating at an during the planning period. airport changes to include an increasing percentage of Classes C and D air- Local general aviation operations ac- craft, the hourly capacity of the run- count for approximately 18,366 annual way system is also reduced. This is operations, a level which does not because larger aircraft require longer greatly affect capacity on the runway utilization of the runway for takeoffs system at peak periods. and landings, and because the greater approach speeds of the aircraft require increased separation. This contributes AIRSIDE FACILITIES to a slight reduction in the hourly capacity of the runway system over the Airside facilities include those facili- planning period. ties that are related to the arrival, departure, and ground movement of aircraft. These components include: Annual Service Volume

• Runways Once the weighted hourly capacity is • Taxiways known, the annual service volume can • Navigational Approach Aids be determined. Annual service vol- and Instrument Approaches ume is calculated by the following • Airfield Lighting, Marking, equation: and Signage

Annual Service Volume = C x D x H C = Weighted hourly capacity RUNWAY ORIENTATION D = Ratio of annual demand to average daily demand during the peak month For the operational safety and effi- H = Ratio of average daily demand to ciency of an airport, it is desirable for peak hour demand during the peak the primary runway of an airport’s month runway system to be oriented as close as possible to the direction of the pre- Using the projected number of 132,600 vailing winds. This reduces the im- annual operations by the year 2025, pact of wind components perpendicu- the ASV as a percentage of capacity is lar to the direction of travel of an air- projected to reach 59.9 percent in the 3-10 200,000 05MP10-3C-11/29/06

180,000 195,000 193,000 191,000 190,000

160,000 ANNUAL SERVICE VOLUME

140,000

120,000

132,600 100,000

OPERATIONS 108,600 80,000 99,300

89,747 60,000

40,000

20,000

OPERATIONAL DEMAND FORECAST

BASE SHORT INTERMEDIATE LONG TERM YEAR TERM TERM

Exhibit 3C DEMAND VS. CAPACITY craft that is landing or taking off (de- daily temperature of the hottest fined as a crosswind). month, runway gradient, critical aircraft type expected to use the runway, FAA design standards specify that ad- and the stage length of the longest ditional runway configurations are non-stop trip destination. needed when the primary runway configuration provides less than 95 per- Aircraft performance declines as ele- cent wind coverage at specific cross- vation, temperature, and runway gra- wind components. The 95 percent dient factors increase. For calculating wind coverage is computed on the ba- runway length requirements at Sioux sis of crosswinds not exceeding 10.5 Falls Regional Airport, elevation is knots for small aircraft weighing less 1,429 feet above mean sea level (MSL); than 12,500 pounds and from 13 to 20 the mean maximum daily temperature knots for aircraft weighing over 12,500 of the hottest month is 86.2 degrees pounds. Exhibit 3D depicts the wind Fahrenheit (F). Runway end eleva- rose for Sioux Falls Regional Airport tions vary by six feet (Runway 3-21), and summarizes wind coverage for the seven feet (Runway 15-33), and less airport. than one foot (Runway 9-27) across the airfield. As shown in the table on the exhibit, the combined wind coverage exceeds The FAA’s design software was used 95 percent for all crosswind compo- to verify general aircraft runway nents. The combined wind coverage length requirements for general avia- actually exceeds 95 percent without tion aircraft, which are summarized in Runway 9-27. Therefore, based on Table 3E. The appropriate FAA run- this analysis, the runway system at way length planning category for the airport is properly oriented to pre- Runways 3-21 and 15-33 is “75 percent vailing wind flows and aircraft opera- of large airplanes 60,000 pounds or tional safety is maximized. No new less at 90 percent useful load.” As runway orientations are needed at the shown in the table, the FAA recom- airport, and Runway 9-27 does not mends a minimum runway length of need to be upgraded beyond its cur- 7,000 feet for this runway length cate- rent design standard. gory.

In examining runway length require- Runway Length ments at the airport, the primary runway should be designed to accom- Runway length is the most important modate the most demanding aircraft consideration when evaluating the currently serving the airport. This in- airside facility requirements for future cludes the aircraft operated by the all- aircraft serving Sioux Falls Regional cargo operators. Aircraft expected to Airport. Runway length requirements serve the airport in the future should are based upon five primary elements: also be considered. airport elevation, the mean maximum

3-11

TABLE 3E Runway Length Requirements Sioux Falls Regional Airport

AIRPORT AND RUNWAY DATA

Airport elevation ...... 1,429 feet Mean daily maximum temperature of the hottest month...... 86.2° F Maximum difference in runway centerline elevation...... 7 feet Length of haul for airplanes of more than 60,000 pounds ...... 1,000 miles

RUNWAY LENGTHS RECOMMENDED FOR AIRPORT DESIGN

Small airplanes with less than 10 passenger seats 75 percent of these small airplanes ...... 3,000 feet 95 percent of these small airplanes ...... 3,500 feet 100 percent of these small airplanes ...... 4,200 feet Small airplanes with 10 or more passengers seats ...... 4,500 feet

Large airplanes of 60,000 pounds or less 75 percent of large airplanes at 60 percent useful load ...... 5,500 feet 75 percent of large airplanes at 90 percent useful load ...... 7,000 feet 100 percent of large airplanes at 60 percent useful load...... 5,800 feet 100 percent of large airplanes at 90 percent useful load ...... 8,600 feet

Airplanes of more than 60,000 pounds ...... 6,600 feet Reference: FAA’s airport design computer software utilizing Chapter Two of AC 150/5325-4A, Runway Length Requirements for Airport Design, no changes included.

As previously mentioned, the current at the airport are those flown by the mix of aircraft operating at Sioux scheduled passenger airlines and the Falls Regional Airport includes a wide cargo operators. range of transient business jets. These include aircraft within the The required take-off and landing Cessna Citation family of business lengths (feet) for the aircraft flown by jets, Gulfstream business jets, Bom- the scheduled passenger airlines and bardier/Learjet, and Raytheon jet air- cargo operators, as well as several craft, as well as several others. Based business jets are shown in Table 3F. upon data available from the FAA, With the primary runway at 9,000 there were an estimated 3,000 opera- feet, Sioux Falls Regional Airport is tions by business jet aircraft over a able to support all commercial aircraft one-year period (May 1, 2004 – April operated by the airlines and cargo op- 30, 2005). erators, and all business jets flying into the airport, although some cargo While there were nearly 3,000 opera- aircraft (in particular, the DC-8-73 tions by business jets at Sioux Falls freighter) are limited by the current Regional Airport in a one-year period, length. the most demanding aircraft operating

3-12 TABLE 3F Runway Length Requirements – Individual Aircraft Performance Required Take-off Required Landing Aircraft Type Length (feet) Length (feet) Airbus 320-200 5,1001 7,050 Airbus 300-600 6,8001 7,200 Boeing B727-200 7,2001 7,350 Boeing B757-200 6,6001 7,490 Bombardier CRJ 200 7,760 7,130 Bombardier CRJ 700 6,905 7,480 Bombardier CRJ 900 7,800 7,690 Canadair Challenger 600/610 7,810 4,080 Cessna Citation V 5,910 8,110 Cessna Citation VI 4,940 4,070 Cessna Citation X 7,645 5,610 DC8-73F 9,2001 8,200 DC9 Series 30 5,6001 5,980 DC9 Series 40 5,6001 6,055 DC9 Series 50 6,0001 6,215 Falcon 2000 7,300 3,760 Falcon 50 6,600 3,320 Gulfstream IV 7,100 4,700 Gulfstream V 8,160 4,055 Hawker 800XP 6,780 3,445 IAI Astra 1125 7,240 4,290 Lear 31A 4,095 3,630 Lear 35A 4,280 3,280 Lear 45 5,980 3,910 Lear 60 7,310 5,025 MD 83 6,1001 8,520 MD 87 5,5001 7,460 Saab 340 5,240 4,790 Sources: Individual aircraft performance characteristics with distances adjusted for temperature and elevation, maximum load and range. 1 Required takeoff length is limited to actual stage lengths for current schedules. Landing lengths assume wet runway conditions.

Runway Width FAA and should satisfy future needs with normal maintenance. Runway width is primarily determined by the planning ARC for the particular runway. FAA design stan- Pavement Strength dards specify a minimum width of 150 feet for Runways 3-21 and 15-33’s de- The most important feature of airfield sign group (IV) and a minimum width pavement is its ability to withstand of 75 feet for Runway 9-27’s design repeated use by aircraft of significant group (II). Each runway currently weight. The current strength rating meets the standard established by the on Runway 3-21 is 200,000 pounds 3-13 single wheel loading (SWL), 200,000 ways are based upon the wingspan of pounds dual wheel loading (DWL), the critical aircraft using the runway. and 444,000 pounds dual tandem Since this varies between the three wheel loading (DTWL). Runway 15-33 runways, different standards apply. has a current strength rating of Runway 3-21 is served by full-length 150,000 pounds SWL, 175,000 pounds parallel Taxiway B. The Taxiway B DWL, and 260,000 pounds DTWL. centerline is 660 feet from the runway Runway 9-27 has a current strength centerline on the north end and 560 rating of 30,000 pounds SWL. The feet from the runway centerline on the current strength rating on all three south end. These exceed the 400-foot runways is sufficient for the fleet of separation standard required for ARC aircraft currently serving, and ex- D-IV. Runway 15-33 is served by full- pected to serve, the airport in the fu- length parallel Taxiway A. The Taxi- ture. way A centerline is 400 feet from the runway centerline, which meets the A pavement study contracted by the 400-foot separation standard for ARC State of South Dakota was completed D-IV. Taxiways A and B are both 150 in 2005 and indicated the majority of feet in width, which meets the stan- runway, taxiway, and apron pavement dards required for ARC D-IV. The de- on the airfield were in good, very good, sign standard for Runway 9-27 (B-II) or excellent condition. The only areas was also examined. The current width that were in poor or very poor condi- of parallel Taxiway C meets the 35- tion were a few access taxiways pro- foot standard for ARC B-II and the viding access to the general aviation 635-foot runway/taxiway separation facilities, as well as a small apron area exceeds the 240-foot standard. All adjacent to one of the T-hangars. The other taxiways at Sioux Falls Regional pavement sections and pavement con- Airport are at least 50 feet in width dition index (PCI) have been depicted and will be sufficient through the on Exhibit 3E. planning period.

TAXIWAYS AIRFIELD MARKING, LIGHTING, AND SIGNAGE Taxiways are constructed primarily to facilitate aircraft movements to and In order to facilitate the safe move- from the runway system. Some taxi- ment of aircraft about the field, airways are necessary simply to provide ports use pavement markings, light- access between the aprons and run- ing, and signage to direct pilots to ways, whereas other taxiways become their destinations. Runway markings necessary as activity increases at an are designed according to the type of airport to provide safe and efficient instrument approach available on the use of the airfield. runway. FAA Advisory Circular 150/5340-1J, Marking of Paved Areas Design standards for separation be- on Airports, provides the guidance tween the runways and parallel taxi- necessary to design airport markings.

3-14 05MP10-3E-11/29/06

PCI LEGEND 86-100 Excellent 71-85 Very Good 56-70 Good 0 1200 41-55 Fair NORTH 26-40 Poor SCALE IN FEET 11-25 Very Poor 0-10 Failed Source: South Dakota Department of Transportation

Exhibit 3E PAVEMENT CONDITION OVERVIEW Runway 3-21 has the necessary mark- Airfield signage provides another ings for the ILS approach which serves means of notifying pilots as to their the runway. Nonprecision instrument location on the airport. A system of markings exist on Runway 15-33, signs placed at several airfield inter- while basic markings exist on Runway sections on the airport is the best 9-27. The markings on all three run- method available to provide this guid- ways will suffice through the planning ance. Signs and runway guard lights period. (RGL) located at intersections of taxiways provide crucial information to Taxiway and apron areas also require avoid conflicts between moving air- marking. Yellow centerline stripes craft. Directional signage instructs are currently painted on all taxiway pilots as to the locations of taxiways surfaces at the airport to provide this and terminal aprons. At Sioux Falls guidance to pilots. The apron areas Regional Airport, all signs installed at also have centerline markings to indi- the taxiway and runway intersections cate the alignment of taxilanes within are lit. these areas. Besides routine maintenance of the taxiway striping, these markings will be sufficient through NAVIGATIONAL AND the planning period. APPROACH AIDS

Airport lighting systems provide criti- Electronic and visual guidance to ar- cal guidance to pilots during nighttime riving aircraft enhance the safety and and low visibility operations. Run- capacity of the airfield. Such facilities ways 3-21 and 15-33 are equipped are vital to the success of the airport, with high intensity runway lighting and provide additional safety to pas- (HIRL), while Runway 9-27 is sengers using the air transportation equipped with medium intensity run- system. While instrument approach way lighting (MIRL). Runway 3-21 aids are especially helpful during poor also has centerline lights, while Run- weather, they are often used by com- way 21 has touchdown zone lighting. mercial pilots when visibility is good. These will be adequate through the There are currently ten published in- planning period. strument approaches to Sioux Falls 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 all taxiways on the airfield, aids provide an exact alignment and with the exception of taxiways leading descent path for an aircraft on final into T-hangar areas on the east side. approach to a runway, while nonpreci- The existing airfield lighting systems, sion instrument approach aids provide while adequate in intensity, will re- only runway alignment information. quire routine maintenance and up- Most existing precision instrument grades during the planning period. approaches in the United States are

3-15 instrument landing systems (ILS). At Global Positioning System Sioux Falls Regional Airport, Runway 3-21 is equipped with a precision in- The advent of technology has been one strument approach, while Runway 15- of the most important contributing 33 is equipped with a nonprecision in- factors in the growth of the aviation strument approach. industry. Much of civil aviation and aerospace technology has been derived With the advent of the Global Posi- and enhanced from the initial devel- tioning System (GPS), stand-alone in- opment of technological improvements strument-assisted approaches that for military purposes. The use of or- provide vertical guidance down to biting satellites to confirm an air- visibility minimums currently associ- craft’s location is the latest military ated with precision runways, will development to be made available to eventually be established. As a result, the civil aviation community. airport design standards that formerly were associated with a type of instru- The FAA has already approved the ment procedure (precision/ nonpreci- publication of thousands of “overlay” sion) are now revised, to relate instead GPS instrument approach procedures. to the designated or planned approach Stand-alone GPS approaches using visibility minimums. the Wide Area Augmentation System (WAAS) will gradually be phased in to provide a Category I approach, while Existing Instrument Approaches Local Area Augmentation Systems (LAAS) will provide a Category I/II/III As previously mentioned, a Category I approach. Approach lighting and ILS instrument approach is available runway lighting systems in use today for Runways 3 and 21, which allows will continue to be required for the de- for landings when the cloud ceiling is sired approaches. 200 feet above the ground and visibility is restricted to one mile for aircraft in any category. The ILS Runway 3 Visual Approach Aids and 21 approaches can also be utilized as localizer-only or circling ap- In most instances, the landing phase proaches. When using only the local- of any flight must be conducted in vis- izer portion of the ILS (for course guid- ual conditions. To provide pilots with ance only) or using the ILS approach visual guidance information during to land at a different runway end (de- landings to the runway, electronic vis- fined as a circling approach), the cloud ual approach aids are commonly pro- ceilings and visibility minimums in- vided at airports. A four-light visual crease for all aircraft categories. The approach slope indicator (VASI-4L) is projected instrument approaches installed on the approach end of Run- (Chapter Two) support the eventual way 21. A four-light precision ap- upgrade of the ILS on Runway 3-21 to proach path indicator (PAPI) is in- Category II. stalled on the approach ends of Run-

3-16 ways 3, 15, and 33. As most airports located at the south end of the airfield, are replacing older VASIs with the west of the Runway 3 end. The ASOS PAPI system, consideration should be also includes a remote wind hy- given to replacing the existing VASI-4 grothermometer, which measures both on the approach end of Runway 21 the temperature and the dew point of with a PAPI-4, which is less costly to the air and automatically sends the maintain and operate. information to a computer for access by the National Weather Service. The approach ends of Runways 3 and Data are collected constantly. 21 are equipped with a Medium Inten- sity Approach Lighting System with An airport surveillance radar (ASR) is Runway Alignment Indicator Lights located about mid-field, east of Taxi- (MALSR). A MALSR provides visual way B2. An ASR provides relatively guidance to landing aircraft by radiat- short-range coverage within approxi- ing light beams in a directional pat- mately 40 miles of an airport and as- tern by which the pilot aligns the air- sists “approach control” in handling craft with the extended centerline of terminal traffic. It also can be used as the runway. an instrument approach aid. Prelimi- nary planning for an updated ASR has indicated a preferred site on the west Runway end identifier lights (REILs) side of the airfield. are flashing lights that facilitate identification of the runway end. REILs The airport is also equipped with a are installed on both ends of Runway Low Level Windshear Alert System 15-33. These existing REILs are suffi- (LLWAS), which measures wind speed cient and should be maintained and direction at remote sensor station throughout the planning period. sites situated around the airport ter-

minal.

Weather Reporting

LANDSIDE The airport is equipped with an automated surface observation system REQUIREMENTS (ASOS). The ASOS provides automated aviation weather observations Landside facilities are those necessary 24 hours per day. The system updates for handling aircraft, passengers, and weather observations every minute, freight while on the ground. These continuously reporting significant facilities provide the essential inter- weather changes as they occur. The face between the air and ground ASOS system reports cloud ceiling, transportation modes. The capacities visibility, temperature, dew point, of the various components of each area wind direction, wind speed, altimeter were examined in relation to projected setting (barometric pressure), and demand to identify future landside fa- density altitude (airfield elevation cor- cility needs. rected for temperature). The ASOS is

3-17 GROSS TERMINAL building area can be useful in provid- BUILDING AREA ing a general overview of the existing facility’s adequacy to accommodate The existing terminal building was demand, although on-going review of built in 1970 and totaled approxi- the terminal’s functional areas and mately 97,300 square feet. Several their adequacy to meet growing de- improvements/additions have been mand is a more useful yardstick in made to the terminal building since long-term planning. 1970. An extensive renovation project was completed in 1990 that not only Exhibit 3F summarizes the available included improving the aesthetics of functional area within the new termi- the building, but also included a new nal building. Gross estimates of ter- gift shop, snack and lounge area, a minal building space were developed new public-use conference room, and for the planning period based upon the improvements to the electrical, heat- forecast enplanement levels and indi- ing, and ventilation systems. A 9,200 cate that additional terminal area may square-foot addition was completed in be required before the end of the plan- 2002 and accommodates a new bag- ning period and individual areas gage claim, expanded rental offices, within the terminal building may and a Federal Inspections Services reach capacity before the end of the processing area including facilities for planning period, depending on the USCS, INS, and USDA. Improve- number of airlines serving the airport. ments in 2003 – 2004 provided additional space for TSA and passenger waiting areas (upper and lower levels). TERMINAL AREA The terminal building now totals ap- AUTOMOBILE PARKING proximately 106,500 square feet.

Vehicle parking for the terminal com- The main functional areas include plex includes public (long-term and ticketing, airline operations, baggage short-term), employee, and rental car claim, and departure lounges. As pas- space. There are 1,646 long-term and senger enplanements increase and the 303 short-term spaces located in the number of passengers in peak periods terminal parking lots. Airport em- increases, each of these areas can be ployee parking is provided in a 120- expected to experience increased de- space lot behind bag claim. There are mand. The analysis does not take into a total of 350 rental car parking consideration the additional space spaces located on the airport. This in- needs for in-line screening. This will cludes 250 ready/return parking be examined in more detail during the spaces located south of the passenger terminal alternatives evaluation. terminal building and a rental car overflow lot near the intersection of There are various methods of deter- Jaycee Lane and Minnesota Avenue mining the gross amount of terminal providing an additional 100 spaces. building area that is necessary to accommodate specific levels of passenger As shown in Table 3G, the current demand. Gross estimates of terminal ratio of public parking spaces to en- 3-18 05MP10-3F-11/29/06

ENPLANEMENTS CURRENTLY 420,000 486,000 645,000 AVAILABLE TICKETING Counter Length (l.f.) 190 140 160 220 Counter Area (s.f.) 1,900 1,400 1,600 2,200 Ticket Lobby (s.f.) 4,700 3,500 4,100 5,400 Airline Operations/Bag Make-up (s.f.) 11,400 7,800 9,200 10,300 DEPARTURE FACILITIES Aircraft Apron Positions 6 6 6 6 Holdroom Area (s.f.) 10,200 6,200 7,100 9,500 BAGGAGE CLAIM Claim Display (l.f.) 120 280 320 430 Claim Lobby Area (s.f.) 5,000 7,600 8,700 11,600 TERMINAL SERVICES Rental Car Counter Length (l.f.) 60 100 110 140 Counter Queue Area (s.f) 1,000 2,000 2,200 2,800 Lobby (s.f.) 400 600 700 800 Food/Gifts (s.f.) 12,300 10,400 12,100 16,000 Restrooms (s.f.) 3,400 1,900 2,200 2,900 PUBLIC LOBBY Greeting Lobby/Seating (s.f.) 7,000 6,800 8,100 10,800 Security Queuing Area (s.f.) 2,600 2,500 2,900 3,900 AIRPORT ADMINISTRATION Offices/Conference Room (s.f.) 7,200 5,200 5,900 7,500 TOTAL PROGRAMMED TERMINAL AREA 67,100 55,900 64,800 69,300 (Excludes circulation, maintenance, storage, misc. areas). AUTO PARKING Public Short Term/Long Term 1,949 1,470 1,700 2,260 Rental Car 350 280 320 430 Employee 120 210 240 320

Source: Coffman Associates Analysis Note: Public parking increased in 2006.

Exhibit 3F PASSENGER TERMINAL BUILDING REQUIREMENTS planements is approximately 3.7 public parking space requirements. spaces per 1,000 enplanements, which Based upon this method, additional is slightly greater than the common public parking will be needed in the planning standard of 3.5 spaces per short term. Possible expansions to the 1,000 enplanements. A constant ratio public parking will be examined in the of 3.7 was used to project the future following chapter.

TABLE 3G Terminal Area Automobile Parking Sioux Falls Regional Airport Total Ratio Per Year Enplanements Public Parking Enplanement Base Year 358,450 1,319* 3.7 Forecast Short Term 420,000 1,560 3.7 Intermediate Term 486,000 1,800 3.7 Long Term 645,000 2,390 3.7 * Prior to expansion in 2006.

AIRPORT TRAFFIC A) There must be maximum visi- CONTROL TOWER bility of the airport traffic pat- SITING CONSIDERATIONS terns.

While the existing control tower pro- B) There must be a clear, unob- vides a central location on the airfield, structed, and direct view of all and an unobstructed view to all move- approaches to all runways or ment areas on the airfield, new build- landing areas and to all run- ing elevations on the east side have way and taxiway surfaces. been limited by the existing tower height. It also needs to be updated to C) The proposed site must be meet current control tower standards. large enough to accommodate Therefore, consideration should be current and future building given to a new tower. While siting is needs, including employee traditionally undertaken with an in- parking spaces. dependent FAA tower siting study, the master plan provides the opportunity D) The proposed tower must not to examine siting considerations, and violate FAR Part 77 surfaces a cursory review of potential reloca- unless it is absolutely neces- tion options. The following are man- sary. datory operational and spatial requirements per FAA Order 6480.4, E) The proposed tower must not Airport Traffic Control Tower Siting derogate the signal generated Criteria, used for locating potential by any existing or planned control tower sites: electronic facility.

3-19 For any site analysis, line-of-sight con- planning purposes, it is necessary to siderations are paramount. Minimum estimate hangar requirements based eye elevations must be sited in accor- upon forecast operational activity. dance with FAA Order 6480.4. Sites However, hangar development should should also take into account local be based upon actual demand trends traffic patterns, flight patterns in rela- and financial investment conditions. tionship to sunrise and sunset coordi- While a majority of aircraft owners nates, and the locations of building prefer enclosed aircraft storage, a masses that may obstruct visibility. number of based aircraft will still tie- Additionally, controllers should not be down outside (due to the lack of han- required to cross active aircraft oper- gar availability, hangar rental rates, ating areas. Discussions with local and/or operational needs). At Sioux personnel and officials may also have Falls Regional Airport, nearly all the important bearing on the site location. based aircraft are currently stored in enclosed hangar facilities. Therefore, requirements for future enclosed han- GENERAL AVIATION gar facilities were planned for each REQUIREMENTS based aircraft.

The purpose of this section is to de- Approximately 50 percent of the han- termine the landside space require- gared aircraft at Sioux Falls Regional ments for general aviation hangar and Airport are currently stored in T- apron parking facilities during the hangars. The majority of aircraft cur- planning period. In addition, the total rently stored in these hangars are sin- surface area needed to accommodate gle engine. A planning standard of general aviation activities throughout 1,200 square feet per based aircraft the planning period is estimated. has been used to determine future requirements.

HANGARS The other half of hangared aircraft are stored in executive/conventional han- Utilization of hangar space varies as a gars, which are designed for multiple function of local climate, security, and aircraft storage. As the trend towards owner preferences. The trend in gen- more sophisticated aircraft continues eral aviation aircraft, whether single throughout the planning period, it is or multi-engine, is towards more so- important to determine the need for phisticated aircraft (and, conse- more executive/conventional hangars. quently, more expensive aircraft); For executive/conventional hangars, a therefore, many aircraft owners prefer planning standard of 1,200 square feet enclosed hangar space to outside tie- was used for single engine aircraft, downs. while a planning standard of 3,000 square feet was used for multi-engine, The demand for aircraft storage han- jet, and helicopters. These planning gars is dependent upon the number standards recognize that some of the and type of aircraft expected to be larger business jets require a greater based at the airport in the future. For amount of space. 3-20 Since portions of executive/ conven- Future hangar requirements for the tional hangars are also used for air- airport are summarized in Table 3H. craft maintenance, and servicing, re- As shown in the table, additional han- quirements for maintenance/service gar area will be required before the hangar area were estimated using a end of the short term planning period. planning standard of approximately Chapter Four, Airport Development 15 percent of the total hangar space Alternatives, will examine the options needs. available for hangar development at the airport and determine the best location for each type of hangar facility.

TABLE 3H Aircraft Storage Requirements Sioux Falls Regional Airport Future Requirements Currently Short Intermediate Long Available Term Term Term Total Aircraft to be Hangared 95 105 110 125 Single Engine Positions 55 58 59 61 Multi-Engine Positions 40 47 51 64 Hangar Area Requirements (s.f.) T-Hangar Area 57,500 62,400 66,000 74,400 Executive Hangar Area 25,500 43,200 51,000 60,600 Conventional Hangar Area 116,800 87,000 91,800 108,600 Maintenance Area 10,700 28,900 31,300 36,500 Total Hangar Area (s.f.) 210,500 221,500 240,100 280,100

AIRCRAFT PARKING APRON For planning purposes, 25 percent of the based aircraft total will be used to A parking apron should provide for the determine the parking apron require- number of locally-based aircraft that ments of local aircraft, due to some are not stored in hangars, and for aircraft requiring both hangar storage those aircraft used for air taxi and and parking apron. Since the majority training activity. Parking should be of locally-based aircraft are stored in provided for itinerant aircraft (pas- hangars, the area requirement for senger and air freight) as well. As parking of locally-based aircraft is mentioned in the previous section, ap- smaller than for transient aircraft. proximately 97 percent of based air- Therefore, a planning criterion of 650 craft at Sioux Falls Regional Airport square yards per aircraft was used to are currently stored in hangars. It is determine the apron requirements for estimated that the percentage of based local aircraft. aircraft stored in hangars will remain near 97 percent by the end of the Along with based aircraft parking planning period. needs, transient aircraft parking

3-21 needs must also be considered when Total aircraft parking apron require- determining apron requirements. A ments for general aviation are pre- planning criterion of 800 square yards sented in Table 3J. Currently, apron was used for single and multi-engine area at the airport totals approxi- itinerant aircraft, and 1,600 square mately 48,000 square yards, with ap- yards for itinerant jets. proximately 85 total tie-down positions. Additional apron area will be needed in the future.

TABLE 3J General Aviation Aircraft Parking Apron Requirements Sioux Falls Regional Airport Currently Short Intermediate Long Available Term Term Term Single, Multi-Engine Transient Aircraft Positions 25 28 34 Apron Area (s.y.) 20,200 22,100 27,100 Transient Jet Aircraft Positions 6 7 8 Apron Area (s.y.) 10,100 11,100 13,600 Locally-Based Aircraft Positions 26 28 31 Apron Area (s.y.) 17,100 17,900 20,300 Total Positions 85 58 62 74 Total Apron Area (s.y.) 48,000 47,400 51,100 61,000

CARGO REQUIREMENTS square foot was used to determine building requirements while a plan- Building space requirements for the ning standard of 3.5 square feet of sorting and transfer of air cargo was apron per square foot of building was also examined. As mentioned in used to estimate future apron re- Chapter One, three all-cargo operators quirements. Table 3K presents the (DHL, FedEx, and UPS) offer cargo cargo area requirements for Sioux services at Sioux Falls Regional Air- Falls Regional Airport. Additional port. The scheduled passenger air- cargo facilities will be needed in the lines also provide cargo and air mail long term. It should be noted that the services. A planning standard of 800 demand for docks and garages will pounds of enplaned air cargo per vary with each company.

TABLE 3K Cargo Area Requirements Sioux Falls Regional Airport Short Intermediate Long Available Term Term Term Enplaned Air Cargo (pounds) 36,555,961 42,800,000 50,100,000 68,600,000 Building Space (s.f.) 62,300 53,500 62,600 85,800 Apron Area (s.y.) 44,000 20,800 24,400 33,300

3-22 SUPPORT REQUIREMENTS year 2000 and should be sufficient through the planning period. Various facilities that do not logically fall within classifications of airfield, terminal building, or general aviation AIRPORT MAINTENANCE/ areas have also been identified. These STORAGE FACILITIES other areas provide certain functions related to the overall operation of the Maintenance facilities at Sioux Falls airport, and include: aircraft rescue Regional Airport consist of four build- and firefighting, fuel storage, snow ings located on the east side of the removal equipment storage, and air- airport, north of the general aviation port maintenance facilities. area. Approximately 10,700 square feet of total space is provided by these four buildings, which are used to store AIRCRAFT RESCUE equipment and vehicles used in gen- AND FIREFIGHTING eral maintenance activities at the airport. Previous planning has called for Requirements for aircraft rescue and the relocation of these facilities to al- firefighting (ARFF) services at an air- low for expansion of air cargo facili- port are established under Federal ties. Aviation Regulations (FAR) Part 139, which applies to the certification and operation of land airports served by FUEL STORAGE any scheduled or unscheduled passenger operation of an air carrier using an All aircraft fuel storage facilities at aircraft with more than nine seats. the airport are privately-owned and operated by BAS. Three separate fuel Paragraph 139.315 establishes ARFF storage facilities provide the capability index ratings, based on the length of of storing 214,000 gallons of Jet A fuel, the largest aircraft with an average of 50,000 gallons of 100LL fuel, and five or more daily departures. Sioux 19,000 gallons for diesel/other. Air- Falls Regional Airport has been classi- craft refueling is provided from several fied with Index B requirements, which fueling trucks. apply to airports servicing aircraft less than 126 feet. Specifications have Storage requirements are normally been developed for the trucks in terms based upon two-week usage require- of dry chemicals, water, and foam ap- ments. Generally, fuel tanks should plication agents they are required to be of adequate capacity to accept a full carry. refueling tanker, which is approximately 8,000 gallons, while maintain- As mentioned in Chapter One, a ing a reasonable level of fuel in the 12,000 square-foot building located on storage tank. the southwest portion of the SDANG apron houses the ARFF facilities. The existing fuel depot consists of the This building was completed in the following tank capacity by fuel type:

3-23 • Jet A: 6 – 20,000 gallon SUMMARY 2 – 47,000 gallon The intent of this chapter has been to • 100LL: 2 – 15,000 gallon outline the facilities required to meet 1 – 20,000 gallon potential aviation demands projected for the airport through the planning • Diesel/other: 1 – 19,000 gallon horizon. The next step is to develop a direction for implementation that will Existing tanks provide adequate ca- best meet these projected needs. The pacity for fuel settling and two-week remainder of the master plan will be usage requirements. devoted to outlining this direction, its schedule, and costs.

3-24 Sioux Falls Regional Airport Authority Chapter Four AIRPORT DEVELOPMENT ALTERNATIVES CHAPTER FOUR Sioux Falls Regional Airport Authority Airport Development Alternatives

In the previous chapter, airside and short, intermediate, and long-term landside facility needs that would satisfy facility needs. It should be noted that projected demand over the planning this evaluation was undertaken during period were identified. The next step in late spring and early summer of 2006, the master planning process is to and does not reflect any projects that evaluate the various ways these facilities may have been undertaken subsequent can be provided. In this chapter, the to this date. Since the level of facility needs will be applied to a series commercial and general aviation activity of airport development alternatives. The can vary from forecast levels, flexibility possible combination of alternatives can must be considered in the plan. If be endless, so some intuitive judgment activity levels vary significantly within a must be applied to identify the five-year period, the Sioux Falls Regional alternatives which have the greatest Airport Authority should consider an potential for implementation. The update to the plan to reflect the changed alternatives analysis is an important step condition. in the planning process since it provides the underlying rationale for the final Since the combination of alternatives can master plan recommendations. be endless and budgeted time for alternative evaluation is limited, only the The alternatives presented in this chapter most prudent and feasible alterna- provide a series of options for meeting tives were examined. However, special

4-1 consideration has been given in this of the previous airport planning efforts analysis to the terminal building and and the development that has occurred the condition of Airport Authority- during the intervening years. owned facilities. Additional materials prepared for terminal building evalua- The last comprehensive master plan tions have been summarized and at- was completed in October 1995. The tached as an appendix to this report. airport layout drawings were updated in 2001, and an Environmental Evalua- While the South Dakota Air National tion (short environmental assessment) Guard operates under its own master was completed in support of the exten- plan, it leases property from the Airport sion of Runway 15-33 (also in 2001). Authority and provides firefighting services under a joint use agreement. Fu- Recounting recent improvements will ture land lease needs will be taken into assist with the identification of current consideration during the update of this issues affecting future development op- master plan and included on final lay- tions. Following completion of the mas- out drawings. ter plan in 1995, the Airport Authority pursued the following projects: New aerial photography of the airport and vicinity was flown during the $ Expansion of air cargo apron, spring of 2006 for the purpose of devel- construction of a 40,000 square oping new base mapping and to verify foot sort building, and develop- the location and elevation of existing ment of a new entrance road and facilities. The new photography was truck court adjacent to the air used during the preparation of exhibits cargo area. in this chapter. $ Relocation of the Big Sioux River The alternatives presented in this chap- on the northwest end of Runway ter will be reviewed with the Planning 15-33, and the subsequent exten- Advisory Committee to allow for further sion of the runway by 1,330 feet refinement prior to selecting a final (providing a total length of 8,000 master plan concept. Following selec- feet). tion of the concept, updated airport layout plan drawings and a capital im- $ Relocation of Minnesota Avenue provement program will be developed. southeast of the terminal area, However, final decisions with regard to removing a portion of the road pursuing individual projects for com- from the object free area of Run- mercial and general aviation users will way 15-33, and providing expan- rest with the Airport Authority. sion capability for rental car storage areas.

BACKGROUND $ Expansion of bag claim, rental car offices, and provision for in- Prior to presenting airport development ternational arrivals in the termi- alternatives, it is helpful to review some nal. In addition, security areas 4-2 and offices were expanded after these were application of the latest FAA 9/11, new hold rooms were added design standards, impact of commercial in the terminal, and restrooms and general aviation fleet transitions, were updated. in-line screening of bags in the ticketing area, hold room capacities on the board- $ Expansion of public parking, re- ing concourse, queuing at the screening location of employee parking into area, potential for common-use gates, a new lot, and expansion of zoning of airport property, physical con- rental car storage areas. dition of existing Airport Authority buildings (including the terminal), and $ Realignment of National Guard the development of new areas on the Drive, removing a portion of the airfield for aircraft storage hangars. road from the object free area of Runway 3-21. FAA design standards continue to be revised consistent with new instrument $ Construction of a new fire sta- approach procedures. This plan is using tion. design standards finalized in September 2005, and updated again in 2006. A to- $ Construction of new general tal re-write of airport design standards aviation facilities, including a is anticipated in 2007; therefore, the new hangar/office complex for Airport Authority will need to continue Business Aviation Services (the to evaluate the impact of design stan- general aviation fixed base op- dard revisions over time. erator). Several of the issues related to the ter- Other projects completed throughout minal building (in-line screening, hold the period included the reconstruction room capacities, queuing at the screen- of airfield pavements, replacement of ing checkpoint, common-use gates, etc.) airfield lighting, and the addition of were examined during terminal plan- centerline and touchdown zone lights on ning sessions undertaken May 9-11, Runway 3-21. The Benson Road exten- 2006. The exhibits prepared for the sion/interchange project was completed planning sessions have been reproduced in the late 1990s, providing needed ac- and included as Appendix B to this recess to the airport from the east side of port. Sioux Falls, and a direct connection to I- 229. A sample zoning ordinance for the use of airport property has been prepared and submitted to the City of Sioux Falls INITIAL DEVELOPMENT Planning Department for their review. CONSIDERATIONS A final version of this ordinance, if ac- cepted by the City of Sioux Falls prior to Several development considerations completion of the master plan, will be were identified during the initial stages included with this report. of the master plan. Included among

4-3 The evaluation of the physical condition The ramifications of the Ano action@ al- of existing buildings owned by the Air- ternative is inconsistent with the long port Authority has been completed and term transportation goals of the Airport included as Appendix C to this report. Authority, which are to enhance local The buildings examined included the and interstate commerce. A policy of main terminal, snow removal equip- Ano action@ would be considered an irre- ment and maintenance facilities, alert sponsible approach, affecting not only hangars and office at north end of the the long term viability of the airport airfield, and general aviation hangars. and the investment that has been made in it, but also the economic growth and development of the airport=s service CONSIDERATION OF area. Therefore, the Ano action@ alter- NON DEVELOPMENT native was not considered as prudent or ALTERNATIVES feasible.

NO ACTION ALTERNATIVE TRANSFER OF SERVICES

TO ANOTHER AIRPORT In analyzing and comparing costs and benefits of various development alter- Transferring services to another airport natives, it is important to consider the essentially considers limiting develop- consequences of no further development at Sioux Falls Regional Airport ment. The Ano action@ alternative es- and relying on other airports to serve sentially considers keeping the airfield aviation demand for the local area. in its present condition, and not providing for any improvements to existing There are six general aviation public- facilities. The primary result of this al- use airports located within 30 nautical ternative, as in any growing air trans- miles of the airport (each airport is de- portation market, would be the eventual scribed in Chapter One). These airports inability of the airport to satisfy the in- do not provide comparable runway creasing demands of the airport service length or instrument approach capabili- area. ties, which are a necessity for most cor-

porate users. The nearest airport pro- The airport=s aviation demand forecasts viding competitive commercial service is and facility requirements analysis indi- Omaha (approximately three hours), cated a need for additional facilities while Minneapolis-St. Paul (approxi- during the twenty years of the planning mately four hours) is the nearest com- period. Evaluations undertaken of ex- mercial hub airport. There are no isting facilities have indicated that nearby facilities available for the South some of these facilities will require re- Dakota Air National Guard or the air placement during the planning period. cargo companies. Without these improvements, customers of the airport will be constrained from Considering that comparable aviation taking advantage of the airport=s air facilities are not readily available to ac- transportation capabilities. commodate existing demand, other

4-4 nearby facilities could not easily fulfill ment made in Sioux Falls Regional Air- the airport=s current role. port.

DEVELOPMENT OF AIRFIELD A NEW AIRPORT CONSIDERATIONS

The relocation of aviation services to a Airfield facilities are, by their very na- new facility is another option which can ture, a focal point of the airport com- be considered. However, the develop- plex. Because of their role, and the fact ment of a new commercial service air- that they (and restricted areas adjacent port is a very complex and expensive to the airfield) physically dominate a development option, which can have far great deal of the airport=s property, air- reaching impacts of its own. For these field facility needs are often the most reasons, few new commercial service critical factor in the determination of airports have been constructed in the viable airport development alternatives. U.S. over the last twenty years. In particular, the runway system re- The existing airport comprises a land quires the greatest influence on the area of approximately 1,600 acres. A identification and development of other new airport would likely require an airport facilities. Furthermore, there even greater acreage. Typically, new are a number of FAA design criteria sites are located far from existing devel- which must be considered when exam- opment, requiring greater ground travel ining airfield improvements (reference times. In addition, potential environ- Chapter Three, Tables 3B, 3C, and sup- mental impacts can be significant. porting narrative). Previous projects have improved safety areas for Run- The cost of purchasing a site and devel- ways 15, 33, and 21. It is anticipated oping facilities comparable to today=s that a project in 2007 will improve the airport would require a financial com- safety area on Runway 3. While several mitment in excess of $500 million. The runway protection zones extend beyond high costs associated with new site de- airport property, the Airport Authority velopment will continue to limit the has purchased aviation easements for number of new facilities that the avia- the areas not included within their tion industry can absorb. property.

The attempts to create new general aviation reliever airports are also met RUNWAYS with significant opposition. In fact, the list of new reliever airports constructed The facility needs evaluation has not in the past twenty years is nearly as identified a need for additional runway short as the list of new commercial ser- length on any of the existing runways. vice airports. Therefore, it would be Furthermore, forecast operational de- prudent to attempt to maximize the mand and existing capacity does not re- utility of the existing airport invest-

4-5 quire additional runway capacity, which cient exit points. Furthermore, if a is most commonly achieved with paral- runway begins to exceed 30 hourly op- lel runways. Therefore, no runway ex- erations during peak periods, acute an- tensions or new runways will be consid- gled exits may be located along the ered in this evaluation. runway to improve exit ratings. Previ- ous planning considered an acute an- To meet FAA recommended crosswind gled exit on Runway 21; however, with coverage of 95 percent on the runway greater allocation of traffic onto Run- system, a two-runway system is re- way 15-33, it should not be necessary to quired. However, this requirement is construct any acute angled exits on achieved with Runways 3-21 and 15-33, Runway 3-21 or 15-33. and does not require Runway 9-27. Spacing between runways and parallel Since Runway 15-33 was extended to taxiways meets or exceeds the mini- 8,000 feet, it has received greater utili- mum requirement (400 feet). However, zation by commercial air carriers and Taxiway C extends along the edge of the the Air National Guard (which have ar- Air National Guard apron, and falls resting systems and holding areas on within a restrictive safety area which both runways). Proximity to the termi- extends 400 feet from the aircraft park- nal allows for relatively short taxi ing line (as depicted on Exhibit 4A. times, especially on Runway 33 depar- Relocating all commercial and general tures. However, commercial carriers or aviation aircraft onto Runway 9-27 for general aviation aircraft are without a taxiing keeps aircraft outside the re- holding apron when departing Runway stricted area. However, consideration 33. This has been depicted on previous may need to be given to constructing a airport layout plan drawings, but can- parallel taxiway at a separation of 240 not be constructed at this time due to a feet from the runway centerline. conflict with the runway protection zone for Runway 9-27. The holding apron should continue to be depicted on the AIRPORT TRAFFIC airport layout drawing, consistent with CONTROL TOWER Exhibit 4A. Consideration should also be given to providing a holding apron The FAA will be responsible for the sit- for commercial or general aviation air- ing of a replacement control tower facil- craft at the entrance to Runway 3, also ity. A conceptual analysis undertaken depicted on the exhibit. by Koch Hazard Architects in March 2006 identified two siting options on the west side of the airfield. One site was TAXIWAYS near the Air National Guard hush house (since considered unacceptable), Taxiways are constructed primarily to while another site was identified south facilitate aircraft movements to and of the Army National Guard facilities from the runway system and landside (identified on Exhibit 4A). It is antici- facilities. Exit taxiways along the run- pated that the existing site on the east ways should be spaced to provide effi- side will continue to provide a viable

4-6 Diversion Channel

BNSF Railroad

05MP10-4A-6/9/06 SRE SITE D Minnesota Ave. John Orr Dr. HOLD APRON RUNWAY 33 Jaycee Ln.

r. D d r Hangar St. a u G

l a

n o LEGEND i t

a N EXISTING ATCT Existing Runway Protection Zone (RPZ) SRE SITE A Ultimate RPZ CONSTRUCT NEW TAXIWAY Ultimate Airfield Pavement TO SEGREGATE ANG TRAFFIC ASR Airport Surveillance Radar Taxiway A ATCT Airport Traffic Control Tower SRE SITE C 8 SRE Snow Removal Equipment ALT. ATCT SITE Runway 15-33 8,000’ x 150’ ASR Critical Area Air National Guard Safety Area SRE SITE B Runway 9-27 3,152’ x 75’

axiway C 240’ MIN. T Runway 3-21 8,999’ x 150’ RUNWAY PROTECTION ZONES

Taxiway B Not Lower Than 1-Mile (9-27 existing) 500’ x 1,000’ x 700’ 400’ TO EDGE Not Lower Than 1-Mile (15-33 existing) OF SAFETY AREA 500’ x 1,700’ x 1,010’ Not Lower Than 3/4-Mile (15-33 future) CRITICAL1,500’ AREA 1,000’ x 1,700’ x 1,510’ Lower Than 3/4-Mile (3-21 existing) 1,000’ x 2,500’ x 1,750’

FUTURE HOLD APRON ASR-II SITE RUNWAY 3

NORTH

Big Sioux River

0 1000 2000

SCALE IN FEET Elmwood Municipal Golf Course PHOTO DATE: 4-22-06

Exhibit 4A AIRFIELD CONSIDERATIONS siting option; therefore, future develop- TERMINAL BUILDING ment alternatives in this master plan ALTERNATIVES will take into consideration these three potential control tower sites. Terminal planning sessions were held May 9-11, 2006 in the terminal building. The results have been summarized NAVIGATIONAL AIDS on a series of exhibits presented as Ap- pendix B to this report. These work Siting evaluations have been under- sessions were designed to allow inter- taken by the FAA for a new Airport ested parties to participate in the devel- Surveillance Radar (the current radar is opment of future development alterna- presently located between the intersect- tives. The airport administration, air- ing runways). The selected site is on lines, concessionaires, airport security, the west side of the airfield, near the and rental car companies participated intersection of the perimeter road and in the sessions. The alternatives were hush house access road. The location limited to the existing terminal build- has been noted on Exhibit 4A. A ing, apron, and public parking area, 1,500-ft. critical area exists around the which have been expanded several antenna site, as noted on the exhibit. times since the terminal was initially Based upon the finished ceiling height dedicated in 1970. The most recent of the tower, objects constructed in this terminal building renovations were area may be subject to height limita- completed in 2004 and a public park- tions to maintain line-of-sight for the ing/circulation road realignment was radar. underway in 2006. A general evaluation of the terminal building (general Runway 3-21 was equipped with center- building condition, electrical and me- line and touchdown zone lighting in chanical) was undertaken for this mas- 1995. However, approach lighting (and ter plan, and included as Appendix C to other equipment) has not been up- this report. graded to provide for lower landing minimums. The standard approach The existing terminal site provides for lighting system for Category II is the expansion of the building, gates, and ALSF-2, which consists of light bars at rental car area. However, with the cur- 100-foot intervals (in lieu of 200-foot rent expansion of the public parking spacing with the existing MALSR sys- area, all of the available area within the tem). The previous master plan rec- expanded terminal re-circulation loop ommended that both runway ap- road will have been used, as depicted on proaches be upgraded to Category II Exhibit 4B. The expansion of public standards, which would lower landing parking will provide a total of 1,949 minimums. Plans should continue to parking spaces in the long term and reflect this upgrade. short term lots.

4-7 BNSF Railroad (Leave space for 2 page exhibit)

RECIRCULATION LOOP ROAD (2006) Diversion Channel

JayceeJ Ln. PARKING (+480) Minnesota Ave. EXPANSION (2006)

PARKING (+150) EXPANSION (2006)

FUTURE BUILDING EXPANSION

FUTURE RENTAL CAR EXPANSION

RENTAL CAR FACILITY

0 400 FUTURE CONCOURSE NORTH SCALE IN FEET PHOTO DATE: 4-22-06

Exhibit 4B TERMINAL AREA ALTERNATIVE

Future expansion opportunities will ei- will take into consideration adequate ther be remote (likely requiring shuttle) area for remote parking locations, al- or vertical (requiring the higher devel- lowing the Airport Authority flexibility opment cost of a parking deck). While in future decisions. parking decks provide a higher and better use of limited landside area, and Future expansion of the terminal build- greater acceptance by the traveling pub- ing concourse, should additional gates lic, their development costs are several be required, may be accomplished with times higher than surface lots and cre- construction of a new concourse. How- ate greater disruption to the existing ever, based upon projected need, this parking operation during construction. may not be necessary during the 20- Generally, if greater weight is given to year plan period, especially with greater convenience and user acceptance, the joint-use of gates. An adequate foot- parking deck is more favorable. How- print will still need to be reserved on ever, shuttle lots may still be required the airfield to protect this option. for phased construction of a parking deck, since it would displace existing The curbside may need to be widened at parking areas in front of the terminal a future date with an additional lane, or during construction. The master plan commercial vehicles may need to be

4-8 segregated to an outside curb, although TICKETING AND BAG MAKE-UP neither option appears to be necessary at this time. The parking/re-circulation The ticketing lobby congestion is attrib- lane project in 2006 will create added utable to the counter relocation which length to the curb frontage, and reduce was undertaken several years ago to potential conflicts. provide space behind the counters for bag screening. It is compounded by the Rental car ready areas may easily be need to provide queuing space in front expanded to the south, and rental car of each airline counter. While the tick- storage areas extended south, as dic- eting offices zone works well, the bag tated by demand. The Hertz facility is make-up zone is constrained (and will constrained at its existing location. A become more constrained with the in- location farther south (as noted on the troduction of new bag screening equip- exhibit) will provide greater expansion ment later this year). Terminal entry potential. points directly in front of the ticket counters contribute to cold air blasts di- Each end of the terminal building can rectly into the lobby during the winter. be expanded (based upon the number of airlines or peak demands) to provide Ideally, the bag screening process additional ticketing wing or bag claim should be isolated behind the counter areas. Other considerations may affect wall. To create a bag screening area, an ticketing and bag claim expansion additional 25 feet needs to be created on (these were given consideration during the back side of the building. This the terminal planning sessions and dis- would allow bags to move from behind cussed in the following paragraphs). the airline counters to the centralized bag screen area, then onto carousels Three areas of concern were identified where each airline would transfer bags on the first level of the building: to aircraft. By moving the bag screening area, the ticketing counter can be $ Congestion in the ticketing lobby moved back to its original position, al- and bag screening area. lowing proper queuing and circulation $ Access to/from the upper level in the lobby. Additional kiosks (for pas- activities (via the moving walk- senger check-in) could be placed in the way). waiting areas across from the lobby, $ Possible congestion and lack of and individual airline counters be re- expansion potential in the bag configured consistent with each indi- claim area. vidual airline=s standard.

Two areas of concern were identified on Expansion potential needs to be pro- the second level: vided for the gift shop, and the entry points to the terminal should be re- $ Congestion at the security check- worked to eliminate cold air blasts into point. the lobby. The preceding ideas have $ The location and size of hold been identified on the terminal exhibits rooms. included in the appendix. Details have

4-9 been provided for the ticket counter upon reaching the second level creates zone and for the in-line bag screening. congestion during busier periods. While the one security checkpoint lane may reach capacity (180-200 passengers per BAG CLAIM AND F.I.S. hour) during the busiest periods, the need to queue passengers in a limited The bag claim wing is configured with area creates most of the conflict. Two three flatbed AT@ carousels, with the alternatives were examined, including: third located adjacent to the F.I.S. area. a) Replacement of the moving walkway When the airport handles an interna- with standard escalators, and b) Reloca- tional flight (only 4-6 times per year), a tion of the security exit point. Each of curtain drops down from the ceiling to these alternatives provide additional isolate the area. When this happens, it queuing space. Expansion concepts for creates congestion at the bag drop-off the screening lanes were also developed. zone and in front of the rental car One concept involves relocation of counters. The low frequency of interna- Covenant Aviation Security (the private tional flights makes this an inconven- security company providing screening ience, but not a significant problem. services) support space to the ramp The third carousel is a Aswing@ device, level to provide additional security which can be used for domestic flights queuing area, while the more long-term when not being used for international. concept (providing three screening lanes) involves the construction of addi- When it becomes necessary to add additional space in conjunction with a new tional bag claim capacity, the F.I.S. concourse. area will block expansion. Three alternatives were identified: a) Relocate Several expansion concepts for the sec- F.I.S. and the Aswing@ zone to the north ond level concourse were developed dur- wall, b) Extend existing flatbed AT@ car- ing the work sessions. While one of the ousels by adding additional area on the concepts reflects the construction of a back side of the building, and c) Relo- second concourse to provide additional cate F.I.S. to a new location outside the gate capacity, this has not been identi- existing building. The most cost effec- fied in the master plan as a need during tive means to add bag claim lobby and the 20-year planning period. The con- bag claim carousel frontage is with the cepts developed for the existing con- second option. course provide greater flexibility in the use of existing gates, additional gate positions, greater hold room capacity, BOARDING CONCOURSE and additional restrooms.

An elevated moving walkway provides Aircraft parking positions at Gates 2 access from the main lobby to the sec- and 4 may need to be re-aligned with ond level concourse. While this non- construction of additional bag screening typical system creates some problems area on the ticketing wing. However, for users, the fact that travelers enter the addition of a jet loading bridge at the security checkpoint immediately Gate 2, and expansion of the hold room,

4-10 would provide greater flexibility in the isolated development potential. In ad- use of this gate. Additional hold dition, with development of the larger room/gate positions have been noted ad- conventional hangars on the Business jacent to Gates 5 and 6. Another pair of Aviation Services leasehold, and addi- restrooms have been shown adjacent to tional employees in the area, the exist- Gate 5. ing auto parking is limited, especially along Aviation Avenue. Therefore, any Gate 3 would appear to offer the capa- development plan must include dedi- bility of being used as a Aswing@ gate for cated areas for vehicular parking. multiple carriers. Electronic screens at the gate would provide the opportunity Recently, Business Aviation Services to quickly switch the gate to alternate proposed a jet park for the parcel be- carriers, depending on peak period tween Hangar Street and Jaycee Lane scheduling. (depicted on Exhibit 4C). The proposal consists of hangars ranging from 3,600 to 15,360 square feet, with the majority GENERAL AVIATION in the 7,000 to 8,000 sq. ft. range. ALTERNATIVES Business Aviation Services had proposed this concept in response to the Previous plans have assumed an in- need to provide a location for the filling of T-hangars and executive han- 15,360-sq. ft. hangar, and to provide a gars on the east side of the airfield. location for other conventional box han- However, most of the demand in recent gars on the airport. years as been in executive and larger conventional hangars, with little de- Aircraft access to the area is provided mand for small nested T-hangars. by an existing taxiway. Vehicular ac- Therefore, existing areas on the east cess is provided by a new stub road from side of the airfield have been reexam- Hangar Street. Utilities would be ex- ined, as have potential new develop- tended from existing lines on the north ment areas on the west side. side of Hangar Street. This concept preserves the existing car rental/ termi- The general aviation area on the east nal overflow lot, and the additional land side is limited to aircraft with wing- to Hangar Street which fronts Minne- spans less than 55 feet, excluding larger sota Avenue. As noted on the exhibit, a turbofan and turboprop aircraft. How- buffer area needs to be preserved at the ever, a majority of the existing general Jaycee Lane/Minnesota Avenue inter- aviation fleet mix is still able to operate section for potential long-term entrance within this area. The area is a mix of improvements. larger conventional storage hangars (located along the flight line), individual With construction of the new general executive hangars, and nested T- aviation services hangar and office hangars, as depicted on Exhibit 4C. complex by the Airport Authority and Business Aviation Services, and the Several of the existing T-hangar rows need to serve an increasing demand for were never completed, leaving areas of corporate aircraft, consideration needs 4-11 Diversion Channel

MAINTAIN BUFFER FOR 05MP10-4C7/18/06

Benson Rd. POTENTIAL ENTRANCE BNSF Railroad IMPROVEMENTS

Minnesota Ave. CORPORATE PARCELS John Orr Dr. RESERVE FOR OVERFLOW PARKING AND RENTAL CAR Jaycee Ln.

Hangar St. JET PARK CORPORATE HANGARS/OFFICES

ADDITIONAL AUTO PARKING

DESIGNATE POSITIONS FOR TRANSIENT JETS WIDEN EXTEND RAMP RAMP AND STRAIGHTEN TAXILANE

EXTEND GA RAMP FOR TIE-DOWNS

NORTH LEGEND

0 300 Ultimate Building Ultimate Airfield Pavement

SCALE IN FEET Ultimate Roads/Parking Corporate Parcels PHOTO DATE: 4-22-06

Exhibit 4C GENERAL AVIATION ALTERNATIVE to be given to expanding the general available for lease will be limited in aviation ramp to provide additional their ability to handle larger turbofan parking positions for all aircraft sizes, and turboprop aircraft. Therefore, de- and to improve the traffic flow from the velopment potential on the west side of ramp to and from the runway system. the airfield has also been given consid- Area should be reserved directly in front eration in this plan to meet long-term of the facility for itinerant jet aircraft, needs. which will displace some of the existing fixed wing parking positions. The heli- While development along Runway 3-21 copter landing area and parking posi- must take into consideration the more tions will remain at the corner of the restrictive setback requirements associ- ramp, separated from the fixed wing ated with the instrument runway, the traffic by the recommended 300 feet. potential for aviation-related develop- Additional automobile parking needs to ment at the northwest end of Runway be provided near the Hangar 15-33 was enhanced several years ago Street/Aviation Avenue intersection, as with the extension of the runway and depicted on Exhibit 4C. the relocation of the Big Sioux River. By extending an access taxiway from Exhibit 4C also depicts other options Taxiway A, the area offers excellent de- for in-filling general aviation areas velopment potential, as depicted on along Hangar Street. The available Exhibit 4D. parcels may be marketed to individual tenants, consistent with demand. Each The layout which is depicted assumes a parcel which is leased should take into parallel taxilane at 750 feet from the consideration the size of aircraft to be runway, and individual development hangared, expansion potential, vehicu- parcels of one acre in size. Roads and lar access and parking, and compatibil- utilities will need to be extended into ity with adjacent development. Road- the area. The entrance road will need way access from Hangar Street needs to to be extended from the west side of the be established to provide access to indi- Army National Guard facility. This vidual parcels, as noted on the exhibit. plan offers good flexibility and expansion potential west of the parcels de- At the present time, the Airport Author- picted on the exhibit. It offers good ac- ity is reviewing several proposals for cess to the airfield while not interfering new hangars and expansions to existing with other commercial operations, and hangars. While it is difficult to antici- will remain clear of potential conflicts pate the exact need for each and every with existing or future navigational potential tenant, the parcels which are aids.

4-12 BUILDING (leave room for ½ page exhibit) RESTRICTION LINE

South Dakota Army RESERVE FOR National Guard EXPANSION

CORPORATE PARCELS

RESERVE FOR EXPANSION

750’

RUNWAY PROTECTION ZONE NORTH

0 500

SCALE IN FEET

PHOTO DATE: 4-22-06

Exhibit 4D GENERAL AVIATION WEST ALTERNATIVE

AIR CARGO push-back configuration, which well ex- ALTERNATIVES ceeds the projected demand. However, some air cargo activities and equipment Previous plans have depicted an addi- storage are being handled in general tional air cargo sort building and truck aviation areas on the east side, creating court in the vicinity of the current snow some conflicts with existing aircraft removal equipment (SRE)/airport main- movements and future general aviation tenance buildings, consistent with the hangar development. When consoli- alignment of the current ramp, as de- dated into the designated air cargo picted on Exhibit 4E. This continues area, the activities will be properly seg- to provide the best option for expansion regated, and potential conflicts will be of air cargo facilities. The current ramp minimized. will handle 10-12 aircraft positions in a

4-13 BUILDINGS TO BE REMOVED John Orr Dr. FUTURE TRUCK COURT (Leave space for 2 page exhibit)

FUTURE SORT BUILDING RESERVE FOR AIR CARGO SUPPORT

NORTH

0 400

SCALE IN FEET

PHOTO DATE: 4-22-06

Exhibit 4E AIR CARGO AREA ALTERNATIVE

SNOW REMOVAL C). Combined, the existing structures EQUIPMENT (SRE) total 18,300 square feet. Generally, BUILDING AND new SRE buildings are constructed with easy access from both the landside and MAINTENANCE FACILITIES airside. The location designated in the previous master plan fits with this cri- Previous plans have designated an al- teria, although the site is limited to 4 ternate location for the SRE and airport acres. Alternatives to this site include maintenance facilities, to provide area the areas south or west of the South for air cargo expansion. It is antici- Dakota Army National Guard facility, pated that a replacement structure will and the parcel immediately north of the need to be 25,000 to 30,000 square feet, fuel farm (which has also been desig- and be located on a land parcel of 3 to 4 nated on the airport land use plan for acres. The existing facilities consist of airport support). Each of these loca- four buildings, with the condition of tions have been depicted on Exhibit each building discussed in the building 4A. evaluation report (included as Appendix

4-14 SUMMARY business opportunities which may be presented to the Airport Authority Upon review of the airport development while protecting the long-term interests alternatives with the Planning Advisory of the aviation users. The final concept Committee and the Airport Authority, a will be used to develop new airport lay- final master plan concept will be devel- out plan drawings and a capital im- oped to fulfill the projected 20-year de- provement program, each of which will mands of the planning period. The con- be presented in the following chapters. cept should remain flexible to unique

4-15 Sioux Falls Regional Airport Authority Chapter Five MASTER PLAN CONCEPT, NOISE ANALYSIS, and LAYOUT DRAWINGS CHAPTER FIVE Sioux Falls Regional Airport Authority

Master Plan Concept, Noise Analysis, and Layout Drawings

The airport master planning process for Following the fourth coordination Sioux Falls Regional Airport has evolved meeting with the PAC, a draft final through the development of forecasts of master plan report will be prepared and future demand, facility needs presented to the Sioux Falls Regional assessments, and the evaluation of Airport Authority (SFRAA). Upon airport development alternatives. The approval of the final master plan planning process has included the document, a final technical report will be development of four working papers, prepared for the study. distributed to a Planning Advisory Committee (PAC), and discussed at coordination meetings held throughout RECOMMENDED the study process. The coordination of MASTER PLAN CONCEPT the planning effort has allowed the direct input of each of these representatives The recommended master plan concept, into the ongoing planning effort, which depicted on Exhibit 5A, provides has resulted in the development of a anticipated airside and landside needs master plan concept. The purpose of this over the twenty-year planning period chapter is to present the master planning (the aerial photograph used in this concept in narrative and graphic form. exhibit was taken in April 2006).

5-1 MAINTAIN BUFFER FOR RESERVE FOR OVERFLOW POTENTIAL ENTRANCE PARKING AND RENTAL CAR IMPROVEMENTS Diversion Channel BNSF Railroad MinnesotaMi Ave. FUTURE RENTAL 05MP10-5A-11/29/06 CAR EXPANSION RESERVE FOR AIR John Orr Dr. CARGO SUPPORT FUTURE RENTAL CAR FACILITY Hangar St.

Jaycee Ln. LEGEND r. FUTURE JET PARK D Existing Runway Protection Zone (RPZ) d TRUCK COURT r A1 a u TERMINAL Ultimate RPZ G

l EXPANSION/NEWW a B4 FUTURE SORT Ultimate Airfield Pavement n CONCOURSE o i BUILDING A2 t HOLD APRON a Ultimate Road/Parking N EXISTING ATCTT RUNWAY 33 Ultimate Building B3 ASR DESIGNATE POSITIONS Airport Surveillance Radar FOR TRANSIENT JETS A3 ATCT Airport Traffic Control Tower ’ FUTURE 50 LOOP ROAD UPGRADE TO SRE Snow Removal Equipment M CAT II APPROACH Taxiway A 33 Critical Area ALTERNATIVE EXISTING PROPOSED ATCT SITE RunwayR 3-21 8,999’ x 150’ ASR Ordinance Area SRE BUILDING Runway 15-33 8,000’ x 150’ CROSSFIELD Air National Guard Safety Area TAXIWAY FOR Lease Parcels AIR CARRIERS CRITICAL1,500’ AREA

RunwayRunwa 9-27 3,152’ x 75’ N RESERVE FOR A4 RUNWAY PROTECTION ZONES AVIATION-RELATED B2 DEVELOPMENT TaxiwayT B Not Lower Than 1-Mile (9-27 existing) 500’ x 1,000’ x 700’

A5 Taxiway C (close400’ to civilian traffic) TO EDGE Not Lower Than 1-Mile (15-33 existing) OF SAFETY AREA 500’ x 1,700’ x 1,010’ 800’ Not Lower Than 3/4-Mile (15-33 future) CRITICAL1,500’ AREA 1,000’ x 1,700’ x 1,510’ ORDNANCE AREA Lower Than 3/4-Mile (3-21 existing) 1,000’ x 2,500’ x 1,750’

FUTURE HOLD APRON ASR-11 SITE RUNWAY 3

NORTH

Big Sioux River

0 1000 2000

SCALE IN FEET Elmwood Municipal Golf Course PHOTO DATE: 4-22-06

Exhibit 5A MASTER PLAN CONCEPT This will allow the facility to meet the The master plan and airport layout growing demands of commercial, air drawings provide a means to present cargo, and general aviation users. this information.

The certification manual contains in- AIRFIELD DESIGN STANDARDS formation on the following topics:

The Federal Aviation Administration • General Information (FAA) has established design criteria • Organization and Management to define the physical dimensions of • Airport Information runways and taxiways, and the • Maintenance and Inspection imaginary clearance surfaces sur- Program rounding the runway system. The de- • Operational Safety sign standards also define the separa- • Hazardous Materials tion criteria for the placement of land- • Aircraft Rescue and side facilities. As discussed earlier in Firefighting Chapter Three, FAA design criterion • Snow and Ice Control is a function of the critical design air- • Airport Emergency Plan craft or “family” of aircraft which con- • Wildlife Hazard Management duct a minimum of 500 or more itiner- • Maintenance of Certification ant operations (landings and takeoffs) Manual each year. The design category is measured by the wingspan of the air- The airport will need to continually craft and their approach speed. monitor their compliance with Part 139 in each of the aforementioned ar- As a commercial service airport, Sioux eas. The capital program (to be pre- Falls Regional Airport must also com- sented in the following chapter) will ply with the requirements of Federal include items which are necessary to Aviation Regulation (F.A.R.) Part 139, maintain compliance with Part 139 Certification of Airports. This regula- and are reimbursable under the Air- tion prescribes the rules governing the port Improvement Program (AIP). certification and operation of land airports which serve scheduled or un- As with many airports, runways, scheduled passenger operations of an taxiways, and landside development air carrier that are conducted with an areas are designed to differing design aircraft having a seating capacity of standards. Runways 3-21 and 15-33 more than nine passengers. Under are designed to Airport Reference F.A.R. Part 139, the airport must Code (ARC) D-IV standards, while complete (and maintain) a certification Runway 9-27 is designed to B-II stan- manual which outlines their compli- dards. While aircraft in higher ARCs ance under each provision of the regu- may occasionally use the airport, their lation. The compliance level required use is not expected to result in an up- is dependent on the airport’s design grade to the airport/runway ARC. Air standards and the size and frequency carrier and air cargo areas are de- of the aircraft in scheduled service. signed to airplane design group (ADG)

5-2 IV standards and general aviation ar- feet from the existing ASR antenna, eas are generally designed to lesser potential conflicts from taxiing aircraft ADG II standards. Dimensional stan- will need to be considered. Ulti- dards for safety, including runway mately, the ASR is to be relocated to safety areas, runway protection zones, the west side of the airfield as noted in and other general physical planning Exhibit 5A. requirements, have been included in Tables 3B and 3C. The runway safety area project on Runway 3 (southwest end), which was recommended in the previous master AIRFIELD RECOMMENDATIONS plan, is scheduled to be completed in 2007. A series of alternatives are be- The recommended master plan con- ing considered to mitigate impacts on cept includes a series of improvements the Elmwood Municipal Golf Course, on the airfield to provide additional and these alternatives and the pre- operational capability and taxiway ac- ferred action will be reflected in envi- cess to areas which may be developed ronmental documentation later this during the planning period. year.

While the plan does not include any It has been recommended that the runway extensions, hold aprons have Airport Authority continue to plan for been recommended for Runways 33 a Category II approach on Runway 3- and 3, to reduce potential delays to 21, although the airport will not qual- departing aircraft. The hold apron for ify for this upgrade until later in the Runway 33 has been configured to re- planning period. The Category II ap- duce potential conflicts with the run- proach will require an upgrade in way protection zone on Runway 9-27 navaid equipment and approach light- (east end). In addition, a cross-field ing, although centerline lighting and taxiway between exits A3 and B2 has touchdown zone lighting was installed been recommended to improve traffic in 1995, and the runway already has flow into the terminal area when ter- high intensity edge lighting. The plan minal-bound aircraft land on Runway also reflects an upgrade in the ap- 3. During the evaluation of alterna- proach minimums to Runway 15-33, tives in the previous chapter, a paral- but not below 3/4-mile visibility mini- lel taxiway between Taxiway C and mums. This is reflected on Exhibit Runway 9-27 had been examined to 5A by the expanded width of the ap- allow for the closure of Taxiway C to proach runway protection zone. civilian traffic. However, the taxiway would have created conflicts at the An alternative location for the airport Runway 9/Taxiway C intersection; and traffic control tower (ATCT) has been after further review, the addition of a noted on the north end of the airfield, cross-field taxiway appears to serve although the FAA will require a con- the need for an alternative to taxiing trol tower siting study to determine if civilian aircraft on Runway 9-27. an alternate location is an improve- Since the taxiway will be located 350 ment over the existing site. A higher

5-3 line-of-sight from the existing location needs. Areas south of the rental car is necessary as future facilities are facilities should also be reserved for constructed adjacent to the air cargo long-term rental car/remote public ramp (or elsewhere on the airfield). parking needs.

Future taxiways are recommended on The terminal building alternatives the north end of the airfield to access evaluation considered congestion in potential hangar development adja- the ticketing lobby and bag screening cent to Runways 3-21 and 15-33. The area, access to/from the upper level taxiways will need to avoid ILS criti- boarding concourse (moving walkway), cal areas on Runway 3-21 (as depicted) possible congestion and lack of expan- and the hold apron on Runway 15-33 sion potential in the bag claim area, (also depicted). Also, the runway- congestion in the security checkpoint taxiway separation adjacent to Run- area, and the location and size of hold way 3-21 will need to be maintained at rooms. The following has been rec- a minimum distance of 560 feet (it ommended in each of these areas: currently meets or exceeds this distance) to meet Category II require- Ticketing and Bag Make-Up ments after applying local elevation and critical aircraft wingspan dimen- • Ultimately, place the bag sions to formulas provided by the screening process behind the FAA. ticketing counter wall. This will require a 25-foot addition to the back side of the ticketing TERMINAL AREA wing, and creation of a new bag RECOMMENDATIONS screening area. It will allow the ticketing counter to be relocated Current projects (2006) will create a to its original position in the terminal re-circulation road, extend lobby and eliminate the conges- the terminal exit road past the rental tion currently being experi- car lot, and add to the public parking enced. area. An additional public parking area in the future will need to be de- • With relocation of the ticketing veloped either at a remote location or counter, kiosks (for passenger by constructing a parking deck. How- check-in) can be added, entry ever, with the added parking being points can be re-worked (to added in the current expansion (which mitigate cold air blasts in win- will bring the total number of public ter), and the gift shop can be al- parking spaces to 1,949), the lot lowed to expand. should be able to handle parking demand for many years as the number of Bag Claim and F.I.S. boarding passengers increase. It has been recommended that the area adja- • For additional bag claim front- cent to Jaycee Lane (used by rental age (and lobby), extend existing car companies in the past) be retained flatbed baggage carousels by re- for overflow and/or displaced parking 5-4 locating the back wall, and AIR CARGO enlarging the lobby. This will RECOMMENDATIONS also serve to improve the traffic flow for luggage tugs in the bag The previous master plan had recom- drop off area. The third carou- mended that the airport maintenance sel will continue to be used as a and SRE facilities be relocated to al- third domestic carousel or to low for the development of a sort serve international flights. building, truck court, and support facilities. This plan has confirmed the Boarding Concourse need to continue to plan for this relocation. This will allow for the consoli- • In the short term, to relieve dation of air cargo activities into one congestion at the security area, and remove air cargo activities checkpoint, relocate the glass from current general aviation areas wall and doors separating se- (where they conflict with general avia- cure/non-secure areas to allow tion aircraft movements and potential additional queuing space on the hangar development). The airport second level. The long term so- maintenance and SRE facilities will be lution should involve replace- relocated into new facilities on the ment of the moving walkway west side of Runway 3-21. with a traditional escalator.

• In the short term, to provide GENERAL AVIATION additional area on the second RECOMMENDATIONS level for security screening, relocate security company of- The general aviation area on the east fice/support space to the first side of the airfield is limited in the level. Construct additional size and number of hangar facilities space on the second level (pos- which can be constructed. However, a sibly in conjunction with a new mix of executive and conventional concourse) for the long term. hangars can be constructed in remaining open areas to meet long-term de- • Add a jet loading bridge at Gate mands. It is anticipated that the 2 and expand the hold room newly constructed hangar and office area. complex for Business Aviation Ser- vices will provide excellent facilities to • Add hold room area/gate posi- serve this need. The following meas- tions adjacent to Gates 5 and 6, ures have been recommended: and a pair of restrooms adjacent to Gate 6. • Designate positions in front of the new BAS facility for tran- • Add electronic screens at Gate 3 sient jets, displacing existing to allow for the use of this gate tie-downs as necessary. Relo- by multiple carriers. cate tie-downs onto newly constructed ramp (as noted on Ex-

5-5 hibit 5A). Expand auto park- the prevailing noise conditions at ing behind all hangars on Avia- Sioux Falls Regional Airport. The tion Avenue, especially closest Federal Aviation Administration to the new BAS facility. (FAA) has approved one computer model, the Integrated Noise Model • Provide for additional individ- (INM), for developing aircraft noise ual executive/box hangars, re- exposure contours for airports like duce the number of nested han- Sioux Falls Regional Airport. Version gars over the planning period, 6.2 is the most current version of the and provide additional parcels INM at this time. It is the version for corporate hangar/office fa- used for the noise analysis described cilities. To support the addi- in this section. tional hangars, roadways should be constructed perpen- INM describes aircraft noise in Yearly dicular to Hangar Street (as re- Day-Night Average Sound Level quired) to allow for secure sepa- (DNL). DNL accounts for the in- ration between public and non- creased sensitivity to noise at night public areas. (10:00 p.m. to 7:00 a.m.) and is the metric preferred by the FAA, Envi- • Open up areas on the west side ronmental Protection Agency (EPA), for general aviation develop- and Department of Housing and Ur- ment by constructing a partial ban Development (HUD), among oth- parallel taxiway to Runway 3- ers, as an appropriate measure of cu- 21, and a parallel taxilane next mulative noise exposure. to Taxiway A (the parallel taxiway to Runway 15-33). Indi- The INM works by defining a network vidual lease parcels will aver- of grid points at ground level around age one acre in size, and provide the airport. It then selects the shortest excellent access to the airfield. distance from each grid point to each The hangars will face either to flight track and computes the noise the southeast or southwest, and exposure for each aircraft operation, offer the potential for combined by aircraft type and engine thrust hangar/office development. The level, along each flight track. Correc- area offers expansion potential tions are applied for air-to-ground beyond the dozen parcels identi- acoustical attenuation, acoustical fied on Exhibit 5A, by exten- shielding of the aircraft engines by the sion of the loop road and taxi- aircraft itself, and aircraft speed lane. variations. The noise exposure levels for each aircraft are then summed at each grid location. The cumulative NOISE EXPOSURE noise exposure levels at all grid points ANALYSIS are then used to develop noise exposure contours for selected values (e.g.,

65, 70, and 75 DNL). Noise contours This section of the Master Plan out- are then plotted on a base map of the lines the methodology for analyzing

5-6 airport environs using the DNL met- the computation of airport-specific ric. flight profiles (rates of climb and descent). In addition to the mathematical procedures defined in the model, the INM A variety of user-supplied input data has another very important element. is required to use the Integrated Noise This is a data base containing tables Model. This includes the airport ele- correlating noise, thrust settings, and vation, average annual temperature, a flight profiles for most of the civilian mathematical definition of the airport aircraft, and many common military runways, the mathematical descrip- aircraft, operating in the United tion of ground tracks above which air- States. This data base, often referred craft fly, and the assignment of spe- to as the noise curve data, has been cific aircraft with specific engine types developed under FAA guidance based at specific takeoff weights to individ- on rigorous noise monitoring in con- ual flight tracks. trolled settings. In fact, the INM database was developed through more For the purposes of this analysis, than a decade of research including computer input files were prepared for extensive field measurements of more the latest year available (2005) and than 10,000 aircraft operations. the long range forecast developed in Chapter Two (2025). These are briefly The database also includes perform- summarized in Table 5A. ance data for each aircraft to allow for

TABLE 5A Operations Summary - Sioux Falls Regional Airport Operation Type 2005 2025

Itinerant Airlines 16,900 25,600 Air Taxi/Cargo 18,960 29,400 General Aviation 28,419 42,000 Military 3,551 3,800 Subtotal 67,830 100,800

Local

General Aviation 18,366 28,000 Military 3,551 3,800 21,917 31,800 Subtotal TOTAL OPERATIONS 89,747 132,600

The distribution of these operations velopment of the input model data. among various categories, users, and The business jet, turboprop, and types of aircraft is critical to the de- multi-engine piston operation mix

5-7 were developed using FAA=s instru- The INM and FAA aircraft substitu- ment flight rule (IFR) database and tion list provide data for most of the Sioux Falls Regional Airport landing business turbojet aircraft in the na- fee reports. The remaining portion of tional fleet. The LEAR35 represents general aviation operation mix was the Lear 30 series aircraft and the developed using the Sioux Falls Re- CNA500 effectively represents the gional Airport based aircraft fleet mix. Cessna 500 series aircraft that domi- Table 5B summarizes the fleet mix nate the small Stage 3 business jet data input into the noise analysis by category. The CL600 represents the annual aircraft operations. Falcon 2000 and Challenger 600 aircraft. The GV designator was used to In order to select the proper aircraft represent the Gulfstream V series air- from the INM database, a review of craft. the current fleet mix for Sioux Falls Regional Airport was conducted. The The MD83 and MD81 designators rep- FAA aircraft substitution list indicates resent the MD-83 and MD-87 aircraft that the general aviation single-engine in the airline fleet mix, respectively. variable pitch propeller model, the The Airbus 300, 319, and 320 were GASEPV, represents a number of sin- represented by the A300, A319, and gle-engine general aviation aircraft. A320 INM designators. The Boeing Among others, these include the Beech 727, 757, and 767 were represented by Bonanza, Cessna 177 and 180, Piper the 727EM2, 757PW, and 767300 INM Cherokee Arrow, Piper PA-32, and the designators. The McDonnell Douglas Mooney. The general aviation single- DC-9-30/40, DC-9-50, and DC-8-70 se- engine fixed pitch propeller model, the ries aircraft were represented by the GASEPF, also represents several sin- DC93LW, DC95HW, and DC870 INM gle-engine general aviation aircraft. designators, respectively. The SF-340 These include the Cessna 150 and 172, and Regional Jet aircraft in the fleet Piper Archer, Piper PA-28-140 and mix are represented by the SF340 and 180, and the Piper Tomahawk. CL601 designators, respectively.

The FAA's substitution list recom- Two types of helicopters commonly op- mends the BEC58P, the Beech Baron, erating at Sioux Falls Regional Air- to represent the light twin-engine airport are also modeled. The itinerant craft such as the Piper Navajo, Beech helicopter activity was modeled with Duke, Cessna 310, and others. The the B206L designator and the local CNA441 effectively represents light helicopter activity with the R22 desig- turbo-prop and twin-engine piston air- nator. Military aircraft in the Sioux craft such as the Cessna 402, Gulf- Falls fleet mix were represented by stream Commander, and others. In the F16GE fighter jet aircraft. All addition, the DCH6 is recommended substitutions are commensurate with for use in modeling the Merlin Metro- published FAA guidelines. liner and King Air turboprop aircraft.

5-8

TABLE 5B Fleet Mix Data C Sioux Falls Regional Airport

INM

Designator 2005 2025

ITINERANT OPERATIONS

AIRLINES A-320 A320 680 7,680 MD-83 MD83 420 0 MD-87 MD81 200 0 A-319 A319 1,450 7,680 DC-9-30/40/50 DC95HW 2,000 0 CRJ-700 GV 1,450 6,400 CRJ-200 CL601 8,000 3,072 CRJ-440 CL601 720 0 SF-340 SF340 1,980 768

AIR TAXI/CARGO DC-8-71/73 DC870 40 0 A300-600 A300 720 3,050 B-767-300 767300 0 1,525 B-757-200 757PW 20 1,525 B-727-200 727EM2 1,700 0 DC-9-30 DC93LW 420 0 DC-9-40 DC93LW 310 0 Medium Turboprop DHC6 7,000 5,825 Light Turboprop CNA441 3,650 5,825 Multi-Engine Piston BEC58P 2,550 5,825 Single-Engine Piston GASEPF 2,550 5,825

GENERAL AVIATION Single-Engine Piston Variable GASEPV 9,410 15,750 Single-Engine Piston Fixed GASEPF 9,409 15,750 Multi-Engine Piston BEC58P 5,000 3,990 Turboprop CNA441 1,500 2,100 Citation 500 CNA500 1,500 2,100 Lear 35 LEAR35 300 420 Falcon 2000 CL600 300 420 Challenger 600 CL600 250 420 Gulfstream V GV 50 210 Helicopter B206L 700 840

MILITARY F-16 F16GE 3,551 3,800 Subtotal Itinerant 67,830 100,800

5-9 TABLE 5B (Continued) Fleet Mix Data C Sioux Falls Regional Airport INM Designator 2005 2025

LOCAL OPERATIONS GENERAL AVIATION Single-Engine Piston Variable GASEPV 7,933 11,200 Single-Engine Piston Fixed GASEPF 7,933 11,200 Multi-Engine Piston BEC58P 1,500 2,800 Turboprop CNA441 500 1,400 Helicopter R22 500 1,400

MILITARY F-16 F16GE 3,551 3,800 Subtotal Local 21,917 31,800 TOTAL OPERATIONS 89,747 132,600

Runway usage data is another essen- runway system. The consolidated tial input to the INM. For modeling tracks were developed to reflect these purposes, wind data analysis usually common patterns and to account for determines runway use percentages; the inevitable flight track dispersions however, this provides only the direc- around the airport. A series of stan- tional availability of a runway and dard turns and straight-out flight does not consider pilot selection, pri- tracks were assumed for itinerant mary runway operations, or local op- traffic. A standard left turn pattern erating conventions. Continuous re- was assumed for all three runways for cords of the runway usage at Sioux local traffic. Although the consoli- Falls Regional Airport are not kept by dated flight tracks appear as distinct the airport. However, the Airport paths, they actually represent average Traffic Control Tower (ATCT) staff flight routes and illustrate areas of the was consulted during the development surrounding community where air- of runway usage assumptions. Table craft operations can be expected most 5C depicts assumed runway use data often. by operation type at Sioux Falls Re- gional Airport. The standard arrival profile used in the INM program is a three-degree Flight track data was derived based approach. There is no indication that on experience at other airports of simi- there was any variation on this stan- lar size. At airports such as Sioux dard procedure at Sioux Falls Re- Falls Regional Airport, aircraft traffic gional Airport; therefore, the standard is expected over most areas around approach was included in the model as the airport. Air traffic density gener- representative of local operating con- ally increases nearer the airport as it ditions. is funneled to and dispersed from the

5-10 TABLE 5C Runway Use Data Sioux Falls Regional Airport

Aircraft Category

Air Carrier/ Business Jet Single-/Multi- Runways Commuter Cargo and Turboprop Engine Piston Military Departures 3 16.0% 21.0% 24.0% 23.0% 15.0% 21 36.0% 49.0% 36.0% 35.0% 35.0% 15 12.0% 9.0% 12.0% 11.0% 15.0% 33 36.0% 21.0% 28.0% 27.0% 35.0% 9 0.0% 0.0% 0.0% 2.0% 0.0% 27 0.0% 0.0% 0.0% 2.0% 0.0% Arrivals 3 16.0% 21.0% 24.0% 23.0% 15.0% 21 36.0% 49.0% 36.0% 35.0% 35.0% 15 12.0% 9.0% 12.0% 11.0% 15.0% 33 36.0% 21.0% 28.0% 27.0% 35.0% 9 0.0% 0.0% 0.0% 2.0% 0.0% 27 0.0% 0.0% 0.0% 2.0% 0.0%

INM Version 6.2 computes the takeoff The INM computes separate departure profiles based on the user-supplied profiles (altitude at a specified dis- airport elevation and the average an- tance from the airport with associated nual temperature entries in the input velocity and thrust settings) for each batch. At Sioux Falls Regional Air- of the various types of aircraft using port, the elevation is 1,429 feet mean the airport. sea level (MSL) and the average annual temperature is 45.1 degrees Output data selected for calculation by Fahrenheit (F). If other than stan- the INM were annual average noise dard conditions (temperature of 59 de- contours in DNL. This section pre- grees F. and elevations of zero feet sents the results of the contour analy- MSL) are specified by the user, the sis for current, forecast, and alterna- profile generator automatically com- tive noise exposure conditions, as de- putes the takeoff profiles using the veloped from the Integrated Noise airplane performance coefficients in Model. Table 5D summarizes the the data base and the equations in the area within each set of contours. As Society of Automotive Engineers Aero- indicated earlier, the federal govern- space Information Report 1845 ment, including the FAA, has identi- (SAE/AIR 1845). fied the 65 DNL contour as the threshold of incompatibility.

5-11 TABLE 5D Comparative Areas of Noise Exposure (Square Miles) Sioux Falls Regional Airport DNL Contour 2005 2025 65 1.96 1.90 70 0.93 0.94 75 0.54 0.53

Exhibits 5B and 5C illustrate the AIRPORT LAYOUT 2005 and 2025 noise exposure at Sioux PLAN DRAWINGS Falls Regional Airport, respectively. As seen on Exhibit 5B, the 2005 70 The remainder of this chapter pro- and 75 DNL noise exposure contours vides a brief description of the airport do not extend off the existing airport layout drawings that will be submitted property boundaries. The 2005 65 to the FAA for review and approval. DNL contour extends off airport prop- Guidelines for these drawings are is- erty on all four runway ends. sued by the FAA and periodically up-

dated. These drawings have been The 2025 noise exposure contours de- prepared to graphically depict the ul- picted on Exhibit 5C are very similar timate airport layout, facility devel- in shape and size to the 2005 noise ex- opment, safety areas, and imaginary posure contours. The retirement of surfaces that extend beyond each the louder hush-kitted Stage 2 DC-9 runway end. The set includes: and 727-200 from the fleet in the future generally offsets the increased • Airport Data Sheet noise generated by higher operations Airport Layout Plan Drawing forecast in 2025. Most of the im- • provements in aircraft noise reduction • Landside Facilities Drawing technology have been accomplished on • Airport Airspace Drawings departure with quieter engines. (multiple sheets) Therefore, very little noise reduction is • Aerial (2006) seen when aircraft are on approach • Inner Portion of the Approach due to the lower levels of thrust used Surfaces (multiple sheets) during this phase of flight. This re- • Land Use Drawing sults in narrower “spike-shaped” con- • Airport Property Map tours. As seen on Exhibit 5C 2025 70 and 75 DNL noise exposure contours The layout and drawings are prepared continue to remain on airport property on a computer-aided drafting system and the 65 DNL contour is narrower (AutoCAD) to allow easier updating and extend off airport property and revision. The set provides de- slightly more than the 2005 65 DNL tailed information on existing and fu- contour. ture facilities. The drawings will be submitted to the FAA for approval and

5-12 05MP10-5B-9/6/06 Diversion Channel BNSF Railroad Minnesota Ave.

John Orr Dr. Hangar St. Jaycee Ln.

r. D d r a LEGEND u G

l a 2005 DNL Noise Contour n

o i t

a Ultimate Airfield Pavement

N Ultimate Road/Parking Ultimate Building Critical Area Ordinance Area

Air National Guard Safety Area Lease Parcels

Big Sioux River

Elmwood Municipal Golf Course

NORTH

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SCALE IN FEET

PHOTO DATE: 4-22-06

Exhibit 5B 2005 AIRCRAFT NOISE EXPOSURE 05MP10-5C-11/29/06

Diversion Channel BNSF Railroad Minnesota Ave. LEGEND John Orr Dr. 2025 DNL Noise Contour Hangar St.

Jaycee Ln. Ultimate Airfield Pavement r. D d Ultimate Road/Parking r a u G Ultimate Building l a

o i Critical Area t

a N Ordinance Area

Air National Guard Safety Area Lease Parcels

Big Sioux River

NORTH

Elmwood Municipal Golf Course

0 1200 2400

SCALE IN FEET

PHOTO DATE: 4-22-06

Exhibit 5C 2025 AIRCRAFT NOISE EXPOSURE must reflect any future development AIRPORT AIRSPACE DRAWINGS under consideration for potential funding with the Airport Improvement To protect the airspace around the Program (AIP). airport and approaches to each runway end from hazards that could affect the safe and efficient operation of AIRPORT DATA SHEET aircraft arriving and departing the airport, standards contained in 14 This data sheet provides airport and Code of Federal Regulations (CFR), runway data, wind summary data, Part 77, Objects Affecting Navigable and vicinity/location maps. It is in- Airspace, have been established for tended to supplement the Airport use by local jurisdictions to control the Layout Plan. height of objects near the airport. The Airport Airspace drawings included in the drawing set are a graphical depic- AIRPORT LAYOUT PLAN tion of these regulatory criteria.

The Airport Layout Plan (ALP) graphically presents the existing and F.A.R. Part 77 Imaginary Surfaces ultimate airport layout. The ALP also depicts runway protection zones, prop- The Airspace Drawings assign three- erty boundaries, building restriction dimensional imaginary surfaces to lines, elevation information, wind in- each runway, each approach, and the formation, runway and taxiway de- area immediately around and above tails, location of navaid equipment, the airport. These imaginary surfaces and several tables to identify object emanate from the runway centerline penetrations or modifications to FAA and are dimensioned according to visi- standards. This drawing must be ap- bility minimums associated with each proved by the FAA before individual runway approach. These surfaces in- projects shown on the drawing are ap- clude the primary surface, approach proved for construction. surface, transitional surface, horizontal surface, and conical surface. Part 77 imaginary surfaces are described in LANDSIDE FACILITY DRAWING the following paragraphs.

The landside facilities drawing provides an enlargement of the general • PRIMARY SURFACE aviation, terminal, and air cargo areas. Similar to the airport layout The primary surface is an imaginary plan, it depicts existing and future fa- surface longitudinally centered on the cilities anticipated within the plan- runway and extending 200 feet beyond ning period. the end of each runway. The elevation

5-13 of any point on the primary surface is point, the controlling surface is the the same as the elevation along the horizontal surface. nearest associated point on the runway centerline. Under Part 77 regulations, the primary surface for Run- • HORIZONTAL SURFACE ways 3-21 and 15-33 is 1,000 feet wide, while it is 500 feet wide for Run- The horizontal surface is established way 9-27. at 150 feet above the highest elevation of the runway surface. Having no slope, the horizontal surface connects • APPROACH SURFACE the transitional and approach surfaces to the conical surface at a distance of An approach surface is also estab- 10,000 feet from the primary surfaces lished for each runway. The approach of each runway. surface begins at the same width as the primary surface, and extends upward and outward from the primary • CONICAL SURFACE surface end and is centered along an extended runway centerline for a dis- The conical surface begins at the outer tance which is based upon the cate- edge of the horizontal surface, and gory of the runway approach. The ap- then continues for an additional 4,000 proach surfaces for Runways 3 and 21 feet horizontally at a slope of 20:1. extend 50,000 feet from the primary Therefore, at 4,000 feet from the hori- surface at an upward slope of 50:1 for zontal surface, the elevation of the 10,000 feet and 40:1 for the remaining conical surface is 350 feet above the 40,000 feet. The approach surfaces for highest airport elevation. Runways 15 and 33 extend 10,000 feet from the primary surface at an upward slope of 34:1, while the approach INNER APPROACH surface for Runways 9 and 27 extend SURFACE DRAWINGS 5,000 feet at an upward slope of 20:1. The Inner Approach Surface Draw- ings, prepared for each of the runway • TRANSITIONAL SURFACE approaches, are scaled drawings of the runway protection zone, runway safety Each runway has a transitional sur- area, object free area, and obstacle face that begins at the outside edge of free zone. Each runway end drawing the primary surface at the same eleva- extends for twice the distance of the tion as the runway. The transitional runway protection zone, providing surface also connects with the ap- plan and profile views of the runway proach surfaces of each runway. The ends. These can assist the FAA, air- surface rises at a slope of 7:1 up to a port staff, engineers, or consultants height which is 150 feet above the with identification of existing obstruc- highest runway elevation. At that tions or potential obstructions within

5-14 these areas. Elevations have been in- will need to be coordinated with the cluded (as available from the topog- local FAA office. raphic mapping undertaken in April 2006). PROPERTY MAP

AIRPORT LAND USE DRAWING The Property Map provides information on all land tracts owned by the The objective of the Airport Land Use SFRAA. It denotes which properties Drawing is to coordinate uses of the were obtained by transfer, fee simple airport property in a manner compati- title, or avigation easement. It also ble with the functional design of the indicates the date of acquisition for airport facility. Airport land use each tract and the federal airport aid planning is important for the orderly project number, consistent with FAA development and efficient use of guidelines. available space. There are two primary considerations for airport land use planning: first, to secure those ar- SUMMARY eas essential to the safe and efficient operation of the airport; and second, to The airport layout drawings and noise determine compatible land uses for contours are designed to assist the the balance of the property which SFRAA in decision-making relative to would be most advantageous to the future development. The plan consid- airport and the community. To assist ers anticipated development needs with this evaluation, the 65 CNEL based upon forecasts developed for a noise contour has been depicted. The 20-year planning period. Flexibility plan depicts the recommendations for will be essential in future development ultimate land use development on the as activity may not occur exactly as airport, taking into consideration fu- forecast. The drawings provide the ture runway/taxiway development, SFRAA with overall direction for de- building restriction lines, and poten- velopment, ensuring long term airport tial redevelopment areas. As facilities viability and services for the Sioux are proposed on airport property, they Falls region.

5-15 NOTE: AIRPORT LAYOUT PLANS PENDING FINAL APPROVAL FROM THE FEDERAL AVIATION ADMINISTRATION

Sioux Falls Regional Airport Authority AIRPORT LAYOUT PLANS Sioux Falls Regional Airport Authority Chapter Six CAPITAL IMPROVEMENT PROGRAM CHAPTER SIX Sioux Falls Regional Airport Authority Capital Improvement Program

The successful implementation of the development, the actual need for facilities master plan will require that the Sioux is established by airport activity. Proper Falls Regional Airport Authority master planning implementation suggests (SFRAA) remain flexible to changing the use of airport activity levels, rather aviation needs. Among the more than time as guidance for development. important factors influencing decisions to carry out a given recommendation are This chapter of the master plan is timing and airport activity. Both of these intended to become one of the primary factors should be used as references in references used by the SFRAA for plan implementation. implementing the plan recommendations. Consequently, the following Experience has indicated that problems narrative must provide understanding of have materialized from the standard each recommended development item. time-based format of traditional This understanding of the overall planning documents. The problems program will be critical in maintaining a center around their inflexibility to deal realistic and cost-effective program that with unforeseen changes that may occur provides maximum benefit to the on the airport. While it is necessary for SFRAA, the Federal Aviation scheduling and budgeting purposes to Administration (FAA), and the South consider the timing of airport Dakota Department of Transportation.

6-1 AIRPORT DEVELOPMENT ines the overall cost of development SCHEDULE AND COST and a demand-based schedule.

SUMMARIES The development schedule can be initially established, dividing the im- Once the specific needs and improve- provement needs into three planning ments for the airport have been estab- horizons: short, intermediate, and lished, the next step is to determine a long term. Table 6A summarizes the realistic schedule and cost for imple- key activity milestones for each plan- menting the plan. This section exam- ning horizon.

TABLE 6A Aviation Activity Planning Horizons Sioux Falls Regional Airport Base Year Short Intermediate Long (2005) Term Term Term Annual Operations 89,747 99,300 108,600 132,600 Air Carrier 16,900 18,600 20,400 25,600 Air Cargo (Jet) 3,250 3,800 4,500 6,100 General Aviation 46,785 52,000 57,000 70,000 Air Taxi 15,710 17,300 19,100 23,300 Military 7,102 7,600 7,600 7,600 Annual Enplanements 358,450 420,000 486,000 645,000 Total Based Aircraft 95 105 110 125

The short term horizon covers items of stones are reached, it will be time to the highest priority, as well as items program for the long term. that should be developed as the airport approaches the short term activ- Due to the conceptual nature of a mas- ity milestones. Priority items include ter plan, implementation of capital improvements to facilities that are in- projects should occur only after fur- adequate for present demand and pro- ther refinement of their design and jects to improve safety and operational costs through architectural and engi- flexibility. Because of their priority, neering analyses. Under normal con- these items will need to be incorpo- ditions, the costs estimated reflect an rated into SFRAA and FAA program- allowance for engineering and contin- ming. To assist with this process, gences that may be anticipated on the short term projects are scheduled over project. Capital costs presented in a five-year period beginning with pro- this chapter should be viewed only as jects in the next fiscal year (2007). estimates subject to further refinement during design. Nevertheless, When short term horizon activity these estimates are considered suffi- milestones are reached, it will be time ciently accurate for performing the to program for the intermediate term feasibility analyses in this chapter. based upon the next milestones. Simi- Cost estimates for each development larly, when the intermediate mile- project have been presented in Table 6- 2 6B and are given in current (2006) for the replacement of a 4,600-foot sec- dollars, without future inflationary tion of Runway 15-33 (which was adjustment. Staging of the improve- rated good on the pavement condition ments are depicted on Exhibit 6A. index study in 2005), replacement of the north terminal apron and portions The short-term capital program (2007- of Taxiways A, B, and C. 2011) includes projects in the terminal building, on the airfield, in the general In addition to continuing projects on aviation and air cargo areas, and on the terminal building, westside the west side of the airfield where the SRE/GA improvements, and GA ramp new snow removal equipment expansion, the hold apron for Runway (SRE)/maintenance building complex 3 is programmed to provide by-pass will be constructed. A multi-year pro- capability along Taxiway B at the ject, extending throughout the five- runway end. With continuing growth year period, includes replacement of in corporate jet aircraft that base at the terminal roof, heating pumps, cool- Sioux Falls, infrastructure improve- ing tower, chiller and condenser ments (utilities, roadway, and ramp) pumps and miscellaneous electrical. are programmed for the open area be- Airfield lighting improvements are re- tween Jaycee Lane and Hangar flected in the first year for Runway 3- Street. 21 centerline lights, signs, distance-to- go signs (Runway 15-33) and the heli- In the third year, continuing pave- port lighting circuit. A runway safety ment rehabilitation, terminal up- area project on Runway 3-21, at the grades, and GA ramp improvements southwest end, will relocate the fence, are programmed. Consistent with al- localizer, and perimeter road. In- ternative evaluations undertaken in cluded in the project is mitigation for previous chapters of the master plan, impacts to the Elmwood Municipal it has been recommended that a cross- Golf Course. The first phase of the field taxiway be constructed, connect- new westside improvements will pro- ing Taxiways B2 and A3. On the ter- vide utility and roadway extensions minal’s concourse, it is recommended for the new SRE/maintenance com- that the holdroom at Gate 2 be ex- plex, with construction of a new panded, a jet bridge added, and elec- 30,000 square foot structure. Finally, tronic screens be provided at Gate 3 expansion of the general aviation for easier use by multiple airlines. ramp (multi-year project) will mitigate congestion on the ramp and provide By the fourth year of the plan, in-line needed capacity. The ramp expansion bag screening should be provided on on the north end of the ramp will the ticketing wing by adding a 25-foot mitigate existing conflicts with air- extension across the back side of the craft taxiing to storage hangars. building, behind existing bag make-up areas. This addition was evaluated Beginning with the second year of the during the terminal alternatives plan, it is anticipated that a multi- evaluation, and provides the most effi- year project will need to be initiated cient configuration for bag screening

6- 3

Maintain buffer for potential entrance improvements Diversion Channel BNSF Railroad 1 Minnesota Ave. 05MP10-6A-10/6/06 5 John Orr Dr. 2 11

Hangar St. 3

Jaycee Ln. LEGEND 5 r. 6 D Existing Runway Protection Zone (RPZ) d 6 r A1 a 7 u Ultimate RPZ G 8 2 l 3 a B4 Short Term Improvements n o 4 i A2 t

a Intermediate Term Improvements N 4 4 Long Term Improvements B3 Critical Area Designate positions for transient jets A3 Ordinance Area Air National Guard Safety Area M Taxiway A Lease Parcels 6 Runway 3-21 8,999’ x 150’ 4 Runway 15-33 8,000’ x 150’ 9 10 RUNWAY PROTECTION ZONES 3 1,500’ Not Lower Than 1-Mile (9-27 existing) Critical area Runway 9-27 3,152’ x 75’ 500’ x 1,000’ x 700’ N 1 Reserve for Not Lower Than 1-Mile (15-33 existing) A4 500’ x 1,700’ x 1,010’ aviation-related B2 Not Lower Than 3/4-Mile (15-33 future) development Taxiway B 1,000’ x 1,700’ x 1,510’ Lower Than 3/4-Mile (3-21 existing) A5 Taxiway C (close to civilian traffic) 400’ to edge 1,000’ x 2,500’ x 1,750’ of safety area

1,500’ 800’ 11 Critical area Ordnance area

1 NORTH 5

Future 0 1000 2000 ASR-II site

SCALE IN FEET B1 PHOTO DATE: 4-22-06 SHORT TERM PROGRAM (0-5 yrs.) 1 Parking lot/loop road 2 Perimeter road relocation 2 3 SRE building/new access BigBi Sioux River General aviation ramp expansion igg 4 SiS 5 Hold apron - Runway 3 INTERMEDIATE TERM PROGRAM (6-10 yrs.) LONG TERM ouxPROGRAM River (11-20 yrs.) 6 Jet park 1 Extend taxiways - west general aviation 1 Expand Aircraft Rescue and Fire Fighting (ARFF) 7 Ticketing wing 2 Construct new air cargo facilities 2 Expand terminal parking 8 Concourse improvements 3S BullardHold apron AveAve - Runway 33 3 Departure Concourse Elmwood Municipal 9 Pavement rehabilitation - Runway 15-33 Airport Traffic Control Tower 4 Air carrier apron 4 Golf Course 10 Cross-field taxiway 5 Bag claim expansion 5 Rental car expansion 11 ODALS - Runway 15-33 6 Cat II - Runway 3-21 6 Ticketing/bag claim

Exhibit 6A DEVELOPMENT STAGING in the future. In addition, it has been SRE/ARFF equipment, expansion of recommended that ODALS approach the ARFF station, additional develop- lights be provided on each approach to ment on the west side, expansion of Runway 15-33, allowing for lowered surface parking (and parking struc- landing minimums (3/4 mile). Con- ture), pavement rehabilitation, a new tinuing multi-year projects include the departure concourse on the terminal, terminal building upgrades and air carrier apron, expansion of rental pavement rehabilitation on Runway car storage areas, expansion of ticket- 15-33. Pavement rehabilitation on the ing/bag claim areas in the terminal, north portion of the terminal apron is and upgrades of airfield lighting. also included in this year.

In the fifth year of the plan, additional CAPITAL IMPROVEMENTS improvements on the terminal con- FUNDING course have been recommended, including replacement of the elevated Financing for capital improvements at moving walkways with traditional es- Sioux Falls Regional Airport/Joe Foss calators (allowing extension of the Field does not utilize any general tax check-in queue on the upper level), monies. Rather, the contributors to and expansion of holdrooms and new the airport’s development are its us- restrooms at Gates 5/6. In addition, ers, through a system of leases and the rehabilitation of Runway 15-33 fees. These sources include not only and terminal upgrades should have the rates and charges for airport use been completed. imposed by the SFRAA, but also the Federal Airport Improvement Pro- During the intermediate planning pe- gram (AIP). Projects funded under the riod (2012-2016), projects include ad- AIP since 1999 have been itemized in ditional development of taxiways and Table 6C. The following paragraphs roads on the west side for general outline the key sources for funding. aviation development, construction of an additional air cargo sortation building and truck court, infrastructure FEDERAL GRANTS improvements in the GA area (east side) for additional storage hangars, The United States Congress has long construction of a hold apron for Run- recognized the need to develop and way 33, construction of a new airport maintain a system of aviation facilities traffic control tower, expansion of the across the nation for the purpose of terminal bag claim area, upgrades to national defense and promotion of in- airfield lighting and Cat II capabilities terstate commerce. Various grants-in- on Runway 3-21. In addition, addi- aid programs to public airports have tional pavement rehabilitation is been established over the years for planned on the airfield. this purpose. The most recent legisla-

tion was the Airport Improvement During the long term planning period Program (AIP) of 1982. The AIP has (2017-2026), projects include new 6- 6 been reauthorized several times. The the depository for all federal aviation Wendell H. Ford Aviation and Invest- taxes such as those on airline tickets, ment Reform Act for the 21st Century aviation fuel, lubricants, tires, and covered four years (through federal other aviation-related fees. The funds fiscal year (FY) 2003), while Vision are distributed under appropriations 100 – Century of Aviation Reauthoriza- set forth by Congress to airports in the tion Act covers FY 2004-2007. United States which have certified eli- gibility. The distribution of grants is The source for AIP funds is the Avia- administered by the FAA. tion Trust Fund. The Trust Fund is

TABLE 6C Projects Receiving AIP Funding (1999-2005) Sioux Falls Regional Airport FAA Grant Fiscal Year Number Project Description Federal Funds 1999 25, 26, 27 Construct Aircraft Rescue & Firefighting Building $2,017,866 And Reconstruct Apron (Phase II) 2000 28 Reconstruct Apron (Phase III) $1,434,140 2001 29 Rehabilitate T/W B, R/W 3-21 Lighting, and $2,280,770 Expand Terminal 2002 30, 31 Rehabilitate Taxiway, Acquire SRE, Extend $2,889,570 Runway, and Expand Terminal 2003 32 R/W 3-21 Lighting, RSA, Apron, Expand Terminal, $3,160,000 And Rehabilitate R/W 3-21 2004 33 Expand Apron, Rehabilitate Taxiway $2,042,500 2005 34 Rehabilitate Apron and Taxiway, Lighting $2,783,500 Source: FAA

Under the AIP program, examples of time the project participation rates eligible development projects include beyond 2007. the airfield, aircraft parking aprons, and access roads. Passenger terminal The program provides funding for eli- building improvements (such as bag- gible projects at airports. Through an gage claim and public waiting lobbies) entitlement program, primary com- may also be eligible for FAA funding mercial service airports receive a (in addition, the TSA provides funding guaranteed minimum of federal assis- for terminal security). However, im- tance each year, based on their en- provements such as automobile park- planed passenger levels and Congres- ing, fueling facilities, utilities, hangar sional appropriation levels. A primary buildings, airline ticketing, and airline airport is defined as any commercial operations areas (or other revenue- service airport enplaning at least generating areas) are not generally 10,000 passengers annually. Sioux eligible for AIP funds. The airport is Falls Regional Airport/Joe Foss Field eligible for 95 percent funding under was the 137th busiest primary airport Vision 100. It is not known at this in the U.S. in Calendar Year (CY)

6- 7 2005. The annual enplanements in mulas to increase entitlements over CY 2005 will be used by the FAA to previous levels and to establish special establish FY 2007 entitlements. set-asides for noise programs, general aviation and non-primary airports, Under the current formula, airports and other special programs. enplaning at least 10,000 passengers annually are entitled to a minimum of Table 6D outlines estimates of annual $1,000,000. For the first 50,000 en- entitlement funds for Sioux Falls Re- planements, the airport receives gional Airport/Joe Foss Field through $15.60 per enplanement. For the next 2025, assuming the current entitle- 50,000 enplanements, the airport re- ment formula remains in place over ceived $10.40 per enplanement. The the planning period. next 400,000 boardings provide $5.20 per enplanement. For the next In a number of cases, airports face ma- 500,000, the airport receives $1.30 per jor projects that will require funds in enplanement. For all enplanements excess of the airport’s annual entitle- over one million, the airport receives ments. Therefore, additional funds $1.00 per enplaned passenger. from discretionary apportionments under AIP become desirable. The In addition, airports that have over primary feature about discretionary 100 million pounds of landed weight funds is that they are distributed on a by all-cargo carriers receive a cargo priority basis. These priorities are es- entitlement. In FY 2006, the airport tablished by the FAA, utilizing a prior- received $325,818, based upon a CY ity code system. Under this system, 2004 total landed weight of projects are ranked by their purpose. 403,957,200 pounds. This entitlement Projects ensuring airport safety and is based upon the airport’s percentage security are ranked as the most im- of the total landed weight at all eligi- portant priorities, followed by main- ble airports. In CY 2004, the airport taining current infrastructure devel- recorded 0.27 percent of the U.S. total. opment, mitigating noise and other environmental impacts, meeting stan- Exhibit 6B depicts the history of AIP dards, and increasing system capacity. authorizations and appropriations. Capacity projects requiring greater Unfortunately, the funding levels au- than $5 million in discretionary fund- thorized in the legislation have not ing require a benefit-cost analysis to always been the levels appropriated in prove that the benefit-cost (B/C) ratio the annual congressional budget proc- is greater than 1.0. ess. For example, the AIP authorized level for fiscal year 1996 was $2.16 bil- Other funds can come through the lion, but only $1.45 billion was appro- Airway Facilities (AAF) section of the priated. FAA. The main mission of AAF is to promote the safe and efficient use of The Wendell H. Ford Aviation Invest- the National Airspace System (NAS). ment and Reform Act for the 21st Cen- As activity conditions warrant, the tury (AIR 21) adjusted allocation for-

6- 8 4.0 05MP10-6B-10/6/06 LEGEND

Authorization Levels 3.5 Appropriations Levels

3.0

2.5 (in billions) (in billions)

2.0 DOLLARS DOLLARS 1.5

1.0

0.5

1982 1985 1990 1995 2000 2005 '07 FAA FISCAL YEAR

Source: FAA

Exhibit 6B AIP AUTHORIZATION AND APPROPRIATIONS HISTORY airport will be considered by AAF for stalled, owned, and maintained by the various navigational aids to be in- FAA.

TABLE 6D Potential FAA Entitlement Funds Sioux Falls Regional Airport Annual Entitlement Calendar Year Annual Enplanements Funding Level Fiscal Year 2003 (Historical) 298,448 2,331,930 2005 2004 (Historical) 333,338 2,513,358 2006 2005 (Historical) 356,459 2,633,587 2007 2006 369,000 2,698,800 2008 2007 382,000 2,766,400 2009 2008 394,000 2,828,800 2010 2009 407,000 2,896,400 2011 2010 420,000 2,964,000 2012 2011 433,000 3,031,600 2013 2012 446,000 3,099,200 2014 2013 459,000 3,166,800 2015 2014 472,000 3,234,400 2016 2015 486,000 3,307,200 2017 2016 501,000 3,381,300 2018 2017 516,000 3,400,800 2019 2018 532,000 3,421,600 2020 2019 548,000 3,442,400 2021 2020 564,000 3,463,200 2022 2021 580,000 3,484,000 2023 2022 596,000 3,504,800 2024 2023 612,000 3,525,600 2025 2024 628,000 3,546,400 2026 2025 645,000 3,568,500 2027 Source for historical enplanements: ACAIS database. Projection of entitlement funds based upon total projected passenger enplanements and the current (Vision 100) formula.

Whereas entitlement monies are authorized sources such as those de- guaranteed on an annual basis, discre- scribed in the following subsections. tionary funds are not assured. The amount of funding for the development program that Sioux Falls Re- PASSENGER FACILITY gional Airport/Joe Foss Field will de- CHARGES sire from the FAA was previously outlined in Table 6B. If the combination The Aviation Safety Act and Capacity of entitlement and discretionary fund- Expansion Act of 1990 contained a ing does not provide enough capital for provision for airports to levy passen- planned development, projects would ger facility charges (PFCs) for the either be delayed or require funding purposes of enhancing airport safety, from the airport’s revenues or other capacity, or security, or to reduce noise or enhance competition. 6- 9 14 CFR Part 158 of May 29, 1991, es- plication, the airport must give notice tablishes the regulations that must be and an opportunity for consultation to followed by airports choosing to levy airlines operating at the airport. PFCs. Passenger facility charges may be imposed by public agencies control- PFCs are to be treated similar to other ling a commercial service airport with airport improvement grants, rather at least 2,500 annual passengers with than as airport revenues, and will be scheduled service. Authorized agen- administered by the FAA. Participat- cies were allowed to impose a charge ing airlines are able to retain up to of $1.00, $2.00, or $3.00 per enplaned eight cents per passenger for adminis- passenger. Recent legislation (AIR 21) trative handling purposes. passed in early 2000, has allowed the cap to increase to $4.50. Sioux Falls Table 6E outlines the airport’s poten- Regional Airport/Joe Foss Field does tial annual PFC revenue at $4.50 per not collect a PFC. enplaned passenger through 2025 (based upon the Airport Master Plan Prior approval is required from the forecasts). Department of Transportation (DOT) before an airport is allowed to levy a PFC. The DOT must find that the LOCAL SHARE FUNDING projected revenues are needed for specific, approved projects. Any AIP- The balance of project costs, after con- eligible project, whether development sideration has been given to grants, or planning related, is eligible for PFC must be funded through local re- funding. Gates and related areas for sources. Assuming federal and state the movement of passengers and bag- funding, this essentially equates from gage are eligible, as are on-airport 2.5 to 5 percent of the project costs if ground access projects. Any project all eligible FAA funds are available. approved must preserve or enhance safety, security, or capacity; re- There are several alternatives for local duce/mitigate noise impacts; or en- finance options for future development hance competition among carriers. at the airport, including airport revenues, direct funding from SFRAA, is- PFCs may be used only on approved suing bonds, and leasehold financing. projects. However, PFCs can be util- These strategies could be used to fund ized to fund 100 percent of a project. the local matching share, or complete They may be used as matching funds the project if grant funding cannot be for AIP grants or to augment AIP- arranged. funded projects. PFCs can be used for debt service and financing costs of The capital improvement program has bonds for eligible airport development. assumed that some landside facility These funds may also be commingled development (e.g., private hangars) with general revenue for bond debt would be funded by third parties. Un- service. Before submitting a PFC ap- der this type of development, the

6-10 SFRAA would complete the necessary way) improvements, as the public-use infrastructure (e.g., ramp and taxi- portions are grant-eligible.

TABLE 6E Potential Passenger Facility Charge (PFC) Revenues Sioux Falls Regional Airport Potential Annual Calendar Year Annual Enplanements PFCs (at $4.50) 2003 (Historical) 298,448 $1,179,168 2004 (Historical) 333,338 1,317,018 2005 (Historical) 356,459 1,408,370 2006 369,000 1,457,919 2007 382,000 1,509,282 2008 394,000 1,556,694 2009 407,000 1,608,057 2010 420,000 1,659,420 2011 433,000 1,710,783 2012 446,000 1,762,146 2013 459,000 1,813,509 2014 472,000 1,864,872 2015 486,000 1,920,186 2016 501,000 1,979,451 2017 516,000 2,038,716 2018 532,000 2,101,932 2019 548,000 2,165,148 2020 564,000 2,228,364 2021 580,000 2,291,580 2022 596,000 2,354,796 2023 612,000 2,418,012 2024 628,000 2,481,228 2025 645,000 2,548,395 Note: PFC calculation assumes that 90 percent of enplanements are revenue passengers.

IMPLEMENTATION completed. The format used in the development of this Master Plan has at- Experience has indicated that prob- tempted to deal with this issue by pro- lems have materialized from the stan- viding more flexibility in the program. dard form of time-based planning The primary issues upon which this documents. These problems center Master Plan is based will remain valid around the plan’s inflexibility and infor many years. The primary goal is herent inability to deal with new is- for the airport to maintain a self- sues that develop from unforeseen supporting position without sacrificing changes that may occur after it is service to the public.

6-11 Sioux Falls Regional Airport Authority Appendix A GLOSSARY OF TERMS APPENDIX A

ABOVE GROUND LEVEL: The elevation of a point or surface above the ground. AIRCRAFT APPROACH CATEGORY: A grouping ACCELERATE-STOP DISTANCE AVAILABLE of aircraft based on 1.3 times the stall speed (ASDA): See declared distances. in their landing configuration at their maximum certificated landing weight. The ADVISORY CIRCULAR: External publications categories are as follows: issued by the FAA consisting of non- regulatory material providing for the recom- • Category A: Speed less than 91 knots. mendations relative to a policy, guidance • Category B: Speed 91 knots or more, and information relative to a specific avia- but less than 121 knots. tion subject. • Category C: Speed 121 knots or more, but less than 141 knots. AIR CARRIER: An operator which: (1) per- • Category D: Speed 141 knots or more, forms at least five round trips per week but less than 166 knots. between two or more points and publishes • Category E: Speed greater than 166 knots. flight schedules which specify the times, days of the week, and places between which AIRCRAFT RESCUE AND FIRE FIGHTING: A facil- such flights are performed; or (2) transports ity located at an airport that provides mail by air pursuant to a current contract emergency vehicles, extinguishing agents, with the U.S. Postal Service. Certified in and personnel responsible for minimizing the accordance with Federal Aviation Regula- impacts of an aircraft accident or incident. tion (FAR) Parts 121 and 127. AIRFIELD: The portion of an airport which AIRCRAFT: A transportation vehicle that is contains the facilities necessary for the used or intended for use for flight. operation of aircraft.

AIRCRAFT APPROACH CATEGORY: An alpha- AIRLINE HUB: An airport at which an airline betic classification of aircraft based upon 1.3 concentrates a significant portion of its activ- times the stall speed in a landing configura- ity and which often has a significant amount tion at their maximum certified landing of connecting traffic. weight. AIRPLANE DESIGN GROUP (ADG): A grouping AIRCRAFT OPERATION: The landing, takeoff, of aircraft based upon wingspan. The groups or touch-and-go procedure by an aircraft on are as follows: a runway at an airport. • Group I: Up to but not including 49 feet. AIRCRAFT OPERATIONS AREA: A restricted • Group II: 49 feet up to but not including and secure area on the airport property 79 feet. designed to protect all aspects related to • Group III: 79 feet up to but not including aircraft operations. 118 feet. • Group IV: 118 feet up to but not including AIRCRAFT OWNERS AND PILOTS ASSOCIATION: 171 feet. A private organization serving the interests • Group V: 171 feet up to but not including and needs of general aviation pilots and air- 214 feet. craft owners. • Group VI: 214 feet or greater.

A-1 Airport Consultants GLOSSARY OF TERMS

AIRPORT AUTHORITY: A quasi-governmental AIRPORT REFERENCE POINT (ARP): The latitude public organization responsible for setting the and longitude of the approximate center of policies governing the management and the airport. operation of an airport or system of airports under its jurisdiction. AIRPORT SPONSOR: The entity that is legally responsible for the management and opera- AIRPORT BEACON: A navigational aid locat- tion of an airport, including the fulfillment of ed at an airport which displays a rotating the requirements of laws and regulations light beam to identify whether an airport is related thereto. lighted. AIRPORT SURFACE DETECTION EQUIPMENT: A AIRPORT CAPITAL IMPROVEMENT PLAN: The radar system that provides air traffic con- planning program used by the Federal Avia- trollers with a visual representation of the tion Administration to identify, prioritize, and movement of aircraft and other vehicles on distribute funds for airport development and the ground on the airfield at an airport. the needs of the National Airspace System to meet specified national goals and objec- AIRPORT SURVEILLANCE RADAR: The primary tives. radar located at an airport or in an air traffic control terminal area that receives a signal AIRPORT ELEVATION: The highest point on the at an antenna and transmits the signal to air runway system at an airport expressed in feet traffic control display equipment defining the above mean sea level (MSL). location of aircraft in the air. The signal provides only the azimuth and range of aircraft AIRPORT LAYOUT DRAWING (ALD): The draw- from the location of the antenna. ing of the airport showing the layout of existing and proposed airport facilities. AIRPORT TRAFFIC CONTROL TOWER (ATCT): A central operations facility in the terminal air AIRPORT MASTER PLAN: The planner’s concept traffic control system, consisting of a tower, of the long-term development of an airport. including an associated instrument flight rule (IFR) room if radar equipped, using AIRPORT MOVEMENT AREA SAFETY SYSTEM: A air/ground communications and/or radar, system that provides automated alerts and visual signaling and other devices to provide warnings of potential runway incursions or safe and expeditious movement of terminal other hazardous aircraft movement events. air traffic.

AIRPORT OBSTRUCTION CHART: A scaled AIR ROUTE TRAFFIC CONTROL CENTER: A facili- drawing depicting the Federal Aviation Reg- ty which provides enroute air traffic control ulation (FAR) Part 77 surfaces, a service to aircraft operating on an IFR flight representation of objects that penetrate plan within controlled airspace over a large, these surfaces, runway, taxiway, and ramp multi-state region. areas, navigational aids, buildings, roads and other detail in the vicinity of an an airport. AIRSIDE: The portion of an airport that contains the facilities necessary for the operation AIRPORT REFERENCE CODE (ARC): A coding of aircraft. system used to relate airport design criteria to the operational (Aircraft Approach Catego- AIRSPACE: The volume of space above the ry) to the physical characteristics (Airplane surface of the ground that is provided for the Design Group) of the airplanes intended to operation of aircraft. operate at the airport.

A-2 Airport Consultants GLOSSARY OF TERMS

AIR TAXI: An air carrier certificated in accor- flight plan when visibility is less than three dance with FAR Part 121 and FAR Part 135 miles and/or when the ceiling is at or below and authorized to provide, on demand, pub- the minimum initial approach altitude. lic transportation of persons and property by aircraft. Generally operates small aircraft APPROACH LIGHTING SYSTEM (ALS): An air- “for hire” for specific trips. port lighting facility which provides visual guidance to landing aircraft by radiating AIR TRAFFIC CONTROL: A service operated by light beams by which the pilot aligns the air- an appropriate organization for the purpose craft with the extended centerline of the of providing for the safe, orderly, and expedi- runway on his final approach and landing. tious flow of air traffic. APPROACH MINIMUMS: The altitude below AIR ROUTE TRAFFIC CONTROL CENTER which an aircraft may not descend while on (ARTCC): A facility established to provide air an IFR approach unless the pilot has the run- traffic control service to aircraft operating on way in sight. an IFR flight plan within controlled airspace and principally during the enroute phase APPROACH SURFACE: An imaginary obstruc- of flight. tion limiting surface defined in FAR Part 77 which is longitudinally centered on an AIR TRAFFIC HUB: A categorization of com- extended runway centerline and extends mercial service airports or group of outward and upward from the primary sur- commercial service airports in a metropolitan face at each end of a runway at a or urban area based upon the proportion of designated slope and distance based upon annual national enplanements existing at the the type of available or planned approach airport or airports. The categories are large by aircraft to a runway. hub, medium hub, small hub, or non-hub. It forms the basis for the apportionment of enti- APRON: A specified portion of the airfield tlement funds. used for passenger, cargo or freight loading and unloading, aircraft parking, and the AIR TRANSPORT ASSOCIATION OF AMERICA: refueling, maintenance and servicing of An organization consisting of the principal aircraft. U.S. airlines that represents the interests of the airline industry on major aviation issues AREA NAVIGATION: The air navigation proce- before federal, state, and local government dure that provides the capability to establish bodies. It promotes air transportation safety and maintain a flight path on an arbitrary by coordinating industry and governmental course that remains within the coverage safety programs and it serves as a focal point area of navigational sources being used. for industry efforts to standardize practices and enhance the efficiency of the air trans- AUTOMATED TERMINAL INFORMATION SERVICE portation system. (ATIS): The continuous broadcast of recorded non-control information at towered airports. ALERT AREA: See special-use airspace. Information typically includes wind speed, direction, and runway in use. ALTITUDE: The vertical distance measured in feet above mean sea level. AUTOMATED SURFACE OBSERVATION SYSTEM (ASOS): A reporting system that provides fre- ANNUAL INSTRUMENT APPROACH (AIA): An quent airport ground surface weather approach to an airport with the intent to observation data through digitized voice land by an aircraft in accordance with an IFR broadcasts and printed reports.

A-3 Airport Consultants GLOSSARY OF TERMS

AUTOMATED WEATHER OBSERVATION STATION CAPITAL IMPROVEMENT PLAN: The planning (AWOS): Equipment used to automatically program used by the Federal Aviation record weather conditions (i.e. cloud height, Administration to identify, prioritize, and dis- visibility, wind speed and direction, tempera- tribute Airport Improvement Program funds ture, dewpoint, etc.) for airport development and the needs of the National Airspace System to meet speci- AUTOMATIC DIRECTION FINDER (ADF): An air- fied national goals and objectives. craft radio navigation system which senses and indicates the direction to a non-direc- CARGO SERVICE AIRPORT: An airport served tional radio beacon (NDB) ground by aircraft providing air transportation of transmitter. property only, including mail, with an annual aggregate landed weight of at least AVIGATION EASEMENT: A contractual right or 100,000,000 pounds. a property interest in land over which a right of unobstructed flight in the airspace is CATEGORY I: An Instrument Landing System established. (ILS) that provides acceptable guidance information to an aircraft from the coverage AZIMUTH: Horizontal direction expressed as limits of the ILS to the point at which the the angular distance between true north localizer course line intersects the glide path and the direction of a fixed point (as the at a decision height of 100 feet above the observer’s heading). horizontal plane containing the runway threshold. BASE LEG: A flight path at right angles to the landing runway off its approach end. The CATEGORY II: An ILS that provides accept- base leg normally extends from the down- able guidance information to an aircraft wind leg to the intersection of the extended from the coverage limits of the ILS to the runway centerline. See “traffic pattern.” point at which the localizer course line intersects the glide path at a decision height of BASED AIRCRAFT: The general aviation air- 50 feet above the horizontal plane contain- craft that use a specific airport as a home ing the runway threshold. base. CATEGORY III: An ILS that provides accept- BEARING: The horizontal direction to or from able guidance information to a pilot from the any point, usually measured clockwise from coverage limits of the ILS with no decision true north or magnetic north. height specified above the horizontal plane containing the runway threshold. BLAST FENCE: A barrier used to divert or dissi- pate jet blast or propeller wash. CEILING: The height above the ground surface to the location of the lowest layer of BLAST PAD: A prepared surface adjacent to clouds which is reported as either broken or the end of a runway for the purpose of elimi- overcast. nating the erosion of the ground surface by the wind forces produced by airplanes at the CIRCLING APPROACH: A maneuver initiated initiation of takeoff operations. by the pilot to align the aircraft with the runway for landing when flying a predetermined BUILDING RESTRICTION LINE (BRL): A line circling instrument approach under IFR. which identifies suitable building area locations on the airport. CLASS A AIRSPACE: See Controlled Airspace.

A-4 Airport Consultants GLOSSARY OF TERMS

CLASS B AIRSPACE: See Controlled Airspace. not including flight level FL600. All persons must operate their aircraft under IFR. CLASS C AIRSPACE: See Controlled Airspace. • CLASS B: Generally, the airspace from CLASS D AIRSPACE: See Controlled Airspace. the surface to 10,000 feet MSL surrounding the nation’s busiest airports. The configura- CLASS E AIRSPACE: See Controlled Airspace. tion of Class B airspace is unique to each airport, but typically consists of two or CLASS G AIRSPACE: See Controlled Airspace. more layers of air space and is designed to contain all published instrument approach CLEAR ZONE: See Runway Protection Zone. procedures to the airport. An air traffic control clearance is required for all aircraft COMMERCIAL SERVICE AIRPORT: A public air- to operate in the area. port providing scheduled passenger service that enplanes at least 2,500 annual passen- • CLASS C: Generally, the airspace from the gers. surface to 4,000 feet above the airport elevation (charted as MSL) surrounding COMMON TRAFFIC ADVISORY FREQUENCY: A those airports that have an operational radio frequency identified in the appropriate control tower and radar approach control aeronautical chart which is designated for and are served by a qualifying number of the purpose of transmitting airport advisory IFR operations or passenger enplane- information and procedures while operating ments. Although individually tailored for to or from an uncontrolled airport. each airport, Class C airspace typically consists of a surface area with a five nauti- COMPASS LOCATOR (LOM): A low power, cal mile (nm) radius and an outer area low/medium frequency radio-beacon with a 10 nautical mile radius that extends installed in conjunction with the instrument from 1,200 feet to 4,000 feet above the landing system at one or two of the marker airport elevation. Two-way radio commu- sites. nication is required for all aircraft.

CONICAL SURFACE: An imaginary obstruc- • CLASS D: Generally, that airspace from the tion-limiting surface defined in FAR Part 77 surface to 2,500 feet above the air port that extends from the edge of the horizontal elevation (charted as MSL) surrounding surface outward and upward at a slope of those airports that have an operational 20 to 1 for a horizontal distance of 4,000 feet. control tower. Class D airspace is individually tailored and configured to encompass CONTROLLED AIRPORT: An airport that has an published instrument approach proce operating airport traffic control tower. dures. Unless otherwise authorized, all persons must establish two-way radio CONTROLLED AIRSPACE: Airspace of defined communication. dimensions within which air traffic control services are provided to instrument flight rules • CLASS E: Generally, controlled airspace (IFR) and visual flight rules (VFR) flights in that is not classified as Class A, B, C, or accordance with the airspace classification. D. Class E airspace extends upward Controlled airspace in the United States is from either the surface or a designated designated as follows: altitude to the overlying or adjacent controlled airspace. When designated • CLASS A: Generally, the airspace from as a surface area, the airspace will be 18,000 feet mean sea level (MSL) up to but configured to contain all instrument

A-5 Airport Consultants GLOSSARY OF TERMS

procedures. Class E airspace encom- DECISION HEIGHT: The height above the end passes all Victor Airways. Only aircraft of the runway surface at which a decision following instrument flight rules are must be made by a pilot during the ILS or Pre- required to establish two-way radio cision Approach Radar approach to either communication with air traffic control. continue the approach or to execute a missed approach. • CLASS G: Generally, that airspace not classified as Class A, B, C, D, or E. Class G DECLARED DISTANCES: The distances airspace is uncontrolled for all aircraft. declared available for the airplane’s takeoff Class G airspace extends from the surface runway, takeoff distance, accelerate-stop to the overlying Class E airspace. distance, and landing distance requirements. The distances are: FL 600 CLASS A 18,000 MSL • TAKEOFF RUNWAY AVAILABLE (TORA): The CLASS E runway length declared available and suitable for the ground run of an airplane LEGEND 14,500 MSL taking off; AGL - Above Ground Level FL - Flight Level in Hundreds of Feet MSL - Mean Sea Level • TAKEOFF DISTANCE AVAILABLE (TODA): Source: "Airspace Reclassification and Charting The TORA plus the length of any remain- Changes for VFR Products," National Oceanic and Atmospheric Administration, National Ocean Service. Chart adapted ing runway and/or clear way beyond the by Coffman Associates from AOPA Pilot, CLASS G January 1993. far end of the TORA;

• ACCELERATE-STOP DISTANCE AVAILABLE CLASS B (ASDA): The runway plus stopway length 40 n.m. declared available for the acceleration CLASS C Nontowered 1,200 Airport and deceleration of an aircraft aborting Nontowered 30 n.m. AGL Airport 20 n.m. 700 20 n.m. CLASS D a takeoff; and AGL 10 n.m. 10 n.m. 12 n.m. CLASS G CLASS G CLASS G • LANDING DISTANCE AVAILABLE (LDA): The runway length declared available and CONTROLLED FIRING AREA: See special-use suitable for landing. airspace. DEPARTMENT OF TRANSPORTATION: The cabi- CROSSWIND: A wind that is not parallel to a net level federal government organization runway centerline or to the intended flight consisting of modal operating agencies, path of an aircraft. such as the Federal Aviation Administration, which was established to promote the coor- CROSSWIND COMPONENT: The component dination of federal transportation programs of wind that is at a right angle to the runway and to act as a focal point for research and centerline or the intended flight path of an development efforts in transportation. aircraft. DISCRETIONARY FUNDS: Federal grant funds CROSSWIND LEG: A flight path at right angles that may be appropriated to an airport to the landing runway off its upwind end. See based upon designation by the Secretary of “traffic pattern.” Transportation or Congress to meet a specified national priority such as enhancing DECIBEL: A unit of noise representing a level capacity, safety, and security, or mitigating relative to a reference of a sound pressure 20 noise. micro newtons per square meter.

A-6 Airport Consultants GLOSSARY OF TERMS

DISPLACED THRESHOLD: A threshold that is ENTITLEMENT: Federal funds for which a com- located at a point on the runway other than mercial service airport may be eligible based the designated beginning of the runway. upon its annual passenger enplanements.

DISTANCE MEASURING ENVIRONMENTAL ASSESSMENT (EA): An envi- EQUIPMENT (DME): ronmental analysis performed pursuant to Equipment (airborne the National Environmental Policy Act to and ground) used to determine whether an action would signifi- 1NM measure, in nautical 2 NM cantly affect the environment and thus

miles, the slant range 3 NM require a more detailed environmental distance of an air- impact statement. craft from the DME navigational aid. ENVIRONMENTAL AUDIT: An assessment of the current status of a party’s compliance with DNL: The 24-hour average sound level, in A- applicable environmental requirements of a weighted decibels, obtained after the party’s environmental compliance policies, addition of ten decibels to sound levels for practices, and controls. the periods between 10 p.m. and 7 a.m. as averaged over a span of one year. It is the ENVIRONMENTAL IMPACT STATEMENT (EIS): A FAA standard metric for determining the document required of federal agencies by cumulative exposure of individuals to noise. the National Environmental Policy Act for major projects ar legislative proposals affect- DOWNWIND LEG: A flight path parallel to the ing the environment. It is a tool for landing runway in the direction opposite to decision-making describing the positive and landing. The downwind leg normally extends negative effects of a proposed action and between the crosswind leg and the base leg. citing alternative actions. Also see “traffic pattern.” ESSENTIAL AIR SERVICE: A federal program EASEMENT: The legal right of one party to use which guarantees air carrier service to a portion of the total rights in real estate selected small cities by providing subsidies as owned by another party. This may include needed to prevent these cities from such the right of passage over, on, or below the service. property; certain air rights above the property, including view rights; and the rights to any FEDERAL AVIATION REGULATIONS: The general specified form of development or activity, as and permanent rules established by the well as any other legal rights in the property executive departments and agencies of the that may be specified in the easement doc- Federal Government for aviation, which are ument. published in the Federal Register. These are the aviation subset of the Code of Federal ELEVATION: The vertical distance measured in Regulations. feet above mean sea level. FINAL APPROACH: A flight path in the direc- ENPLANED PASSENGERS: The total number of tion of landing along the extended runway revenue passengers boarding aircraft, centerline. The final approach normally including originating, stop-over, and transfer extends from the base leg to the runway. passengers, in scheduled and non-sched- See “traffic pattern.” uled services. FINDING OF NO SIGNIFICANT IMPACT (FONSI): ENPLANEMENT: The boarding of a passenger, A public document prepared by a Federal cargo, freight, or mail on an aircraft at an agency that presents the rationale why a airport. proposed action will not have a

A-7 Airport Consultants GLOSSARY OF TERMS significant effect on the environment and for GLOBAL POSITIONING SYSTEM (GPS): A sys- which an environmental impact statement tem of 24 satellites used as reference points will not be prepared. to enable navigators equipped with GPS receivers to determine their latitude, longi- FIXED BASE OPERATOR (FBO): A provider of tude, and altitude. services to users of an airport. Such services include, but are not limited to, hangaring, GROUND ACCESS: The transportation system fueling, flight training, repair, and mainte- on and around the airport that provides nance. access to and from the airport by ground transportation vehicles for passengers, employ- FLIGHT LEVEL: A designation for altitude within ees, cargo, freight, and airport services. controlled airspace. HELIPAD: A designated area for the takeoff, FLIGHT SERVICE STATION: An operations facili- landing, and parking of helicopters. ty in the national flight advisory system which utilizes data interchange facilities for the col- HIGH INTENSITY RUNWAY LIGHTS: The highest lection and dissemination of Notices to classification in terms of intensity or brightness Airmen, weather, and administrative data for lights designated for use in delineating and which provides pre-flight and in-flight the sides of a runway. advisory services to pilots through air and ground based communication facilities. HIGH-SPEED EXIT TAXIWAY: A long radius taxiway designed to expedite aircraft turning off FRANGIBLE NAVAID: A navigational aid which the runway after landing (at speeds to 60 retains its structural integrity and stiffness up knots), thus reducing runway occupancy to a designated maximum load, but on time. impact from a greater load, breaks, distorts, or yields in such a manner as to present the HORIZONTAL SURFACE: An imaginary obstruc- minimum hazard to aircraft. tion-limiting surface defined in FAR Part 77 that is specified as a portion of a horizontal GENERAL AVIATION: That portion of civil avia- plane surrounding a runway located 150 feet tion which encompasses all facets of above the established airport elevation. The aviation except air carriers holding a certifi- specific horizontal dimensions of this surface cate of convenience and necessity, and are a function of the types of approaches large aircraft commercial operators. existing or planned for the runway.

GLIDESLOPE (GS): Provides vertical guidance INSTRUMENT APPROACH PROCEDURE: A series for aircraft during approach and landing. of predetermined maneuvers for the orderly The glideslope consists of the following: transfer of an aircraft under instrument flight conditions from the beginning of the initial 1. Electronic components emitting signals approach to a landing, or to a point from which provide vertical guidance by ref- which a landing may be made visually. erence to airborne instruments during instrument approaches such as ILS; or INSTRUMENT FLIGHT RULES (IFR): Procedures for the conduct of flight in weather condi- 2. Visual ground aids, such as VASI, which tions below Visual Flight Rules weather provide vertical guidance for VFR minimums. The term IFR is often also used to approach or for the visual portion of an define weather conditions and the type instrument approach and landing. of flight plan under which an aircraft is operating.

A-8 Airport Consultants GLOSSARY OF TERMS

INSTRUMENT LANDING SYSTEM (ILS): A preci- LOCAL TRAFFIC: Aircraft operating in the traf- sion instrument approach system which fic pattern or within sight of the tower, or normally consists of the following electronic aircraft known to be departing or arriving components and visual aids: from the local practice areas, or aircraft exe- cuting practice instrument approach 1. Localizer. 4. Middle Marker. procedures. Typically, this includes touch- 2. Glide Slope. 5. Approach Lights. and-go training operations. 3. Outer Marker. LOCALIZER: The component of an ILS INSTRUMENT METEOROLOGICAL CONDITIONS: which provides course guidance to the Meteorological conditions expressed in terms runway. of specific visibility and ceiling conditions that are less than the minimums specified for visu- LOCALIZER TYPE DIRECTIONAL AID (LDA): A al meteorological conditions. facility of comparable utility and accuracy to a localizer, but is not part of a complete ILS ITINERANT OPERATIONS: Operations by air- and is not aligned with the runway. craft that are not based at a specified airport. LONG RANGE NAVIGATION SYSTEM (LORAN): Long range navigation is an electronic navi- KNOTS: A unit of speed length used in navigational aid which determines aircraft gation that is equivalent to the number of position and speed by measuring the nautical miles traveled in one hour. difference in the time of reception of synchronized pulse signals from two fixed transmitters. LANDSIDE: The portion of an airport that pro- Loran is used for enroute navigation. vides the facilities necessary for the processing of passengers, cargo, freight, and LOW INTENSITY RUNWAY LIGHTS: The lowest ground transportation vehicles. classification in terms of intensity or brightness for lights designated for use in delineating LANDING DISTANCE AVAILABLE (LDA): See the sides of a runway. declared distances. MEDIUM INTENSITY RUNWAY LIGHTS: The mid- LARGE AIRPLANE: An airplane that has a dle classification in terms of intensity or maximum certified takeoff weight in excess brightness for lights designated for use in of 12,500 pounds. delineating the sides of a runway.

LOCAL AREA AUGMENTATION SYSTEM: A MICROWAVE LANDING SYSTEM (MLS): An differential GPS system that provides localized instrument approach and landing system measurement correction signals to the basic that provides precision guidance in azimuth, GPS signals to improve navigational accura- elevation, and distance measurement. cy, integrity, continuity, and availability. MILITARY OPERATIONS: Aircraft operations LOCAL OPERATIONS: Aircraft operations per- that are performed in military aircraft. formed by aircraft that are based at the airport and that operate in the local traffic MILITARY OPERATIONS AREA (MOA): See pattern or within sight of the airport, that are special-use airspace. known to be departing for or arriving from flights in local practice areas within a pre- MILITARY TRAINING ROUTE: An air route scribed distance from the airport, or that depicted on aeronautical charts for the con- execute simulated instrument approaches at duct of military flight training at speeds the airport. above 250 knots.

A-9 Airport Consultants GLOSSARY OF TERMS

MISSED APPROACH COURSE (MAC): The flight NOISE CONTOUR: A continuous line on a map route to be followed if, after an instrument of the airport vicinity connecting all points of approach, a landing is not affected, and the same noise exposure level. occurring normally: NON-DIRECTIONAL BEACON (NDB): A beacon 1. When the aircraft has descended to the transmitting nondirectional signals whereby decision height and has not established the pilot of an aircraft equipped with direction visual contact; or finding equipment can determine his or her bearing to and from the radio beacon and 2. When directed by air traffic control to pull home on, or track to, the station. When the up or to go around again. radio beacon is installed in conjunction with the Instrument Landing System marker, it is nor- MOVEMENT AREA: The runways, taxiways, and mally called a Compass Locator. other areas of an airport which are utilized for taxiing/hover taxiing, air taxiing, takeoff, and NON-PRECISION APPROACH PROCEDURE: A landing of aircraft, exclusive of loading ramps standard instrument approach procedure in and parking areas. At those airports with a which no electronic glide slope is provided, tower, air traffic control clearance is required such as VOR, TACAN, NDB, or LOC. for entry onto the movement area. NOTICE TO AIRMEN: A notice containing NATIONAL AIRSPACE SYSTEM: The network of air information concerning the establishment, traffic control facilities, air traffic control areas, condition, or change in any component of or and navigational facilities through the U.S. hazard in the National Airspace System, the timely knowledge of which is considered NATIONAL PLAN OF INTEGRATED AIRPORT SYS- essential to personnel concerned with flight TEMS: The national airport system plan operations. developed by the Secretary of Transporta- tion on a biannual basis for the development OBJECT FREE AREA (OFA): An area on the of public use airports to meet national air ground centered on a runway, taxiway, or transportation needs. taxilane centerline provided to enhance the safety of aircraft operations by having the NATIONAL TRANSPORTATION SAFETY BOARD: A area free of objects, except for objects that federal government organization established need to be located in the OFA for air naviga- to investigate and determine the probable tion or aircraft ground maneuvering purposes. cause of transportation accidents, to recommend equipment and procedures to OBSTACLE FREE ZONE (OFZ): The airspace enhance transportation safety, and to review below 150 feet above the established airport on appeal the suspension or revocation of elevation and along the runway and extend- any certificates or licenses issued by the Sec- ed runway centerline that is required to be retary of Transportation. kept clear of all objects, except for frangible visual NAVAIDs that need to be located in NAUTICAL MILE: A unit of length used in navi- the OFZ because of their function, gation which is equivalent to the distance in order to provide clearance for aircraft spanned by one minute of arc in latitude, that landing or taking off from the runway, and is, 1,852 meters or 6,076 feet. It is equivalent to for missed approaches. approximately 1.15 statute mile. OPERATION: A take-off or a landing. NAVAID: A term used to describe any electrical or visual air navigational aids, lights, signs, OUTER MARKER (OM): An ILS navigation facili- and associated supporting equipment (i.e. ty in the terminal area navigation system PAPI, VASI, ILS, etc.) located four to seven miles from

A-10 Airport Consultants GLOSSARY OF TERMS the runway edge on the extended center- and extending behind the runway threshold line, indicating to the pilot that he/she is that is 200 feet long by 800 feet wide. The passing over the facility and can begin final POFA is a clearing standard which requires approach. the POFA to be kept clear of above ground objects protruding above the runway safety PILOT CONTROLLED LIGHTING: Runway light- area edge elevation (except for frangible ing systems at an airport that are controlled NAVAIDS). The POFA applies to all new by activating the microphone of a pilot on a authorized instrument approach procedures specified radio frequency. with less than 3/4 mile visibility.

PRECISION APPROACH: A standard instru- PRIMARY AIRPORT: A commercial service air- ment approach procedure which provides port that enplanes at least 10,000 annual runway alignment and glide slope (descent) passengers. information. It is categorized as follows: PRIMARY SURFACE: An imaginary obstruction • CATEGORY I (CAT I): A precision approach limiting surface defined in FAR Part 77 that is which provides for approaches with a specified as a rectangular surface longitudi- decision height of not less than 200 feet nally centered about a runway. The specific and visibility not less than 1/2 mile or dimensions of this surface are a function of Runway Visual Range (RVR) 2400 (RVR the types of approaches existing or planned 1800) with operative touchdown zone and for the runway. runway centerline lights. PROHIBITED AREA: See special-use airspace. • CATEGORY II (CAT II): A precision approach which provides for approaches with a PVC: Poor visibility and ceiling. Used in deter- decision height of not less than 100 feet mining Annual Sevice Volume. PVC and visibility not less than 1200 feet RVR. conditions exist when the cloud ceiling is less than 500 feet and visibility is less than one • CATEGORY III (CAT III): A precision mile. approach which provides for approaches with minima less than Category II. RADIAL: A navigational signal generated by a Very High Frequency Omni-directional PRECISION APPROACH PATH INDICATOR Range or VORTAC station that is measured as (PAPI): A lighting system providing visual an azimuth from the station. approach slope guidance to aircraft during a landing approach. It is similar to a VASI but REGRESSION ANALYSIS: A statistical technique provides a sharper transition between the that seeks to identify and quantify the rela- colored indicator lights. tionships between factors associated with a forecast. PRECISION APPROACH RADAR: A radar facility in the terminal air traffic control system REMOTE COMMUNICATIONS OUTLET (RCO): used to detect and display with a high An unstaffed transmitter receiver/facility degree of accuracy the direction, range, remotely controlled by air traffic personnel. and elevation of an aircraft on the final RCOs serve flight service stations (FSSs). approach to a runway. RCOs were established to provide ground-to- ground communications between air traffic PRECISION OBJECT FREE AREA (POFA): An control specialists and pilots at satellite air- area centered on the extended runway cen- ports for delivering enroute clearances, terline, beginning at the runway threshold issuing departure authorizations, and

A-11 Airport Consultants GLOSSARY OF TERMS acknowledging instrument flight rules cancel- RUNWAY PROTECTION ZONE (RPZ): An area off lations or departure/landing times. the runway end to enhance the protection of people and property on the ground. The REMOTE TRANSMITTER/RECEIVER (RTR): See RPZ is trapezoidal in shape. Its dimensions are remote communications outlet. RTRs serve determined by the aircraft approach speed ARTCCs. and runway approach type and minima. RELIEVER AIRPORT: An airport to serve general RUNWAY SAFETY AREA (RSA): A defined sur- aviation aircraft which might otherwise use a face surrounding the runway prepared or congested air-carrier served airport. suitable for reducing the risk of damage to airplanes in the event of an undershoot, RESTRICTED AREA: See special-use airspace. overshoot, or excursion from the runway.

RNAV: Area navigation - airborne equipment RUNWAY VISIBILITY ZONE (RVZ): An area on which permits flights over determined tracks the airport to be kept clear of permanent within prescribed accuracy tolerances with- objects so that there is an unobstructed line- out the need to overfly ground-based of-site from any point five feet above the navigation facilities. Used enroute and for runway centerline to any point five feet approaches to an airport. above an intersecting runway centerline.

RUNWAY: A defined rectangular area on an RUNWAY VISUAL RANGE (RVR): An instrumen- airport prepared for aircraft landing and tally derived value, in feet, representing the takeoff. Runways are normally numbered in horizontal distance a pilot can see down the relation to their magnetic direction, rounded runway from the runway end. off to the nearest 10 degrees. For example, a runway with a magnetic heading of 180 SCOPE: The document that identifies and would be designated Runway 18. The run- defines the tasks, emphasis, and level of way heading on the opposite end of the effort associated with a project or study. runway is 180 degrees from that runway end. For example, the opposite runway heading SEGMENTED CIRCLE: A system of visual indica- for Runway 18 would be Runway 36 (mag- tors designed to provide traffic pattern netic heading of 360). Aircraft can takeoff or information at airports without operating land from either end of a runway, depending control towers. upon wind direction. SHOULDER: An area adjacent to the edge of RUNWAY ALIGNMENT INDICATOR LIGHT: A paved runways, taxiways, or aprons provid- series of high intensity sequentially flashing ing a transition between the pavement and lights installed on the extended centerline of the adjacent surface; support for aircraft run- the runway usually in conjunction with an ning off the pavement; enhanced drainage; approach lighting system. and blast protection. The shoulder does not necessarily need to be paved. RUNWAY END IDENTIFIER LIGHTS (REIL): Two synchronized flashing lights, one on each SLANT-RANGE DISTANCE: The straight line dis- side of the runway threshold, which provide tance between an aircraft and a point on rapid and positive identification of the the ground. approach end of a particular runway. SMALL AIRPLANE: An airplane that has a max- RUNWAY GRADIENT: The average slope, mea- imum certified takeoff weight of up to 12,500 sured in percent, between the two ends of a pounds. runway. SPECIAL-USE AIRSPACE: Airspace of defined

A-12 Airport Consultants GLOSSARY OF TERMS dimensions identified by a surface area routing, preprinted for pilot use in graphic wherein activities must be confined because and textual or textual form only. of their nature and/or wherein limitations may be imposed upon aircraft operations STOP-AND-GO: A procedure wherein an air- that are not a part of those activities. craft will land, make a complete stop on the Special-use airspace classifications include: runway, and then commence a takeoff from • ALERT AREA: Airspace which may contain that point. A stop-and-go is recorded as two a high volume of pilot training activities or operations: one operation for the landing an unusual type of aerial activity, neither and one operation for the takeoff. of which is hazardous to aircraft. STOPWAY: An area beyond the end of a • CONTROLLED FIRING AREA: Airspace takeoff runway that is designed to support wherein activities are conducted under an aircraft during an aborted takeoff without conditions so controlled as to eliminate causing structural damage to the aircraft. It is hazards to nonparticipating aircraft and to not to be used for takeoff, landing, or taxiing ensure the safety of persons or property on by aircraft. the ground. STRAIGHT-IN LANDING/APPROACH: A landing • MILITARY OPERATIONS AREA (MOA): made on a runway aligned within 30 degrees Designated airspace with defined vertical of the final approach course following com- and lateral dimensions established outside pletion of an instrument approach. Class A airspace to separate/segregate certain military activities from instrument TACTICAL AIR NAVIGATION (TACAN): An ultra- flight rule (IFR) traffic and to identify for high frequency electronic air navigation visual flight rule (VFR) traffic where these system which provides suitably-equipped air- activities are conducted. craft a continuous indication of bearing and distance to the TACAN station. • PROHIBITED AREA: Designated airspace within which the flight of aircraft is TAKEOFF RUNWAY AVAILABLE (TORA): See prohibited. declared distances.

• RESTRICTED AREA: Airspace designated TAKEOFF DISTANCE AVAILABLE (TODA): See under Federal Aviation Regulation declared distances. (FAR) 73, within which the flight of aircraft, while not wholly prohibited, is subject to TAXILANE: The portion of the aircraft parking restriction. Most restricted areas are desig- area used for access between taxiways and nated joint use. When not in use by the aircraft parking positions. using agency, IFR/VFR operations can be authorized by the controlling air traffic TAXIWAY: A defined path established for the control facility. taxiing of aircraft from one part of an airport to another. • WARNING AREA: Airspace which may contain hazards to nonparticipating aircraft. TAXIWAY SAFETY AREA (TSA): A defined surface alongside the taxiway prepared or STANDARD INSTRUMENT DEPARTURE (SID): A suitable for reducing the risk of damage to preplanned coded air traffic control IFR an airplane unintentionally departing the departure routing, preprinted for pilot use in taxiway. graphic and textual form only. STANDARD TERMINAL ARRIVAL (STAR): A pre- TERMINAL INSTRUMENT PROCEDURES: Pub- planned coded air traffic control IFR arrival lished flight procedures for conducting

A-13 Airport Consultants GLOSSARY OF TERMS instrument approaches to runways under instrument meteorological conditions.

TERMINAL RADAR APPROACH CONTROL: An ENTRY DOWNWIND LEG element of the air traffic control system CROSS- BASE WIND responsible for monitoring the en-route and LEG LEG terminal segment of air traffic in the airspace FINAL APPROACH DEPARTURE LEG surrounding airports with moderate to high- RUNWAY levels of air traffic. UPWIND LEG TETRAHEDRON: A device used as a landing direction indicator. The small end of the tetrahedron points in the direction of landing. UNCONTROLLED AIRPORT: An airport without an air traffic control tower at which the con- THRESHOLD: The beginning of that portion of the trol of Visual Flight Rules traffic is not runway available for landing. In some instances exercised. the landing threshold may be displaced. UNCONTROLLED AIRSPACE: Airspace within TOUCH-AND-GO: An operation by an aircraft which aircraft are not subject to air traffic that lands and departs on a runway without control. stopping or exiting the runway. A touch-and- go is recorded as two operations: one UNIVERSAL COMMUNICATION (UNICOM): A operation for the landing and one operation nongovernment communication facility for the takeoff. which may provide airport information at certain airports. Locations and frequencies of TOUCHDOWN: The point at which a landing UNICOM’s are shown on aeronautical charts aircraft makes contact with the runway and publications. surface. UPWIND LEG: A flight path 360 ° TOUCHDOWN ZONE (TDZ): The first 3,000 feet parallel to the landing 60° of the runway beginning at the threshold. runway in the direction of 300° landing. See “traffic pat- 120° TOUCHDOWN ZONE ELEVATION (TDZE): The tern.” 240°

highest elevation in the touchdown zone. 180 ° VECTOR: A heading issued to an TOUCHDOWN ZONE (TDZ) LIGHTING: Two rows aircraft to provide navigational of transverse light bars located symmetrically guidance by radar. about the runway centerline normally at 100- foot intervals. The basic system extends 3,000 VERY HIGH FREQUENCY/ OMNIDIRECTIONAL feet along the runway. RANGE STATION (VOR): A ground-based electronic navigation aid transmitting very high TRAFFIC PATTERN: The traffic flow that is pre- frequency navigation signals, 360 degrees in scribed for aircraft landing at or taking off azimuth, oriented from magnetic north. Used from an airport. The components of a typical as the basis for navigation in the national air- traffic pattern are the upwind leg, crosswind space system. The VOR periodically identifies leg, downwind leg, base leg, and final itself by Morse Code and may have an addi- approach. tional voice identification feature.

A-14 Airport Consultants GLOSSARY OF TERMS

VERY HIGH FREQUENCY OMNI-DIRECTIONAL RANGE STATION/ TACTICAL AIR NAVIGATION VORTAC: See “Very High Frequency Omnidi- (VORTAC): A navigation aid providing VOR rectional Range Station/Tactical Air azimuth, TACAN azimuth, and TACAN Navigation.” distance-measuring equipment (DME) at one site. WARNING AREA: See special-use airspace.

VICTOR AIRWAY: A control area or portion WIDE AREA AUGMENTATION SYSTEM: An thereof established in the form of a corridor, enhancement of the Global Positioning Sys- the centerline of which is defined by radio tem that includes integrity broadcasts, navigational aids. differential corrections, and additional ranging signals for the purpose of providing the VISUAL APPROACH: An approach wherein an accuracy, integrity, availability, and continu- aircraft on an IFR flight plan, ity required to support all phases of flight. operating in VFR conditions under the control of an air traffic control facility and having an air traffic control authorization, may proceed to the airport of destination in VFR conditions.

VISUAL APPROACH SLOPE INDICATOR (VASI): An airport lighting facility providing vertical visual approach slope guidance to aircraft AC: advisory circular during approach to landing by radiating a directional pattern of high intensity red and ADF: automatic direction finder white focused light beams which indicate to the pilot that he is on path if he sees ADG: airplane design group red/white, above path if white/white, and AFSS: automated flight service station below path if red/red. Some airports serving large aircraft have three-bar VASI’s which AGL: above ground level provide two visual guide paths to the same runway. AIA: annual instrument approach

VISUAL FLIGHT RULES (VFR): Rules that govern AIP: Airport Improvement Program the procedures for conducting flight under visual conditions. The term VFR is also used in AIR-21: Wendell H. Ford Aviation Investment the United States to indicate weather condi- and Reform Act for the 21st Century tions that are equal to or greater than minimum VFR requirements. In addition, it is ALS: approach lighting system used by pilots and controllers to indicate type of flight plan. ALSF-1: standard 2,400-foot high intensity approach lighting system with VISUAL METEOROLOGICAL CONDITIONS: sequenced flashers (CAT I Meteorological conditions expressed in terms configuration) of specific visibility and ceiling conditions which are equal to or greater than the ALSF-2: standard 2,400-foot high intensity approach lighting system with threshold values for instrument meteorologi- sequenced flashers (CAT II cal conditions. configuration)

VOR: See “Very High Frequency Omnidirec- APV: instrument approach procedure tional Range Station.” with vertical guidance

A-15 Airport Consultants GLOSSARY OF TERMS

ARC: airport reference code GS: glide slope

HIRL: high intensity runway edge lighting ARFF: aircraft rescue and firefighting IFR: instrument flight rules (FAR Part 91) ARP: airport reference point ILS: instrument landing system ARTCC: air route traffic control center IM: inner marker ASDA: accelerate-stop distance available LDA: localizer type directional aid ASR: airport surveillance radar LDA: landing distance available ASOS: automated surface observation station LIRL: low intensity runway edge lighting

ATCT: airport traffic control tower LMM: compass locator at middle marker

ATIS: automated terminal information LOC: ILS localizer service LOM: compass locator at ILS outer marker AVGAS: aviation gasoline - typically 100 low lead (100LL) LORAN: long range navigation

AWOS: automated weather observation MALS: medium intensity approach station lighting system

BRL: building restriction line MALSR: medium intensity approach lighting system with runway alignment CFR: Code of Federal Regulations indicator lights

CIP: capital improvement program MIRL: medium intensity runway edge lighting DME: distance measuring equipment MITL: medium intensity taxiway edge DNL: day-night noise level lighting

DWL: runway weight bearing capacity MLS: microwave landing system for aircraft with dual-wheel type landing gear MM: middle marker

DTWL: runway weight bearing capacity MOA: military operations area fo aircraft with dual-tandem type landing gear MSL: mean sea level

FAA: Federal Aviation Administration NAVAID: navigational aid

FAR: Federal Aviation Regulation NDB: nondirectional radio beacon

FBO: fixed base operator NM: nautical mile (6,076 .1 feet) FY: fiscal year NPES: National Pollutant Discharge GPS: global positioning system Elimination System

A-16 Airport Consultants GLOSSARY OF TERMS

SALS: short approach lighting system NPIAS: National Plan of Integrated Airport Systems SASP: state aviation system plan

NPRM: notice of proposed rulemaking SEL: sound exposure level SID: standard instrument departure ODALS: omnidirectional approach lighting system SM: statute mile (5,280 feet)

OFA: object free area SRE: snow removal equipment

OFZ: obstacle free zone SSALF: simplified short approach lighting system with sequenced flashers OM: outer marker SSALR: simplified short approach lighting PAC: planning advisory committee system with runway alignment indicator lights PAPI: precision approach path indicator STAR: standard terminal arrival route PFC: porous friction course SWL: runway weight bearing capacity PFC: passenger facility charge for aircraft with single-wheel type landing gear PCL: pilot-controlled lighting STWL: runway weight bearing capacity PIW: public information workshop for aircraft with single-wheel tandem type landing gear PLASI: pulsating visual approach slope indicator TACAN: tactical air navigational aid

POFA: precision object free area TDZ: touchdown zone

PVASI: pulsating/steady visual TDZE: touchdown zone elevation approach slope indicator TAF: Federal Aviation Administration PVC: Poor visibility and ceiling. (FAA) Terminal Area Forecast

RCO: remote communications outlet TODA: takeoff distance available

REIL: runway end identifier lighting TORA: takeoff runway available

RNAV: area navigation TRACON: terminal radar approach control

RPZ: runway protection zone VASI: visual approach slope indicator

RSA: Runway Safety Area VFR: visual flight rules (FAR Part 91)

RTR: remote transmitter/receiver VHF: very high frequency

RVR: runway visibility range VOR: very high frequency omni-directional range RVZ: runway visibility zone VORTAC: VOR and TACAN collocated

A-17 Airport Consultants Sioux Falls Regional Airport Authority Appendix B TERMINAL ALTERNATIVES

Sioux Falls Regional Airport Authority Appendix C BUILDING EVALUATION Appendix C FSD BUILDING EVALUATION FOR THE 2006 MASTER PLAN REPORT

As a part of this study all of the buildings owned by the airport were given a walk through and visual evaluation of general building, electrical and mechanical systems. No materials testing were done during these walkthroughs.

Main Terminal

General Evaluation

Originally completed in 1970 it has been modified, added on and remodeled numerous times. The most recent was in 2004 when areas were added on the upper concourse for TSA offices and screening area, meeters’ and greeters’ waiting room, lavatory remodels and additional airport administration rooms. Other recent additions include a US Customs clearing area and offices, additional baggage claim and rental car counter space. This was completed in 2001.

The building is constructed primarily of steel framework, precast concrete panels and masonry block with concrete floors below, on and above grade. The roof is a steel joist system with decking and a membrane roofing system covered with river rock for sunlight and wind protection. The floors are covered with rock tile, terrazzo and carpeting depending on the area served.

From a structural perspective there are no apparent problems. No adverse settlement, masonry and precast concrete appear good with little or no cracking, thresholds and doors function as intended. Floors are in very good condition.

C-1 With a building in excess of 35 years old and heavy public use there is always need of repairs and refurbishing. This study will not address those issues in depth. A few items of consequence were discovered during the inspection process. The most significant is the roofing system. From discussion and observation it appears the roofing is the original and there have been some leaks over the past few years. Thirty (30) plus years of life on a roof system is considered good life. Replacement should be considered to minimize damaging effects, prevent future interior damage and ensure longevity of the building. In addition there are some cracked and weakened mortar joints in the glazed brick located on the main body of the terminal. Wind driven rain can penetrate the joints. This can be addressed with a tuck pointing repair project.

Mechanical Evaluation

The heating plant for the main terminal is two steam boilers. The steam boilers are Dunham Bush 200 HP dual fuel (gas/fuel oil) boilers with newer Gordon Piat burners. The steam is converted to hot water in a shell and tube heat exchanger and supplied to the building with two base mounted centrifugal pumps. There is also a large storage tank approximately 1000 to 1500 gallons with a steam to hot water converter in it that is used to produce domestic hot water for the terminal.

The boilers have been maintained very well, and they appear to be original equipment, which makes them approximately 35 years old. This is beyond the estimated service life of the boiler, according to American Society of Heating Refrigeration and Air Conditioning Engineers (ASHRAE) statistics, and replacement may be required in the near future. The boilers also produce the hot water for the domestic water system for the terminal. This works well in the winter months, but when heating is not required in the building, it is very inefficient to produce minimal hot water with a 200 horsepower boiler. We would recommend installing a smaller summer boiler to produce hot water in the low heating load seasons.

The heating pumps for terminal are 20 horsepower, base mounted centrifugal pumps that have been replaced recently. The two pumps are constant volume and are redundant. Energy saving measures would be to control the pumps with a variable frequency drive (VFD), but this would also require replacement of three-way control valves to two-way control valves on many different pieces of equipment. The VFD’s should be considered if controls are updated or changed to direct digital controls (DDC).

C-2 The chilled water plant for the building is a Trane Centrivac 320 ton centrifugal chiller, with a Perma Pipe cooling tower. The chiller has all been maintained very well, and is original equipment, the cooling tower is also original equipment which makes them approximately 35 years old. This is beyond the estimated service life of the chiller, and the system components according to ASHRAE statistics, and replacement may be required in the near future. The cooling tower is in dire need of replacement, parts are wearing out and we would recommend replacing soon. The chiller has refrigerant that is no longer available and if there is a problem this will have to be converted over to a new refrigerant. We would recommend budgeting in the near future for replacement of the chiller.

The chilled water pump for the terminal is a 30 horsepower, base mounted centrifugal pump. The chilled water pump is a constant volume. Energy saving measures would be to control the pump with a variable frequency drive, but this would also require replacement of three-way control valves to two-way control valves on many different pieces of equipment. The VFD’s should be considered if controls are updated or changed to DDC. The pump is over 35 years old, and we would recommend budgeting in the near future for replacement of this pump.

The condenser pump for the cooling tower is a 10 horsepower, base mounted centrifugal pump this is over 35 years old, and we would recommend budgeting in the near future for replacement of this pump. We would recommend replacing this pump when the cooling tower is replaced.

The temperature control system for the building is a pneumatic Johnson Controls system. The temperature control equipment has all been maintained very well, and appears to be original equipment, which makes it approximately 35 years old. This is beyond the estimated service life of the system and components according to ASHRAE statistics and replacement may be required in the near future. We would recommend budgeting in the near future for replacement of this system to a new direct digital control (DDC) system. This would include replacement of control valves, dampers and actuators.

The ventilation systems for the main terminal building are air handling units located in the penthouses on the roof. The air handling units are showing signs of age, more than 35 years, with rusting of the units, and parts missing (belt guards, etc.). We recommend replacement of these air handling units.

The exhaust systems for the main terminal building are power roof exhaust fans located on the roof. The exhaust equipment appears to be original equipment, which makes it approximately 35 years old. This is beyond the estimated service life of the system and components according to ASHRAE statistics and replacement may be required in the near future. We would recommend budgeting replacement of these exhaust fans.

C-3 Electrical Evaluation

The electrical distribution system for the Terminal Building/Concourse facility consists of two (2) padmount transformers located outside the Motivator Room. One transformer supplies power to a 2000 ampere, 480 volt, three phase switchboard and the 2nd transformer to a 1600 ampere, 208 volt, three phase switchboard. Both switchboards are located inside the Motivator Room and distribute power to various distribution panelboards throughout the facility. The two (2) main electrical rooms for distributing power throughout this facility are the Motivator Room and Boiler Room.

Motivator Room

The electrical equipment that is currently installed in the Motivator Room was part of the original construction for the building. Most of the electrical gear was manufactured by General Electric and appears to be in good working order for its age. G.E. replacement parts are available in the case of future maintenance issues.

The labeling of disconnects for the distribution sections for each of the switchboards was a little unclear. There are a number of disconnects that have labels that were generated using a magic marker. Over time the magic marker begins to wear off and eventually the label becomes too hard to read. Main disconnects had multiple labels and identification along with instructions for airlines that no longer serve Sioux Falls. If maintenance personnel begin performing maintenance on the electrical distribution system and labels are missing or unclear, this could in turn lead to serious electrical hazards.

There was adequate lighting within this area consisting of incandescent light fixtures and overall the maintenance staff had no further comments or issues with this room.

Boiler Room

The Boiler Room consists of a number of distribution panel boards, dry-type transformers, control relay cabinets, and an emergency standby generator. Again, most of the electrical gear was manufactured by General Electric and appears to be in good working order for its age. This electrical equipment was well labeled.

The Boiler Room gets its power from the switchboards located within the Motivator Room. There are raceways between the Motivator Room and the Boiler Room that consist of metal wireways that appear to be in good condition.

The Caterpillar Generator is listed as a Continuous Duty, 30kW, 37.5 kVA, 480 volt, three phase system and is used to serve the emergency lighting throughout the facility in the case of an electrical power outage. Overall the generator itself

C-4 appears to be in good condition and the maintenance staff regularly exercises this generator on a monthly basis.

Lighting seemed adequate for the room and consisted of incandescent light fixtures.

Overall the Boiler Room seemed to be well maintained and the maintenance staff had no further comments or issues with this room.

Terminal Building

On the lower level there are a number of janitor rooms located throughout which contain auxiliary panelboards supplying miscellaneous power to various loads on the floor. The panelboards appear to be in good condition and have space, though minimal, for expansion.

Lighting consists of mainly fluorescent T12 lighting and HID recess can lights along with some incandescent fixtures installed in the smaller storage rooms and janitor rooms. There are a few T8 fixtures installed; which in the turn are much more efficient and are more energy efficient in comparison to the T12 lamp. The T12 lamp will eventually be discontinued and no longer available; switching over to T8 lighting will be a necessity that should be budgeted for in the near future.

Snow Removal and Maintenance Facilities

Under this subtitle are four buildings. One serves a shop and personal area, one is cold storage primarily for lawn mowing equipment and two other heated buildings are used for storage and maintainer of equipment, heated sand storage and general storage of lighting equipment spares, paint etc.

Maintenance Shop Building 12

The building is of a “pre engineered” design, metal frame, roof joists, masonry walls, steel siding and exposed interior insulation. Exact year of construction is not known but conventional thinking puts it in the late 1960 to early 1970 era. This building has served the airport well. The structure is in fair to good condition. The exterior sheet metal has some fade and the roof metal has some

C-5 rust showing. We also observed some form of opening in the roof peak allowing light to penetrate and possibly heat escape.

While the building does function there are shortfalls to its overall capability. The shop space is too small to accommodate large equipment, there are no provisions such as hoists, lifts, oil change pits, wash bay and auxiliary equipment that is considered standard equipment for servicing large equipment. As a result there are maintenance bays located in the other buildings that presently store equipment. Another function of a maintenance building is a centralized location for spare airfield and equipment parts and maintenance materials. The role of maintenance is also share by other buildings at this time.

In addition to a service role, the maintenance facility also provides personal services for staff employees during periods of high demand. Winter usually is the time when personnel are on standby or working long hours to clear airfield and vehicle pavements of snow and ice. When forecasts are issued of large weather events, staff sometimes comes in advance of the system to be prepared to respond quickly and efficiently to snow or freezing rain. Modern maintenance facilities usually provide some form of rest area, showers, lockers and cooking ability to sustain that effort. The existing facility has limited features to accommodate these needs.

The most common form of snow removal equipment maintenance facility used today is a combination of a large storage building with and attached shop, and space for the storage of heated sand and other products used in the role of airfield maintenance. The facility is usually located where there is easy or direct access to the airfield pavements, and away from other conflicting traffic.

Mechanical Evaluation

The mechanical heating system for the building includes infrared tube heat and gas fired unit heaters. These systems appear to be in fair to good condition with no complaints from the personnel. The heating system does not appear to be original equipment, and based on ASHRAE life expectancy these systems should have some years left in them. The heating system for the office area and the bathroom is electric baseboard heat and electric unit heaters. The electric heaters appear to be original equipment and would be approximately 35 – 45 years old. These units have lasted there expected life and may need replacement in the very near future.

The maintenance shop appears to have no ventilation system. Based on the new IMC and IBC building codes and repair shop is required to have an exhaust system capable of removing 1.5 cfm/sq. ft. of air and replaced with makeup air. This is a safety issue so that a worker is not overcome by carbon monoxide while working on a vehicle. There also did not appear to be any exhaust in the bathroom. We would recommend installing an exhaust system with a fresh air makeup louver and controlling it with a carbon monoxide sensor, and installing an exhaust fan in the bathroom.

C-6 Electrical Evaluation

The building electrical system consists of a 200 ampere, 120/240 volt, single phase service to a 42 space panelboard located in the main office space. The panelboard appears to be in good condition and has space, though minimal, for expansion.

Lighting in the building utilizes mostly fluorescent T12 lighting along with incandescent lamps. The office and maintenance area utilize the fluorescent fixtures while the storage space, small other rooms, and the outdoor building mounted lighting use incandescent lighting. Many fixtures in the facility are missing lens covers including most of the outdoor light fixtures.

Power and data appeared to be adequate but sparse. Outlets were installed at approximately 48 inches above the finish floor, and did not appear to be causing problems. There was minimal use of extension cords indicating that the outlets were either in the correct locations, or that the staff has adapted to the locations.

Overall the building appears to have a few weaknesses. There are many missing lenses on light fixtures. This is a sign that the lighting is not adequate enough and that the staff feels more light is available without the lenses. These lenses provide a function, to direct the light, around the space. Without these lenses, this is not possible. The light levels in these areas should be reviewed and lighting upgrades made. Outdoor lighting can also be better accomplished by the use of HID type lamps. This type of lamp produces more “light” per watt and also has a longer lamp life than the incandescent fixtures currently installed. This HID style fixtures are currently installed on storage building - 10.

Snow Removal Equipment Storage Building 14

This is a converted aircraft hangar that is used for cold storage. The hangar door was modified to become a sealed wall. It is presently used to store mostly turf mowing equipment and materials. The condition is fair to good. Galvanized metal structures can perform for many years before problems arise. There are no apparent leaks or other issues.

C-7 Mechanical Evaluation

No heating, ventilation or plumbing required

Electrical Evaluation

This building electrical system included a 100 ampere 120/240 volt single phase service. The panelboard was in good condition and had space for expansion if needed.

Incandescent lamps were used for both the indoor and outside building mounted lighting. Lamp styles were changed and the fixture lenses removed to achieve a better light level, but there is still a minimal light level inside the facility.

Power outlets seemed to be adequate for the facility. The building utilized non-GFCI outlets throughout. The use of ground fault circuit interrupter outlets for this space would be an added safety precaution for the staff. Again the lighting level for the building should be reviewed for the type tasks conducted in the space. Outdoor lighting should be reviewed and HID lighting utilized for the same reasons as stated for the maintenance shop - building 12.

Snow Removal Equipment Storage Building 16

This is the newest of the storage buildings. It is heated and lighted and is the location for heated sand storage. The building is in good condition with minor paint coating deterioration. It also serves as maintenance bays for the vehicles stored within it, and spare parts storage for airfield lighting.

While the building itself is in good condition, there are some general issues that don’t allow the most efficient use. There are only two doors located adjacent to each other and operators have to turn heavy equipment and work around parked vehicles to gain access to sand and overnight storage. The building is also placed at an angle that doesn’t allow a straight in approach due to the proximity of building 12.

C-8

Mechanical Evaluation

The mechanical heating system for the building was infrared tube heat. These systems appear to be in fair to good condition with no complaints from the personnel. The heating system does not appear to be original equipment, and based on ASHRAE life expectancy these systems should have some years left in them.

The maintenance shop appears to have no ventilation system. Based on the new IMC and IBC building codes and repair shop is required to have an exhaust system capable of removing 1.5 cfm/sq. ft. of air and replaced with makeup air. This is a safety issue so that a worker is not overcome by carbon monoxide while working on a vehicle. We would recommend installing an exhaust system with a fresh air makeup louver and controlling it with a carbon monoxide sensor.

Electrical Evaluation

The building electrical system consists of a 225 ampere, 120/240 volt single phase service. The electrical equipment appeared to be in good condition.

The building lighting appeared adequate for the space. Fluorescent lighting was used for the indoor lighting and HID lighting was used for outdoor area lighting.

Power outlets again appeared adequate for the facility. This building also utilized non- GFCI outlets throughout. The use of ground fault circuit interrupter outlets for this space would also be an added safety precaution for the staff.

Snow Removal Equipment Storage Building 10

This is the third heated storage building for snow removal equipment. Servicing of equipment is also preformed in this building for the equipment stored there. It is close to the same age as the shop with similar painted metal panels.

The building is in good condition with no apparent structural issues. The shortfalls are minor. Some of the doors are just wide enough to allow equipment to access. With one wall being consisting of doors, if many are opened at one time, much heat will escape to the atmosphere.

C-9 Mechanical Evaluation

The Snow Removal Equipment Storage appears to have no ventilation system. Based on the new IMC and IBC building codes and repair shop is required to have an exhaust system capable of removing 1.5 cfm/sq. ft. of air and replaced with makeup air. This is a safety issue so that a worker is not overcome by carbon monoxide while working on a vehicle. We would recommend installing an exhaust system with a fresh air makeup louver and controlling it with a carbon monoxide sensor.

Electrical Evaluation

This building electrical system consisted of a 100 ampere, 120/240 volt single phase system. The equipment appeared to be in good condition.

The building lighting appeared to be in good condition and was adequate for the tasks in the space. The outdoor lighting utilized HID lights and appeared to also be in good condition.

North Side Alert Hangars and Office

These are buildings that were acquired from the SD Air National Guard when their status of providing air to air intercept was discontinued. There are four (4) of them and they are relatively big buildings made of galvanized metal panels and roof materials. The main door is a bi-fold metal door that is raised by mechanical means lifting up on the bottom chord.

C-10 The ceilings are very high compared to the width of the building. They were designed to hold fighter jet aircraft. Heating is available with units installed near the ceiling, but the buildings appear to be poorly insulated. The general condition appears to be fair to good.

As such, leasing them out will be difficult because of door width and heating challenges and lack of water or sewer to these buildings. The concrete apron in front is in fair to poor condition. The other support building that is associated with the hangars is the pilot alert barracks. This is a masonry building where pilots sitting alert were housed. This building sits on the land side or non secured side of the airfield. Exact age of the buildings is not known, but most likely they were constructed in the 1950’s as a part of the cold war defense policy.

Mechanical Evaluation

The mechanical heating system for the building includes four gas fired unit heaters. These systems appear to be in fair condition. The building heating systems were not being used and we didn’t think they are operated very much. The roofs of the buildings are very high and the amount of space to heat would make heating expensive. The heaters appear to be original equipment and would be over 50 years old. These units have lasted there expected life and replacement would not be required if the spaces are not being heated.

Electrical Evaluation

These building appeared to be in good electrical condition. Multiple sources of power were present. Building lighting was done using fluorescent lighting and is adequate for a hanger. Telephone lines were also installed in the building.

General Aviation Tee Hangars

This is a group of nested tee hangars located in the general aviation portion of the airport behind Business Aviation’s facility. There are five hangars per side for a total of 10. They are supported by a bituminous pavement up to the doors. A few years ago, the inside of the hangars were also paved with bituminous pavement. They are unheated and unventilated. There is power for lights and door operation.

C-11

The hangars are made of galvanized metal panels and roofing. Access is gained with a man door installed in the hangar door. They are in fair condition and have met the criteria for expected life.

Mechanical Evaluation

Cold storage, no HVAC or plumbing required.

Electrical Evaluation

The building electrical system was minimal. Lighting and power to each space was minimal consisting of poor lighting and minimal power. There is no outdoor area lighting around or on the buildings for security.

These buildings are in need of the most improvement of the buildings reviewed. Lighting and power in the spaces should be improved. In addition to this there should be a review for the need for area lighting. There is no area lighting currently installed and this could become a safety and loss prevention issue in the future.

C-12 Sioux Falls Regional Airport Authority Appendix D LAND USE COMPATIBILITY EVALUATION Appendix D LAND USE COMPATIBILITY EVALUATION

SIOUX FALLS REGIONAL AIRPORT LAND USE COMPATIBILITY SUMMARY

Sioux Falls Regional Airport is situated in Sioux Falls, South Dakota. It provides commercial air service, air cargo, air ambulance, and general aviation services for people within the community.

Ensuring that Sioux Falls Regional Airport is an integral part of the local economy and the national aviation system requires an evaluation of the surrounding land uses and the local policies that guide land use decisions. Land use compatibility issues can restrict airports from achieving their potential by allowing noise-sensitive or other non-compatible land uses to encroach on the airport. The following sections will provide an overview of the existing land use control mechanisms for the airport area, discuss potential alternatives, and provide recommendations for promoting future land use compatibility.

LAND USE COMPATIBILITY

Noise

Airport land use compatibility guidance is provided by the Federal Aviation Ad- ministration (FAA) primarily in Code of Federal Regulation (CFR) Volume 14, Part D-1 150. This section outlines the methodology for performing Part 150 Noise Compati- bility Studies which are used by airports to identify areas adversely impacted by aircraft noise. Noise compatibility studies are federally funded, voluntary studies that result in a plan to mitigate and prevent noise impacts on noise-sensitive land uses. A Part 150 study may be used to identify projects which are eligible for funding from the Airport Improvement Program (AIP) noise set-aside. Only projects identified within a five-year forecast are eligible for funding through the program.

The attached Exhibit 1 from Appendix A of 14 CFR Part 150 outlines compatible land uses in relation to noise exposure contours. The FAA guidelines state that residential development, including standard construction (residential construction without acoustic treatment), mobile homes, and transient lodging are all incompatible with noise above 65 DNL. Homes of standard construction and transient lodging may be considered compatible where local communities have determined these uses are permissible; however, sound insulation methods are recommended. Schools and other public use facilities are also generally considered to be incompatible with noise exposure above 65 DNL. As with residential development, communities can permit these uses to be acceptable with appropriate sound insulation measures.

Examples of incompatible land uses at various noise levels include outdoor music venues and amphitheatres at levels exceeding 65 DNL; zoos and nature exhibits above 70 DNL; and hospitals, nursing homes, places of worship, auditoriums, concert halls, livestock breeding, amusement parks, resorts, and camps above 75 DNL.

Limiting the development of these noise-sensitive land uses can help to ensure airport land use compatibility in terms of noise. In addition to noise compatibility, particular land uses can also pose safety issues for airport operations.

Wildlife Attractants

The FAA recognizes that certain land uses have the potential to attract hazardous wildlife on or near public-use airports. The FAA provides guidance for wildlife attractants in Advisory Circular 150/5200-33A. Wildlife attractants increase the risk of animal strikes, which present serious aviation safety issues for airports. Guid- ance from the FAA indicates that land uses determined to be hazardous wildlife attractants should be avoided, eliminated, or mitigated to be at least 10,000 feet from the nearest airport operations area for airports that serve turbine-powered aircraft, such as Sioux Falls Regional Airport. Land uses which are considered to be hazardous wildlife attractants as new land uses include the following:

D-2 Yearly Day-Night Average Sound Level (DNL) in Decibels LAND USE Below Over 05MP10-1-9/13/06 65 65-70 70-75 75-80 80-85 85 RESIDENTIAL Residential, other than mobile 1 1 homes and transient lodgings YNN NNN Mobile home parks YNNNNN

Transient lodgings YN1 N1 N1 NN PUBLIC USE

Schools YN1 N1 NNN Hospitals and nursing homes Y2530NNN Churches, auditoriums, and concert halls Y2530NNN Government services Y Y 25 30 N N Transportation YYY2 Y3 Y4 Y4 Parking YYY2 Y3 Y4 N COMMERCIAL USE

Offices, business and professional Y Y 25 30 N N Wholesale and retail-building materials, 2 3 4 hardware and farm equipment YYYY Y N Retail trade-general Y Y 25 30 N N

Utilities YYY2 Y3 Y4 N Communication Y Y 25 30 N N MANUFACTURING AND PRODUCTION Manufacturing, general YYY2 Y3 Y4 N Photographic and optical Y Y 25 30 N N Agriculture (except livestock) 6 7 8 8 8 and forestry YYY Y Y Y Livestock farming and breeding YY6 Y7 NNN Mining and fishing, resource production and extraction YYYYYY RECREATIONAL Outdoor sports arenas and 5 5 spectator sports YYY NNN Outdoor music shells, amphitheaters YNNNNN Nature exhibits and zoos YYNNNN Amusements, parks, resorts, and camps YYYNNN Golf courses, riding stables, and water recreation Y Y 25 30 N N

The designations contained in this table do not constitute a federal determination that any use of land covered by the program is acceptable under federal, state, or local law. The responsibility for determining the acceptable and permissible land uses and the relationship between specific properties and specific noise contours rests with the local authorities. FAA determinations under Part 150 are not intended to substitute federally-determined land uses for those determined to be appropriate by local authorities in response to locally-determined needs and values in achieving noise compatible land uses. See other side for notes and key to table.

Exhibit 1 LAND USE COMPATIBILITY GUIDELINES 05MP10-1-9/13/06 KEY

Y (Yes) Land Use and related structures compatible without restrictions.

N (No) Land Use and related structures are not compatible and should be prohibited.

NLR Noise Level Reduction (outdoor-to-indoor) to be achieved through incorporation of noise attenuation into the design and construction of the structure.

25, 30, 35 Land Use and related structures generally compatible; measures to achieve NLR of 25, 30, or 35 dB must be incorporated into design and construction of structure.

NOTES

1 Where the community determines that residential or school uses must be allowed, measures to achieve outdoor-to-indoor Noise Level Reduction (NLR) of at least 25 dB and 30 dB, respectively, should be incorporated into building codes and be considered in individual approvals. Normal residential construction can be expected to provide a NLR of 20 dB; thus, the reduction requirements are often stated as 5, 10, or 15 dB over standard construction and normally assume mechanical ventilation and closed windows year round. However, the use of NLR criteria will not eliminate outdoor noise problems.

2 Measures to achieve NLR of 25 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise-sensitive areas, or where the normal noise level is low.

3 Measures to achieve NLR of 30 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise-sensitive areas, or where the normal noise level is low.

4 Measures to achieve NLR of 35 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise-sensitive areas, or where the normal noise level is low.

5 Land use compatible provided special sound reinforcement systems are installed.

6 Residential buildings require a NLR of 25.

7 Residential buildings require a NLR of 30.

8 Residential buildings not permitted.

Source: 14 CFR Part 150, Appendix A, Table 1.

Exhibit 1 (Continued) LAND USE COMPATIBILITY GUIDELINES • Waste disposal operations • Water management facilities • Wetlands • Dredge spoil containment areas • Agricultural activities • Golf courses

AC 150/5200-33A provides specific guidance for each of these land uses and steps that can be taken to decrease hazardous situations and to mitigate existing land uses. Typically, the presence of water makes these land uses hazardous as wildlife, particularly birds, are drawn to water.

Height

The height of structures can also pose aviation safety issues for airports. The FAA has adopted Code of Federal Regulations Title 14, Part 77 to provide guidance for regulating the height of structures in relation to the navigable airspace near airports. Part 77 describes the methodology for developing what are termed imaginary surfaces. The dimensions of these surfaces vary depending on the type and use of the airport. A discussion of the Part 77 surfaces for Sioux Falls Regional Airport can be found in Chapter Five of the Sioux Falls Regional Airport Master Plan. The City of Sioux Falls has adopted an overlay zone to protect against the construction of structures which could affect the navigable airspace around Sioux Falls Regional Airport. The text for this zoning overlay can be found as an attachment to this report (Appendix E).

Land use management techniques that address these compatibility issues will be evaluated in the following sections. Recommendations will be made to best promote land use compatibility for the Sioux Falls Regional Airport environs.

LAND USE MANAGEMENT TECHNIQUES

Municipalities are given the authority to control land uses in a number of ways, including zoning, long range planning, building codes, and subdivision regulations. The following sections will address each of these techniques in relation to development near Sioux Falls Regional Airport.

EXISTING LAND USE

Sioux Falls Regional Airport is surrounded by a variety of land uses. As shown on the aerial photograph in Exhibit 2, much of the areas surrounding the airport are

D-3 05MP10-2-9/13/06

Diversion Channel BNSF Railroad Minnesota Ave.

John Orr Dr. LEGEND

Hangar St. 2025 DNL Noise Contour Jaycee Ln.

r. D Noise Sensitive Area d r a u Undeveloped Area G

l a

o i t

Big Sioux River

NORTH

Elmwood Municipal Golf Course

0 1200 2400

SCALE IN FEET

PHOTO DATE: 4-22-06

Exhibit 2 2025 AIRCRAFT NOISE EXPOSURE developed with industrial and recreational uses. To the west and south of the airport there are several manufacturing and warehouse facilities. Adjacent to the airport on the southeast is a golf course owned by the City of Sioux Falls. As previously stated, the FAA considers golf courses to be wildlife attractants, which can pose safety issues for the airport. In particular, the large grassy areas and open water found on golf courses are attractive to Canadian geese and some species of gulls. There are no water features located along the centerline of Runway 3-21 which would be attractive to birds.

The guidance specifically states that new golf courses should not be constructed within 10,000 feet of airport operations areas. However, the FAA recommends that existing golf courses must develop a program to reduce the attractiveness of the sites to species that are hazardous to aviation safety.

The areas north and northwest are primarily undeveloped and include a few scat- tered dwellings. The area southeast of the airport is developed with light- industrial, commercial, and residential uses.

Encroachment of non-compatible uses can present problems for the future development of an airport. Sioux Falls Regional Airport is bounded on three sides by the Big Sioux River and associated diversion channel. These features help to create a buffer to segregate new noise-sensitive uses from the airport and limit their construction in areas which could be impacted by noise.

Regulating land uses near an airport should be done in a manner that prevents noise-sensitive land uses from being constructed. This is of particular importance for areas which are currently undeveloped as they could be developed with noise- sensitive development in the absence of appropriate land use management techniques. Exhibit 2 identifies those undeveloped areas located within the projected 2025 noise exposure contours. These areas are currently planned or zoned for uses which are considered compatible with airport operations. A detailed discussion of the noise exposure contours can be found on pages 5-7 – 5-12 of the Sioux Falls Re- gional Airport Master Plan. These areas are of primary concern when considering future development.

EVALUATION

As discussed in Chapter Five, there are several dwellings southwest of the airport currently located within the 65 DNL noise contour. Due to forecast operational changes, these dwellings are not impacted by the 2025 noise exposure contours. As indicated on Exhibit 2, there are multiple dwelling units located southeast of the airport within the projected 2025 65 DNL noise contour. As previously discussed, 65 DNL is the federal threshold for noise compatibility for residential land uses. Presently, the need for a Part 150 study is not justified (since these properties do not

D-4 fall within the near term 65 DNL noise contour). Changes in operations, or an increase in louder aircraft operations, could trigger the need for more thorough noise evaluation. The following paragraphs explain the expenditure programs available under the AIP program.

Property Acquisition

Acquisition and clearance of noise-sensitive land uses impacted by high noise levels is one method of ensuring noise compatibility around an airport. The intent of acquisition is to remove residents from severely noise-impacted areas and to prevent incompatible uses from being developed near the airport. This can be an effective way to ensure complete noise compatibility around an airport, although it can be very expensive. This program does not appear to be applicable to existing or projected conditions in the vicinity of Sioux Falls Regional Airport.

Sound Insulation

Dwellings and other noise-sensitive buildings can be acoustically treated, or sound- insulated, to reduce interior noise levels. Sound insulation typically can improve the outdoor-to-indoor noise level reduction of a structure by five to ten decibels. Sound insulation may involve thermal insulation and weatherproofing, the baffling of vents, the installation of solid-core wood doors or foam-core steel doors, the installation of acoustical windows with special noise attenuation characteristics, the installation of new interior walls along existing walls, and the installation and use of year-round air conditioning and ventilation systems.

The FAA will assist in funding sound insulation of noise-sensitive buildings within the 65 DNL contour if the buildings cannot achieve an outdoor-to-indoor noise level reduction of 20 decibels or more. This program does not appear to be applicable to the Sioux Falls Regional Airport environs.

Noise and Avigation Easements

Noise and avigation easements give an airport the right to direct aircraft over property, creating related annoyances. These easements run with the land and serve as a limited means of notifying prospective property owners of overflights and the potential impact of airport noise. The purchase of noise and avigation easements within the runway approaches and 65 DNL is eligible for federal funding assistance through the noise set-aside of the Airport Improvement Program. The Sioux Falls Regional Airport Authority has acquired avigation easements in the past for each of the runway approach areas as noted on the Airport Layout Plan.

D-5 CONCLUSION

Per FAA guidance, the airport should work with the adjacent golf course to develop a program to continually monitor for animal species that are hazardous to aviation safety. If hazardous wildlife is detected, corrective actions should be immediately implemented. Currently, the golf course does not have any water features aligned with the Runway 3-21 centerline. The golf course and airport should continue to restrict bird hazards in the runway approach areas.

As previously discussed, a majority of the existing land uses near the airport are compatible with airport operations. Efforts should be made to maintain the existing development pattern with the techniques discussed later in this appendix. How- ever, there are a number of residential properties within the forecast 2025 noise exposure contours. Although noise levels at these properties are not above 65 DNL currently, noise exposure could increase as airport operations increase. Aircraft noise should be evaluated periodically to determine if noise is a problem for these properties. If a problem is identified, a Part 150 study could be undertaken to ana- lyze the noise conditions and to develop a strategy for reducing or minimizing impacts. This could include noise measurements to validate the noise exposure contours and community involvement efforts to increase participation in the development of noise reduction strategies. The feasibility of property acquisition, sound insulation, and noise and avigation easements would be fully evaluated as part of the Part 150 study.

ZONING ORDINANCE

The municipal zoning ordinance is the primary mechanism through which a local government controls land development. Land use jurisdiction in the area surrounding the airport is primarily governed by the City of Sioux Falls. There are parcels currently located outside the Sioux Falls city limits which are adjacent to the airport property. These areas are subject to the joint Sioux Falls/Minnehaha County Zoning Ordinance. Table A presents each of the zoning districts established by the City of Sioux Falls and within the joint zoning ordinance. Uses listed in the table are those which, by Part 150, AC 150/5200-33A, or Part 77 would be considered non- compatible if located within the noise exposure contours, within 10,000 feet of an airport operations area, or would penetrate the Part 77 surfaces. Allowing these uses to be constructed near the airport could present land use compatibility issues for the airport and safety concerns for airport users.

D-6

TABLE A Zoning Ordinance Summary City of Sioux Falls

Part 150 Compatibility Issues AC 150/5200-33A Part 77 Permitted Compatibility Zone Uses Conditional Uses Issues Agricultural, AG Single-family Elementary or high school, non- Sanitary landfill, Antenna sup- farm dwell- farm dwelling, family day care, agriculture port struc- ing, church additional farm dwelling ture, tele- communica- tions tower, broadcast tower Rural Residential, Single-family Church, elementary and high Private lake Antenna sup- RR detached schools, dwelling units for mem- port struc- dwelling bers of religious orders, family ture day care, group home, nursing home, Residential, RS-1 Single-family Churches, elementary and high Private lake Antenna sup- detached schools, family day care, group port struc- dwellings home, nursing home, dwellings ture for members of religious orders, day care canter, assisted living center Residential, RS-2 Single-family Churches, elementary and high Private lake Antenna sup- detached schools, family day care, group port struc- home, nursing home, dwellings ture for members of religious orders, dwelling, single-family attached, Assisted living center, day care center

D-7

TABLE A (Continued) Zoning Ordinance Summary City of Sioux Falls

Part 150 Compatibility Issues AC 150/5200-33A Part 77 Permitted Compatibility Zone Uses Conditional Uses Issues Residential, RD Single-family Churches, elementary and high Private lake Antenna sup- detached schools, family day care, multi- port struc- dwelling, sin- ple dwelling, single-family at- ture gle-family tached dwelling, dwellings for attached members of religious orders, dwelling nursing home, group home, day care center, assisted living center Residential District, Single-family Group home, family day care, Private lake Antenna sup- RA-1 detached boarding or rooming house, port struc- dwelling, sin- dwellings for members of reli- ture, tele- gle-family gious orders, day care center communica- attached tions tower dwelling, multiple dwellings, elementary and high schools, nursing home, church, assisted living center Residential District, Single-family Group home, family day care, Private lake Antenna sup- RA-2 detached day care center port struc- dwelling, sin- ture, tele- gle-family communica- attached tions tower dwelling, multiple dwellings, elementary and high schools, nursing home, church, assisted living center Residential district, Single-family Churches, elementary or high Private lake Antenna sup- MH detached schools, family day care, day port struc- manufactured care center, single-family de- ture home tached dwelling General Office, O Elementary Family day care, multiple dwell- Private lake Antenna sup- and high ing, single-family attached port struc- school, dwelling, college or post high ture, broad- church, sin- school, group home, multiple cast tower, gle-family dwelling, boarding or rooming telecommu- detached house, day care center, dwellings nications dwelling for members of religious orders tower

D-8

TABLE A (Continued) Zoning Ordinance Summary City of Sioux Falls

Part 150 Compatibility Issues AC 150/5200-33A Part 77 Permitted Compatibility Zone Uses Conditional Uses Issues Institutional District, Nursing College or post high school, hos- Private lake Antenna sup- S home, ele- pital, group home, family day port struc- mentary or care, single-family attached ture, broad- high school, dwelling, multiple dwelling, cast tower, church, as- Boarding or rooming house, Day telecommuni- sisted living care center, Dwellings for mem- cations tower center bers of religious orders Neighborhood None Day care center, churches None None Commercial, C-1 General Commercial, Drive-in Family day care, hotel/motel, Private lake Antenna sup- C-2 theatre group home, college or post high port struc- school, day care center, ture, broad- churches, multiple dwelling cast tower, telecommunications tower Central Business Hotel/motel, Second floor dwellings, family Private lake Antenna sup- District, C-3 churches, day care, rooming/boarding port struc- house, group home, college or ture, broad- post high school, day care center, cast tower, telecommunications tower Planned Commercial Group home, Hotel/motel, churches, day care Private lake Antenna sup- District, C-4 college or post center port struc- high school ture, broadcast tower, telecommunications tower Light Industrial None Day care center Private lake Antenna sup- District, I-1 port structure, broadcast tower, telecommunications tower General Industrial, None None Sanitary landfill, Antenna sup- I-2 private lake port structure, broadcast tower, telecommunications tower Recreation/ Conser- None None Golf course, pri- Antenna sup- vation District, RC vate lake port structure, broadcast tower, telecommunications tower Planned Unit Devel- As stated As stated within the Final Plan As stated within As stated in opment, PD within the the Final Plan the Final Plan Final Plan

D-9 EVALUATION

The table includes all zoning districts that can be applied to the properties surrounding the airport. It should be noted that there are a number of compatible land uses that are allowable in each of these zoning districts. The listed land uses are only those considered to be non-compatible with airport operations.

Exhibit 3 presents the existing zoning classifications for the parcels surrounding the airport and the projected 2025 aircraft noise exposure contours for the airport. As indicated on the exhibit, there are areas within the 65 DNL noise contour that are zoned for Recreation/Conservation, Light Industrial, General Commercial, Resi- dential District, and Agricultural land uses.

Within the Recreation/Conservation district, the land uses which pose compatibility issues include golf courses, private lakes, antenna support structures, broadcast towers, and telecommunications towers. No noise-sensitive land uses are allowed in this district. Non-compatible land uses permissible in the Light Industrial district include day care centers, private lakes, antenna support structures, broadcast towers, and telecommunications towers. Within the General Commercial district, drive-in theatres, family day care centers, hotels and motels, group homes, colleges, day care centers, churches, multiple dwellings, private lakes, antenna support structures, broadcast towers, and telecommunications towers could pose compatibility issues. Non-compatible uses permitted in the Residential District include single- family attached and detached dwellings, churches, elementary and high schools, family day care centers, multiple dwellings, dwellings for members of religious orders, nursing homes, group homes, day care centers, assisted living centers, private lakes, and antenna support structures. The following uses permitted in the Agri- cultural district could pose compatibility issues for the airport: single-family farm dwellings, churches, elementary or high schools, non-farm dwellings, family day ca- res, additional farm dwellings, sanitary landfills, the farming of agricultural crops, antenna support structures, telecommunications towers, and broadcast towers. Private lakes have been included as non-compatible uses as they have similar characteristics to the land uses identified in AC 150/5200-33A as being a wildlife attrac- tant.

In a broader view, within the City of Sioux Falls zoning ordinance itself, there is no zoning district which specifically relates to airports and their associated activities. Currently, airports are a conditional use within the Agricultural zoning district which requires that any land use proposal at the airport must be granted a conditional use permit prior to approval. This is cumbersome for the airport and results in delays for on-airport projects. A revised zoning district would allow the City to more efficiently plan and develop land uses within the airport boundary.

As stated previously, the zoning ordinance does include an overlay zone which regulates the height of structures in relation to the Part 77 imaginary surfaces. A dis-

D-10

Exhibit 3

KDR RK A

CLLA ST MCCLELLAN W T T T T T T S S S S S N N A A L L L L E E E L L C C C C M M W W

W V V

A A

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E E SON A

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D R ITCH ND FURNITU REC

N 05MP10-3-9/13/06 cussion of Part 77 surfaces can be found on Pages 5-13 – 5-14 of the Sioux Falls Re- gional Airport Master Plan.

CONCLUSION

The City of Sioux Falls should consider maintaining the existing zoning designations for the parcels surrounding the airport. For those parcels zoned Recrea- tion/Conservation, Light Industrial, Residential, Agriculture, and General Commer- cial, the city should be aware that non-compatible uses are allowed within those districts and actions should be taken to prevent such land uses from being developed.

Consideration could be given to adopting an overlay zone based on the long range noise contours. The overlay zone could limit the development of non-compatible land uses near the airport by prohibiting the land uses identified in Table 1 from being developed within the 65 DNL noise contour.

Additionally, the City of Sioux Falls should consider adopting a new zoning district specifically for the airport. Creating a separate zoning district for the airport would more clearly define the allowable uses for this property and relieve the airport from the additional permitting steps currently required. A copy of the proposed zoning district amendment can be found in Appendix E.

LONG RANGE PLANS

Communities use long range planning to define their vision for development of land, municipal facilities, and transportation systems. The following sections will provide an overview of the comprehensive land use plan and transportation plan for the City of Sioux Falls.

Comprehensive Plan

A community’s comprehensive plan establishes policies for the development and improvement of the community in the future. It provides the basis for the local zoning ordinance, which contains the regulations that govern the use and development of land. The comprehensive plan has two components, text and map. The text of the plan outlines the policies guiding future development within the community, while the map identifies the type and location of future development.

The City of Sioux Falls adopted the Year 2015 Comprehensive Development Plan in 2003 to guide the future development of the community. The plan evaluates the existing infrastructure, demographics, neighborhoods and municipal facilities, and

D-11 growth potential, and ultimately provides a vision for the future development of the City of Sioux Falls. The following sections present those portions of the City of Sioux Falls Year 2015 Comprehensive Development Plan which pertain to aircraft noise compatibility.

Within the growth analysis section of the comprehensive plan, airport land use compatibility is identified as an environmental constraint. The following text from the plan indicates that the City of Sioux Falls understands the impact that airport noise can have on land development and that steps need to be taken to prevent noise impacts:

“Airport noise can affect land development decisions and is a consideration for future development patterns.”

Within the comprehensive plan the City of Sioux Falls is subdivided into smaller growth areas for a detailed discussion of planning issues and development considerations. The area northwest of the airport is located within the Northwest Growth Area. This section of the plan provides an overview of the type of development en- visioned for this portion of the community. Following are excerpts from the Plan- ning Issues and Development Considerations for the Northwest Growth Area.

Planning Issues

There is the potential for conflict between future commercial and industrial uses and two existing residential subdivisions north of the airport. Further residential development at this location would be incompatible due to the airport approach zone.

Development Considerations

Avoid expansion of the residential subdivisions Martindale Tracts and Skyline Heights, located north of the airport. Urban utilities will be required before expansion of Reppert’s subdivision occurs.

As stated in the text, the planning issues and development considerations sections each identify areas which should not be developed due to airport compatibility concerns.

The second component of a community’s comprehensive plan is the development map. The map is a graphic depiction of how and where development should occur in the community. Exhibit 4 illustrates the long range development map for the City of Sioux Falls overlaid with the 2025 noise exposure contours.

As indicated on the map, much of the area north and west of the airport is planned for industrial and park or open space land uses. According to Part 150 guidelines,

D-12 05MP10-4-9/13/06 NORTH DR

LEGEND

2025 DNL Noise Contour Existing City Limits Drainage & Wetlands Single Family Residential Existing Rural Residential Multi-Family Residential Industrial/Economic Development ALGONQUIN AVE Transportation/Utilities Commercial 70 Office/Industrial Parks & Open Space SSELL STSSELL ST

60TH ST N60TH ST N60TH ST N 75 Rivers and Lakes RUSSELL STRUSSELL STRURURUSSELL ST INDUSTRIAL AVE 100-Year Floodplain WEST AAVEVE Source: City of Sioux Falls Planning, 75 Future Land Use Plan City of Sioux Falls and 2015 Growth Areas Map Date: August 22, 2006 70

NORTH

WESTPORT AVE 0 1200 2400

SCALE IN FEET

Exhibit 4 2025 AIRCRAFT NOISE EXPOSURE WITH FUTURE LAND USE these land uses are considered to be compatible with airport noise. Southeast of the airport, there is an area that is currently developed with residential units and planned for single-family residential development. This area is located within the 2025 noise exposure contours.

Transportation Plan

The City of Sioux Falls has adopted a long range transportation plan to address transportation issues in the metropolitan area on a 25-year planning horizon. The document primarily addresses land transportation issues such as streets and high- ways. There is a brief section that generally addresses aviation systems in the metropolitan area. It identifies the role of each of the airports in the region and also addresses compatibility concerns for the land surrounding the airport. As stated in the text:

Staff should review the master plan when making transportation-related decisions that may impact the airport as well as continue to have Airport Authority representation on the TAC. Issues that should be considered: transportation improvements for travelers to and from the airport; the land uses associated with the airport, land uses outside of the airport environs and their relationship to the height limitations, and noise impacts.

The transportation plan provides support for promoting airport land use compatibility in the areas surrounding the airport.

CONCLUSION

As indicated in the text portions of the City of Sioux Falls comprehensive plan and long range transportation plan, the community has a firm understanding of the consequences of allowing noise-sensitive development near Sioux Falls Regional Airport. The plans should be used as support to prevent non-compatible development near the airport.

The comprehensive plan map shows largely compatible development for the areas surrounding the airport. The map supports the prohibition of re-zoning properties to non-compatible land uses. To further support compatible land use planning, the City of Sioux Falls should consider amending the comprehensive plan to include the 2025 noise exposure contours prepared as part of the 2006 Airport Master Plan for Sioux Falls Regional Airport.

D-13 SUBDIVISION REGULATIONS

Subdivision regulations apply in cases where a parcel of land is proposed to be di- vided into lots or tracts. They are established to ensure the proper arrangement of streets, adequate and convenient public spaces, efficient movement of traffic, adequate and properly located utilities, access for firefighting apparatus, and the orderly and efficient layout and use of land.

EVALUATION

Subdivision regulations can be used to specify requirements for airport-compatible land development by requiring developers to plat and develop land so as to minimize noise impacts or reduce the noise sensitivity of new development. The regulations can also be used to protect the airport proprietor from litigation for noise impacts at a later date. The most common requirement is the dedication of a noise or avigation easement to the airport proprietor by the land developer as a condition of development approval. Easements typically authorize overflights of property, with noise levels attendant to such operations. They can also require developers to in- corporate noise insulation during construction.

The City of Sioux Falls has adopted subdivision regulations within Appendix A of the City Ordinance. According to the regulations, there are no specific references to airport-compatible development or avigation easements.

CONCLUSION

The City of Sioux Falls could consider revising the subdivision regulations to require avigation easements for those areas exposed to noise above 65 DNL as outlined by the 2025 noise exposure contours. As previously discussed, the areas near the airport are not planned for residential development, but if the situation arises that a developer proposes a residential development near the airport, this modifica- tion to the subdivision regulation would require the issuance of an avigation easement. A model subdivision amendment can be found as an attachment to this appendix.

BUILDING CODES

Building codes regulate the construction of buildings by establishing standards for materials and construction techniques to protect the health, safety, and welfare of residents. Additionally, they address structural concerns, ventilation, and insulation, each of which influences the noise attenuation capabilities of a building.

D-14 Building codes commonly apply to both new construction and major alterations to existing structures.

Building codes can require sound insulation in the construction of noise-sensitive uses in areas subject to high aircraft noise levels. Requirements for sound insulation are customarily related to noise exposure levels with increasingly stringent standards for areas of greater noise exposure. Most sound insulation code standards describe in detail the required improvements needed to achieve a given level of noise reduction.

The City of Sioux Falls has adopted the 2003 International Building Code for non- residential structures and the 2003 International Residential Code for dwelling units. Neither of these codes has provisions for sound insulation in relation to aircraft noise.

EVALUATION

At least three approaches may be taken to establish specific sound insulation standards. These include the utilization of prescriptive standards, flexible standards, and performance standards. These standards are discussed in the following sections.

Prescriptive Standards: The existing building code could be amended to set forth specific construction standards intended to achieve a given level of noise reduction. It would be the duty of the local building inspectors to ensure that the correct materials are used and construction is done properly. After installation and a successful inspection, the building is presumed to be able to achieve the targeted level of noise reduction.

Flexible Code Standards: These standards described the required “sound transmission class” (STC) rating of all building components. STC is a system for rating the effectiveness of partitions, floors, ceilings, windows, and doors in attenuating the transmission of sound. The ratings are determined through standardized labo- ratory tests of sound transmission at various frequencies. Greater STC ratings yield increased sound reduction. A builder would be free to use any materials desired as long as evidence is provided that the required STC rating has been met.

Jurisdictions desiring to undertake such an approach should retain assistance of a qualified acoustic engineer when developing the standards. The objective of the regulations should be to specify the STC ratings of various building components needed to achieve an overall noise level reduction of 25 to 30 decibels, depending on the noise contour where the proposed development is located.

D-15 Performance Standards: A performance-based standard would focus on the final result to be achieved by the construction. The standard would describe the required outdoor-to-indoor noise reduction. The builder could use any materials as long as the plans and final construction meet the established standard. This would require the assistance of an acoustic engineer in designing the building and checking construction. It would also require testing the building after construction. The performance standards could be defined in the zoning ordinance.

The advantage of this approach is that the builder has the flexibility to design the building as he deems best. It also avoids the complexity of drafting, adopting, and administering special sound insulation building code amendments. In addition, verification of compliance with the requirements is the responsibility of the builder and his engineer. The disadvantage is that the City of Sioux Falls would have to verify the certifications made by the builder and engineer. Builders also may also lack confidence in regulations which are subject to case-by-case verification and approval.

CONCLUSION

As the undeveloped areas identified on Exhibit 2 are not planned or zoned for noise-sensitive land uses, it is unlikely that modifications to the building code would be necessary.

SUMMARY

The City of Sioux Falls has many of the necessary land use management techniques in place to ensure that land use compatibility issues do not impede the growth and development of Sioux Falls Regional Airport. In an effort to maximize protection of the airport and the surrounding community, the consideration should be given to the following:

• Implement a program for continually monitoring for hazardous wildlife at the adjacent golf course.

• Monitor noise conditions at the airport to determine the need for a Part 150 Noise Compatibility Study. Currently, a Part 150 study is not justified based on the noise contours for the existing and five-year period. A significant change in operations, particularly an increase in nighttime operations, could trigger the need for a Part 150 study. The Part 150 study is voluntary, but provides a comprehensive review of noise impacted properties and possible mitigation.

D-16 • Adoption of a new zoning district that specifically addresses the airport and associated land uses (see Appendix E).

• Adoption of an overlay zone that prohibits noise-sensitive land uses within the 2025 noise exposure contours.

• Use the current comprehensive plan and transportation plan to support the denial of applications to re-zone property within the 2025 noise exposure contours to allow noise-sensitive land uses.

• Revise the subdivision regulations to require avigation easements for those areas exposed to noise above 65 DNL as outlined by the 2025 noise exposure contours.

• Amend the comprehensive plan to include an exhibit with the 2025 noise exposure contours.

D-17 Sioux Falls Regional Airport Authority Appendix E AN ORDINANCE OF THE CITY OF SIOUX FALLS, SD, AMENDING THE REVISED ORDINANCES OF THE CITY BY REVISING THE ZONING ORDINANCE AND CREATING AN AP, AIRPORT ZONING DISTRICT WITHIN THE CITY OF SIOUX FALLS ORDINANCE NO.

AN ORDINANCE OF THE CITY OF SIOUX FALLS, SD, AMENDING THE REVISED ORDINANCES OF THE CITY BY REVISING THE ZONING ORDINANCE AND CREATING AN AP, AIRPORT ZONING DISTRICT WITHIN THE CITY OF SIOUX FALLS.

BE IT ORDAINED BY THE CITY OF SIOUX FALLS, SD:

Section 1. That the Revised Ordinances of Sioux Falls, SD, are hereby amended by adding a chapter to be numbered 15.38 to read:

Chapter 15.38 AP Airport Zoning District.

It shall be the intent of this district to encourage and support the continued operation and vitality of Sioux Falls Regional Airport by allowing certain airport-related commercial/industrial and recreational uses in accordance with state law and Federal Aviation Administration regulations.

Section 2. That the Revised Ordinances of Sioux Falls, SD, are hereby amended by adding a section to be numbered 15.38.010 to read:

Section 15.38.010 Scope of Regulations.

The regulations set forth in this chapter or set forth elsewhere in this title when referred to in this chapter are the district regulations of the AP, Airport Zoning District.

Section 3. That the Revised Ordinances of Sioux Falls, SD, are hereby amended by adding a section to be numbered 15.38.020 to read:

Section 15.38.020 Permissible Permissive Uses.

A. A building or premises shall be permitted to be used for the following purposes in the AP, Airport Zoning District:

(a) Airport facilities, to include runways, aprons, taxiways, weather monitoring facilities, control tower, navigational and communications facilities, airfield lighting and signs, and associated structures. (b) Runway protection zones. (c) Airport passenger terminal, with associated ticket sales, restaurant/lounge and food services, retail sales and services, car rental services, other incidental services, and associated short-term and long-term parking lots. (d) Aircraft servicing, manufacturing, and retrofitting facilities. (e) Airport services. (f) Aircraft hangars, servicing, and repair facilities. (g) Air cargo reserve.

E-1 (h) Airport administration and maintenance facilities. (i) Air cargo/freight terminals, operations, and activities. (j) General aviation services and facilities, including aircraft tie-down and parking areas, support and maintenance shops, concessions, aviation fuel storage, and dispensing facilities. (k) Aircraft sales and leasing facilities and services. (l) Aerospace and aviation-related training facilities. (m) Air National Guard facilities. (n) Reserve areas for any of the above uses.

o) Public Utility Facility

p) Warehouse

B. Conditional Uses:

a) Office

b) Retailing

c) Bus Terminal

d) Car wash

e) Electrical Substations

f) Plant Nursery or Tree Farm

C. The uses shall be developed within the area which is specifically delineated within the latest version of the Sioux Falls Regional Airport Master Plan.

E. Any changes to the Sioux Falls Regional Airport Master Plan shall require review by the Airport Authority and a public hearing before the Sioux Falls Planning Commission and City Council.

Section 4. That the Revised Ordinances of Sioux Falls, SD, are hereby amended by adding a section to be numbered 15.38.030 to read:

Section 15.38.030 Prohibited Uses.

A building or premises shall be prohibited to be used for the following purposes in the AP, Airport Zoning District:

E-2 (a) Any buildings or structures other than that necessary for airport operations. (b) Any use that may cause a navigational hazard, such as smoke, dust, lighting, etc. (c) Any new development where there would be a density of one hundred (100) or more persons per acre, either as employees, patrons, visitors, owners, or occupants. (d) Places of public or semi-public assembly with a capacity of 100 or more persons. (e) Residential uses.

Section 5. That the Revised Ordinances of Sioux Falls, SD, are hereby amended by adding a section to be numbered 15.38.040 to read:

Section 15.38.040 Accessory Uses.

Accessory uses and buildings permitted in the AP, Airport Zoning District are accessory buildings and uses customarily incident to any permitted uses in this district. Section 6. That the Revised Ordinances of Sioux Falls, SD, are hereby amended by adding a section to be numbered 15.38.050 to read:

Section 15.38.050 Parking Regulations.

All parking, loading, and stacking within the AP, Airport Zoning District shall be regulated in conformance with the provisions of Chapter 15.55.

Section 7. That the Revised Ordinances of Sioux Falls, SD, are hereby amended by adding a section to be numbered 15.38.060 to read:

Section 15.38.060 Sign Regulations.

Signs within the AP, Airport Zoning District shall be regulated in conformance with the provisions of Chapter 15.57.

Section 8. That the Revised Ordinances of Sioux Falls, SD, are hereby amended by adding a section to be numbered 15.38.070 to read:

Section 15.38.070 Density, Area, and Height Regulations.

The minimum lot requirements within the AP, Airport Zoning District shall be as follows:

(a) Lot dimensional requirements shall not be applicable to the AP Airport Zone and shall be subject to approval by City Council. (b) Building height shall not exceed FAA criteria. (c) Lots fronting on taxiways shall comply with all FAA regulations and criteria for dimensional requirements for taxiway design.

Section 9. That the Revised Ordinances of Sioux Falls, SD, are hereby amended by adding a section to be numbered 15.38.080 to read:

E-3 Section 15.38.080 Airport Approach Zones.

Cross reference existing Chapter 15.54.

Section 10. That the Revised Ordinances of Sioux Falls, SD, are hereby amended by adding a section to be numbered 15.38.090 to read:

Section 15.38.090 Airport Influence District.

A. Description. The airport influence district is composed of lands located within an area affected by noise or safety hazards associated with aircraft operations at general aviation airports.

B. Easement. Within the airport influence district, an avigation and hazard easement shall be conveyed to the city and the airport by any person subdividing lands or initiating construction of any structure on already subdivided lands within the airport influence district. The city and the respective involved general aviation airport shall be the grantees of such avigation easement. Such avigation easement shall be an easement for right-of-way for unobstructed passage of aircraft above the property. Such easement shall waive any right or cause of action against the city and the airport arising from noise, vibrations, fumes, dust, fuel particles, and other effects caused by aircraft and airport operations.

C. Notice. Vendors of real property located within the airport influence district shall provide the following notice of prospective purchasers and, unless such notice was previously recorded, cause such notice to be recorded with the clerk and recorder of the appropriate county.

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