Airport Master Plan

AirportAirport MMasteraster PPlanlan AIRPORT MASTER PLAN

for

GREENLEE COUNTY AIRPORT Greenlee County, Arizona

Prepared for

GREENLEE COUNTY

Coffman Associates, Inc.

April 2008

ALP Finalized August 2010

“The contents of this plan do not necessarily reflect the official views or policy of the FAA or ADOT Aeronautics. Acceptance of this document by the FAA and ADOT Aeronautics does not in any way constitute a commitment on the part of the United States or the State of Arizona to participate in any development depicted herein nor does it indicate that the proposed development is environmentally acceptable in accordance with the appropriate public laws.”

TABLE OF CONTENTS

GREENLEE COUNTY AIRPORT Greenlee County, Arizona

Airport Master Plan

INTRODUCTION

MASTER PLAN GOALS AND OBJECTIVES ...... ii Baseline Assumptions ...... iii MASTER PLAN ELEMENTS AND PROCESS ...... iii COORDINATION ...... iv SUMMARY AND RECOMMENDATIONS ...... v

Chapter One INVENTORY

AIRPORT SETTING ...... 1-2 Previous Airport Development Grants ...... 1-2 Based Aircraft...... 1-3 THE AIRPORT’S SYSTEM ROLE ...... 1-3 AIRPORT FACILITIES ...... 1-4 Airside Facilities ...... 1-4 AREA AIRSPACE AND AIR TRAFFIC CONTROL ...... 1-7 Airspace Structure ...... 1-8 Special Use Airspace ...... 1-8 Airspace Control ...... 1-9 Navigational Aids ...... 1-9 Instrument Approach Procedures ...... 1-10 Visual Flight Procedures ...... 1-10 Area Airports ...... 1-10

Chapter One (Continued)

LANDSIDE FACILITIES ...... 1-10 Terminal ...... 1-11 Apron and Aircraft Parking ...... 1-11 Aircraft Hangar Facilities ...... 1-11 Maintenance and Aircraft Rescue and Fire Fighting ...... 1-11 Fueling Facilities ...... 1-11 Utilities ...... 1-12 Security Fencing and Gates ...... 1-12 ACCESS & CIRCULATION ...... 1-12 General Access to Greenlee County Airport – Surrounding Roads ...... 1-12 SOCIOECONOMIC PROFILE ...... 1-12 Population ...... 1-13 Employment ...... 1-13 Per Capita Personal Income ...... 1-14 CLIMATE ...... 1-15 LAND ZONING ...... 1-16 Height and Hazard Zoning ...... 1-16 SUMMARY ...... 1-16 DOCUMENT SOURCES ...... 1-16

Chapter Two AVIATION DEMAND FORECASTS

NATIONAL AVIATION TRENDS ...... 2-2 General Aviation ...... 2-2 FORECASTING APPROACH ...... 2-4 BASED AIRCRAFT ...... 2-4 Registered Aircraft Forecasts ...... 2-5 Based Aircraft Forecast ...... 2-6 Based Aircraft Fleet Mix ...... 2-8 AIRCRAFT OPERATIONS...... 2-8 General Aviation Operations ...... 2-8 Air Taxi Operations ...... 2-9 ANNUAL INSTRUMENT APPROACHES ...... 2-10 SUMMARY ...... 2-10 Chapter Three FACILITY REQUIREMENTS

PEAKING CHARACTERISTICS ...... 3-2 AIRFIELD REQUIREMENTS ...... 3-3 Airfield Capacity ...... 3-3 Runway Orientation ...... 3-4 Physical Planning Criteria ...... 3-5 Dimensional Design Standards ...... 3-6 Runway Length ...... 3-8 Runway Width ...... 3-9 Pavement Strength ...... 3-10 Taxiways ...... 3-10 Navigational Aids and Instrument Approach Procedures ...... 3-10 Airfield Marking, Lighting, and Signage ...... 3-12 Weather Reporting ...... 3-13 LANDSIDE REQUIREMENTS ...... 3-14 Hangars ...... 3-14 Fixed Base Operator (FBO) ...... 3-15 Aircraft Parking Apron ...... 3-15 General Aviation Terminal Facilities ...... 3-15 Support Requirements ...... 3-15 SUMMARY ...... 3-17

Chapter Four DEVELOPMENT ALTERNATIVES

REVIEW OF PREVIOUS MASTER PLAN ...... 4-2 DO-NOTHING ALTERNATIVE ...... 4-2 TRANSFER AVIATION SERVICES...... 4-3 DEVELOPMENT OF A NEW AIRPORT ...... 4-3 KEY PLANNING ISSUES ...... 4-4 Airfield Alternatives...... 4-4 Landside Considerations...... 4-6 SUMMARY ...... 4-8

Chapter Five AIRPORT PLANS

AIRFIELD PLAN ...... 5-1 Airfield Design Standards ...... 5-1 Airfield Development ...... 5-2 Chapter Five (Continued)

LANDSIDE PLAN ...... 5-5 Fixed Base Operator ...... 5-6 Aircraft Storage Hangars ...... 5-6 Revenue Generating Parcels ...... 5-7 Airport Access/Perimeter Road ...... 5-7 AIRPORT LAYOUT PLAN DRAWINGS ...... 5-7 SUMMARY ...... 5-8

Chapter Six CAPITAL IMPROVEMENT PROGRAM

AIRPORT DEVELOPMENT SCHEDULES AND COST SUMMARIES ...... 6-2 Short Term Improvements ...... 6-3 Runway 18-36 Projects ...... 6-3 CAPITAL IMPROVEMENTS FUNDING ...... 6-4 Federal Grants ...... 6-4 State Aid to Airports ...... 6-5 Local Funding ...... 6-7 PLAN IMPLEMENTATION ...... 6-9

EXHIBITS

IA AIRFIELD DEVELOPMENT CONCEPT ...... after page vi

1A LOCATION MAP ...... after page 1-2 1B EXISTING FACILITIES ...... after page 1-4 1C AIRSPACE CLASSIFICATION ...... after page 1-8 1D VICINITY AIRSPACE ...... after page 1-8

2A U.S. ACTIVE GENERAL AVIATION AIRCRAFT FORECASTS ...... after page 2-4 2B REGISTERED & BASED AIRCRAFT ...... after page 2-6

3A WINDROSE ...... after page 3-4 3B AIRFIELD REQUIREMENTS ...... after page 3-17 3C LANDSIDE FACILITY REQUIREMENTS ...... after page 3-17

4A 2000 AIRPORT LAYOUT PLAN ...... after page 4-2 4B KEY PLANNING ISSUES ...... after page 4-4 4C AIRFIELD & LANDSIDE ALTERNATIVES ...... after page 4-6 4D RUNWAY 18-36 ALTERNATIVE ...... after page 4-6 EXHIBITS (Continued)

5A AIRFIELD DEVELOPMENT CONCEPT ...... after page 5-2 5B LANDSIDE IMPROVEMENTS ...... after page 5-6

DRAWING INDEX ...... after page 5-10 AIRPORT LAYOUT DRAWING ...... after page 5-10 EXHIBIT A ...... after page 5-10

6A CAPITAL IMPROVEMENT PROGRAM ...... after page 6-4 6B SHORT TERM PROJECTS ...... after page 6-4

Appendix A GLOSSARY OF TERMS INTRODUCTION INTRODUCTION

This update of the Greenlee County experiencing detrimental effects due to Airport (CFT) Master Plan has been inadequate facilities. undertaken to evaluate the airport’s capabilities and role, to review forecasts of An important result of the master plan is future aviation demand, and to plan for the reserving sufficient areas for future facility timely development of new or expanded needs. This protects development areas facilities that may be required to meet that and ensures they will be readily available demand. The ultimate goal of the master when required to meet future demand. plan is to provide systematic guidelines for The intended result is a development the airport’s overall development, concept which outlines the proposed uses maintenance, and operation. for all areas of airport property.

The master plan is intended to be a The preparation of this master plan is proactive document which identifies and evidence that Greenlee County recognizes then plans for future facility needs well in the importance of air transportation to advance of the actual need for the their community and the associated facilities. This is done to ensure that challenges inherent in providing for its Greenlee County, the Arizona Department unique operating and improvement of Transportation (ADOT), and the needs. The cost of maintaining an airport Federal Aviation Administration (FAA) is an investment which yields impressive can coordinate project approvals, design, benefits to the community and the region. financing, and construction to avoid With a sound and realistic master plan, the

i Greenlee County Airport can maintain meet the needs of the proposed im- its role as an important link to the na- provements in the master plan; tional air transportation system for the community and maintain the ex-  To develop a plan that is respon- isting public and private investments sive to air transportation demands; in its facilities.  To develop an orderly plan for use of the airport, and; MASTER PLAN GOALS AND OBJECTIVES  To coordinate this master plan with local, regional, state, and fed- The primary objective of the master eral agencies. plan is to provide the County and public officials with proper guidance for Specific objectives of this master plan future development which will address designed to help in attaining these aviation demands. The accomplish- goals include: ment of this objective requires the evaluation of the existing airport and  Examining the projected aviation determination of what actions should demand and identifying the facili- be taken to maintain an adequate, ties necessary to accommodate the safe, and reliable airport facility in demand; support of those long term goals. This master plan provides an outline of ne-  Determining projected needs of cessary development and gives those airport users for the next five responsible an advance notice of fu- years, by which to support airport ture airport funding needs so that ap- development alternatives; propriate steps can be taken to ensure that adequate funds are budgeted and  Evaluating the required airport de- planned. sign standards based on the identified critical aircraft; Specific goals for the airport are:  Identifying design standard defi-  To preserve and protect public and ciencies and providing plausible so- private investments in existing lutions, improvements and/or cor- airport facilities; rective actions in order to meet current design standards;  To enhance the safety of aircraft operations;  Recommending improvements that will enhance the airport’s safety  To be reflective of County and re- and capacity to the maximum ex- gional goals, needs, and plans; tent possible;

 To establish a schedule of devel-  Identifying potential property ac- opment priorities and a program to quisition if needed to accommodate future development plans;

ii  Establishing a development sche-  Civil aviation activity will continue dule and a program for proposed to share the Arizona airspace with improvements; the military air installations and its training operations.  Prioritizing the airport capital improvement program; and  Both a federal program and state program will be in place through  Preparing a new Airport Layout the planning period to assist in Plan and Property Map (Exhibit A) funding future capital development in accordance with FAA and ADOT needs. guidelines.

The Master Plan provides recommen- MASTER PLAN ELEMENTS dations from which Greenlee County AND PROCESS may take action to improve the airport and all associated services important The Greenlee County Airport Master to public needs, convenience, and eco- Plan was prepared in a systematic fa- nomic growth. The plan benefits all shion following FAA guidelines and residents of the area by providing a industry-accepted principles and prac- single, comprehensive plan which tices. The master plan has six chap- supports and balances the continued ters that are intended to assist in the growth of aviation activity with the discovery of future facility needs and preservation of the surrounding envi- provide the supporting rationale for rons. their implementation.

Chapter One - Inventory summa- BASELINE ASSUMPTIONS rizes the inventory efforts. The inventory efforts are focused on collecting A study such as this typically requires and assembling relevant data pertain- several baseline assumptions that will ing to the airport and the area it be used throughout the analysis. The serves. Information was collected on baseline assumptions for this study existing airport facilities and opera- are as follows: tions. Local economic and demographic data was collected to define the local  Greenlee County Airport will re- growth trends. Planning studies main as a general aviation airport which may have relevance to the mas- through the planning period. ter plan were also collected.

 The general aviation industry will Chapter Two - Forecasts examines continue to grow positively through the potential demand for aviation ac- the planning period as forecast by tivity at the airport. This analysis re- the FAA in its annual Aerospace Forecasts.

iii views and updates the Greenlee Coun- proposed development alternative, ty Airport demand forecasts previous- with the intention of determining a ly prepared for Greenlee County in the conceptual direction for development. 2002 Airport Master Plan. The forecast effort takes into account local so- Chapter Five – Recommended cioeconomic information, as well as Master Plan Concept provides both national air transportation trends to a graphic and narrative description of quantify the levels of aviation activity the recommended plan for the use, de- which can reasonably be expected to velopment, and operation of the air- occur at Greenlee County Airport port. The master plan also supports through the year 2012. The results of the official Airport Layout Plan (ALP) this effort are used to determine the and detailed property data. These types and sizes of facilities which will drawings are used by the FAA in de- be required to meet the projected avia- termining grant eligibility and fund- tion demands on the airport through ing. the planning period. Chapter Six - Financial Plan estab- Chapter Three - Facility Require- lishes the capital needs program, ments comprises the demand/capacity which defines the schedules and costs and facility requirements analyses. for the recommended development The intent of these analyses is to com- projects. The plan then evaluates the pare the existing facility capacities to potential funding sources to analyze forecast aviation demand and deter- financial strategies for successful im- mine where deficiencies in capacities plementation of the plan. (as well as excess capacities) may exist. Where deficiencies are identified, Appendices – A Glossary of Terms the size and type of new facilities to appendix is included in the final Mas- accommodate the demand are identi- ter Plan report. fied. The airfield analysis focuses on improvements needed to serve the type of aircraft expected to operate at COORDINATION the airport in the future, as well as navigational aids to increase the safe- The Greenlee County Airport Master ty and efficiency of operations. This Plan is of interest to many within element also examines general avia- Greenlee County. This includes local tion facilities and support needs. citizens, community organizations, airport users, airport tenants, local Chapter Four - Alternatives con- and state planning agencies, and avia- siders a variety of solutions to accom- tion organizations. As the airport is a modate the projected facility needs. strategic component of the state and This element proposes various facility national aviation systems, the Green- and site plan configurations which can lee County Airport Master Plan is of meet the projected facility needs. An importance to both state and federal analysis is completed to identify the agencies responsible for overseeing air strengths and weaknesses of each transportation.

iv To assist in the review process, phase activity when looking five years into reports were prepared at the various the future. milestones in the planning process. The phase report process allows for Recognizing this reality, the Master timely input and review during each Plan is keyed more toward a potential step within the master plan to ensure demand “horizon” level than future that all master plan issues are fully dates in time. This “planning horizon” addressed as the recommended pro- was established as levels of activity gram develops. that will call for consideration of the implementation of the next step in the Master Plan program. By developing SUMMARY AND the airport to meet the aviation de- RECOMMENDATIONS mand levels instead of specific points in time, the airport will serve as a safe The proper planning of a facility of and efficient aviation facility, which any type must consider the demand will meet the operational demands of that may occur in the future. For its users while being developed in a Greenlee County Airport, this involved cost-efficient manner. This program updating forecasts to identify potential allows airport management to adjust future aviation demand. Because of specific development in response to the cyclical nature of the economy, it unanticipated needs or demand. The is virtually impossible to predict with forecast planning horizon is summa- certainty year-to-year fluctuations in rized in Table A.

TABLE A Planning Horizon Activity Levels Short Term Current Planning Horizon Based Aircraft 2 4 Annual Operations 1,900 2,900

The Airport Layout Plan set has also weather observing system (AWOS) been updated to act as a blueprint for was installed west of the terminal everyday use by management, plan- parking lot. Exhibit IA depicts the ners, programmers, and designers. updated plan. These plans were prepared on computer to help ensure their continued The airfield plan for Greenlee County use as an everyday working tool for Airport focuses on meeting FAA de- airport management. sign and safety standards, extending Runway 7-25 to a to an ultimate This Master Plan is an update of the length of 5,250 feet, constructing a previous Master Plan completed in full-length parallel taxiway for Run- 2002. Since the completion of that way 7-25, expanding the aircraft park- plan, an east partial-parallel taxiway ing apron, land acquisitions for airside was constructed, and an automated and landside expansion, construction v of an airport perimeter service road, funded through state or federal grant- construction of exit taxiways, preser- in-aid programs. The source for feder- vation of land for a potential Runway al monies is through the Airport Im- 18-36, and proposed sites for fixed provement Program (AIP) adminis- base operator (FBO) and hangar de- tered by the FAA and established to velopment. maintain the integrity of the air transportation system. Federal mo- Detailed costs were prepared for each nies could come from the Aviation development item included in the pro- Trust Fund, which is the depository gram. As shown in Table B, complete for federal aviation taxes such as implementation of the short term plan those from airline tickets, aviation will require a total financial commit- fuel, aircraft registrations, and other ment of approximately $15 million dol- aviation-related fees. Federal AIP lars over the long-term planning hori- funding of 95 percent can be received zon. Over 96 percent of the recom- from the FAA for eligible projects. mended program funding could be

TABLE B Development Funding Summary Greenlee County Airport Total FAA ADOT Local Costs Share Share Share Total Short Term Program Costs $15,069,203 $11,656,199 $2,826,310 $586,694

The Arizona Department of Transpor- With the airport master plan com- tation (ADOT) also provides a sepa- pleted, the most important challenge rate state funding mechanism which is implementation. The cost of devel- receives annual funding appropriation oping and maintaining aviation facili- from collection of statewide aviation- ties is an investment which yields im- related taxes. Eligible projects can re- pressive benefits for the community. ceive up to 90 percent funding from This plan and associated development ADOT for non-federally funded program provides the tools airport projects, and one-half (2.5 percent) of management will require to meet the the local share for projects receiving challenges of the future. By providing federal AIP funding. Table B depicts a safe and efficient facility, the Green- the breakdown of federal, state, and lee County Airport will continue to be local funding for the implementation a valuable asset to Greenlee County of the Master Plan. and the surrounding community.

vi Chapter One INVENTORY Chapter One

INVNVENTORYENTORY

The initial step in the preparation of the development that has taken place Airport Master Plan Update for Greenlee recently at the airport. County Airport (CFT) is the collection of information pertaining to the airport and • Population and other significant the area it serves. The information socioeconomic data which can provide summarized in this chapter will be used an indication of future trends that could in subsequent analyses in this study and influence aviation activity at the airport. includes: • A review of existing local and regional • Physical inventories and descriptions of plans and studies to determine their the facilities and services currently potential influence on the development provided at the airport, including the and implementation of the Airport regional airspace, air traffic control, and Master Plan. aircraft operating procedures. The information in this chapter was • Background information pertaining to obtained from several sources, includ- the Town of Clifton; the region, ing on-site inspections, interviews including descriptions of the regional with County staff and airport tenants, climate; surface transportation systems; airport records, related studies, the CFT’s role in the regional, state, and Federal Aviation Administration federal aviation systems; and (FAA), Arizona Department of Trans-

1-1 portation (ADOT) – Aeronautics Divi- 1957. The existing airport site en- sion, and a number of internet sites. compasses approximately 457 acres of A complete listing of the data sources Greenlee County-owned property. The is provided at the end of this chapter. Greenlee County Airport is now owned and operated by Greenlee County. The County Public Works director is AIRPORT SETTING responsible for the management of the airport. Greenlee County Airport is located approximately eight miles southeast of the cities of Clifton and Morenci, Ari- PREVIOUS AIRPORT zona at an elevation of 3,811 feet DEVELOPMENT GRANTS mean sea level (MSL). As shown on Exhibit 1A, Clifton and Morenci are The Federal Aviation Administration located approximately 175 miles (FAA) has provided funding assistance northeast of Tucson, and are located in to Greenlee County Airport through Greenlee County. Greenlee County the Airport Improvement Program has a total area of 1,837 square miles (AIP). The AIP is funded through the and is located on the eastern border of Aviation Trust Fund, which was es- Arizona abutting the New Mexico bor- tablished in 1970 to provide funding der. Greenlee County contains two for aviation capital investment pro- incorporated cities: Clifton and Dun- grams (aviation development, facilities can. The county topography consists and equipment, and research and de- of desert terrains, river valleys, and velopment). The Trust Fund also fin- high mountain ranges. The Town of ances a portion of the operation of the Clifton is the county seat and is lo- FAA. It is funded by user fees, taxes cated in the central part of the county. on airline tickets, aviation fuel, and Clifton and Morenci, an unincorpo- various aircraft parts. rated town, were both established as mining towns in the late 1800s. Table 1A summarizes FAA AIP grants for Fiscal Year (FY) 2003 Greenlee County Airport started off as through FY 2005. The FAA has pro- a dirt strip built by the United States vided almost $1.4 million for airport Army in the late 1940s. The 4,977 foot construction and improvements at long primary runway was paved in Greenlee County Airport.

TABLE 1A AIP Grants Offered to Greenlee County Airport AIP Grant Project Total Fiscal Year Number Description Grant Funds 2003 3-04-0009-005 Install Runway Visual Guidance Signs $396,000 2004 3-04-0009-006 Construct Parallel Taxiway Phase II $823,422 2005 3-04-0009-007 Rehabilitate Runway 7/25 $170,013 Total AIP Grant Funds $1,389,435 Source: ADOT

1-2 180 06MP20-1A-3/7/07 O A C I N X O E Z I M R 191 ARIZONA A W E N NEW MEXICO NEW MEXICO

BylasBylas MorenciMorenci Cliftonn 7878 70 GREENLEE COUNTY PimaPima AIRPORT TThatcherhatcher 191 7575

SwiftSwift TTrailrail JJunctionunction

191

WillcoWiWillcoxllcoo Clifton 10 Skyline View Rd.

191 78

Wards Canyon Rd

iew Rd. V

SaintS David Skyline

San Francisco River Rd. 191 Gilliard Hot Springs Rd. 191

thrie Rd. Tombstone u GREENLEE G

Guthrie Brubaker Rd. COUNTY 75 AIRPORT NORTH High Tank Rd.

Black Greenlee Hills Back Country NOT TO SCALE Bisbee 191 Club

Country Bywy York

Douglas

Exhibit 1A LOCATION MAP Between 2001 and 2007, the Arizona Table 1B summarizes those projects Department of Transportation in- and their total expenditures over this vested over $302,000 for the develop- six-year period. ment of the Greenlee County Airport.

TABLE 1B ADOT Grants Offered to Greenlee County Airport Fiscal ADOT Project Total Year Grant Number Description Grant Funds 2001 0139 Master Plan Update $3,436 2004 4F07 Install Runway Visual Guidance Signs $19,439 2005 5F41 Construct Parallel Taxiway Phase II $21,669 2005 5S70 Airport Master Drainage Study $81,998 2006 6F68 Rehabilitate Runway 7/25 $4,474 2006 6S23 Design Only: Apron Rehabilitation $72,000 2007 7S33 Design Only: Install Guidance Signs $31,500 2007 7S32 Limited Master Plan Update $67,500 Total State Grant Funds $302,016 Source: ADOT

BASED AIRCRAFT fied as single engine piston aircraft. The multi-engine piston category in- Table 1C summarizes historical based cludes all piston-powered fixed wing aircraft for Greenlee County Airport aircraft with more than one power- since 2000. As shown in the table, plant. The turboprop category in- based aircraft levels have remained cludes fixed wing turbine-powered air- static over the past seven years at two craft with propellers. The jet category based aircraft. includes the remainder of fixed wing turbine-powered aircraft. Finally, the TABLE 1C rotorcraft category includes all heli- Historical Based Aircraft copters. Greenlee County Airport Based Year Aircraft 2000 2 THE AIRPORT’S 2007 2 SYSTEM ROLE Source: 2006, Airport Records. Airport planning exists on many levels: local, state, and national. Each Based aircraft are also classified ac- level has a different emphasis and cording to type. Aircraft type catego- purpose. This Airport Master Plan is ries include single engine piston, mul- the primary local airport planning ti-engine piston, turboprop, turbojet, document. and rotorcraft. The single engine piston includes all fixed wing aircraft At the State level, Greenlee County that have a single piston-powered en- Airport is included in the Arizona gine. Both based aircraft are classi- State Aviation System Plan (SASP).

1-3 The purpose of the SASP is to ensure AIRPORT FACILITIES that the State has an adequate and efficient system of airports to serve its Airport facilities can be functionally aviation needs. The SASP defines the classified into two broad categories: specific role of each airport in the airside and landside. The airside cat- State’s aviation system and establish- egory includes those facilities directly es funding needs. Through the State’s associated with aircraft operations. continuous aviation system planning The landside category includes those process, the SASP is updated every facilities necessary to provide a safe five years. The most recent update to transition from surface to air trans- the SASP was in 2000, when the State portation, and support aircraft servic- Aviation Needs Study (SANS) was ing, storage, maintenance, and opera- prepared. The SANS provides policy tional safety. guidelines that promote and maintain a safe aviation system in the State, assess the State’s airports’ capital im- AIRSIDE FACILITIES provement needs, and identify resources and strategies to implement Airside facilities include runways, tax- the plan. Greenlee County Airport is iways, lighting, and navigational aids. one of 112 airports included in the Airside facilities are depicted on Ex- 2000 SANS, which includes all air- hibit 1B. Table 1D summarizes airports and heliports in Arizona that are side facility data. open to the public, including American Indian and recreational airports. The SANS classifies Greenlee County Air- Runways port as a general aviation community airport. Greenlee County Airport is served by a single asphalt runway, as shown on At the national level, the airport is in- Exhibit 1B. Runway 7-25 is 4,977 feet cluded in the National Plan of Inte- long by 75 feet wide. Runway 7-25 is grated Airport Systems (NPIAS). The oriented in a northeast to southwest NPIAS includes a total of 3,489 air- manner, and has a load bearing ports (both existing and proposed) strength of 21,000 pounds single which are important to national air wheel loading (SWL). SWL refers to transportation. Greenlee County Air- the design of certain aircraft landing port is one of 59 airports in Arizona gear which has a single wheel on each that are included in the NPIAS and main landing gear strut. The runway one of 37 airports in Arizona classified gradient describes the average slope of as a General Aviation Airport. An a runway. The gradient is determined airport must be included in the NPIAS by dividing the runway’s high and low to be eligible for federal funding.

1-4 06MP20-1B-3/19/07 LEGEND RROTATINGOTATING Property Line BEACONBEACON NORTH BBASEBALLASEBALL FFIELDIELD 10 775’5’ GGARAGEARAGE 440’0’ 0 400 800 2240’40’ 4 8 1 WAY 5 TTAXIWAYAXI 1 SCALE IN FEET EELECTRICALLECTRICAL AAIRPORTIRPORT AACCESSCCESS RROADOAD VVAULTAULT 11 2 78 9 AD 6 RO 3 TE 12 SSTATETA ROAD 78 7 440’0’ 1 ’) ’ X 75 4,979 440’0’ 25 ( AY 7 - RRUNWAYUNW 7 -25 (4,979’ X 75’)

PPAPI-2API-2

440’0’ 775’5’

GGAS LINE A S L IN E 1 SStatetate RRoadoad 7788 2 GGateate 3 AAWOSWOS

4 AAutomobileutomobile PParkingarking 5 TTerminalerminal 6 AApronpron 7 HHangarangar 7 HHangarangar

11 LLightedighted WWindconeindcone aandnd 8 AAccessccess GGateate 9 WWaterater SSupplyupply SSystemystem 10 DDetentionetention CCenterenter SSegmentedegmented CCircleircle 12 PPAPI-2API-2

Exhibit 1B EXISTING FACILITIES points by its length. Runway 7-25 has an effective gradient of 1.5 per- slopes downward to the southwest and cent.

TABLE 1D Airside Facility Data Runway 7-25 Length (ft.) 4,977 Width (ft.) 75 Surface Material Asphalt Load Bearing Strength Single Wheel Loading 21,000 Lbs. Approach Aids Rwy 7 Rwy 25 PAPI-2 PAPI-2 Pavement Edge Lighting Medium Intensity Runway Lighting Pavement Markings Basic Elevation 3,811 Feet Fixed Wing Aircraft Traffic Pattern Left Left Source: Airport/Facility Directory Southwest U.S. Edition; May 10, 2007 PAPI - Precision Approach Path Indicators

Pavement Condition pavement structural integrity and operational surface condition. A PCI The Federal Aviation Administration survey is performed by measuring the has mandated that any airport spon- amount and severity of certain dis- sor receiving and/or requesting federal tresses (defects) observed within a funds for pavement improvement pavement sample unit. projects must have implemented a pavement maintenance management A pavement inspection was conducted program. at Greenlee County Airport by the Arizona Department of Transportation Part of the pavement maintenance on March 18th, 2006. At the time of management program is to develop a this inspection, Runway 7-25 was Pavement Condition Index (PCI) rat- found to have a PCI rating of 83 out of ing. The rating is based on the guide- a possible 100. Taxiway 1 was found lines contained in FAA Advisory Cir- to have a PCI rating of 100 and was in cular 150/5380-6, Guidelines and Pro- excellent condition. The apron re- cedures for Maintenance of Airport ceived a PCI rating of 33. Pavements.

The PCI procedure was developed to Taxiways collect data that would provide engineers and managers with a numerical Runway 7-25 is served by a partial pa- value indicating overall pavement rallel taxiway for the eastern half of conditions, and that would reflect both the runway. The taxiway is located

1-5 250 feet north of the runway center- access to and from the runway and line. The taxiway has a width of 40 aircraft parking areas. Runway 7-25 feet, and has three connecting tax- has a medium intensity runway light- iways to the runway and apron area, ing (MIRL) system. The taxiway sys- including: an entrance/exit taxiway at tem is currently equipped with tax- the threshold of Runway 25, a by-pass iway delineators. Delineators are co- taxiway at the Runway 25 end, and an lored reflective markers resembling exit taxiway to the east of the apron taxiway lighting. These reflective area. There is also an additional by- markers serve the same purpose as pass-taxiway turnaround at the end of taxiway lights, but are illuminated by Runway 7 and an exit/entrance tax- the landing lights of the aircraft. iway at the west end of the apron. Obstruction Lighting: Objects which obstruct the Federal Aviation Airfield Lighting & Signage Regulation (FAR) Part 77 imaginary surfaces are marked with red lights. Airfield lighting systems extend an Obstructions marked at Greenlee airport’s usefulness into periods of County Airport include wind cones, darkness and/or poor visibility. A va- navigational aids, and approach aid riety of lighting systems are installed systems. at the airport for this purpose. They are categorized by function as follows: Airfield Signs: Airfield identification signs assist pilots in identifying their Identification Lighting: The loca- location on the airfield and directing tion of the airport at night is univer- them to their desired location. The sally identified by a rotating beacon. airport is not currently equipped with A rotating beacon projects two beams airfield signs. of light, one white and one green, 180 degrees apart. Greenlee County Air- Visual Approach Lighting: Preci- port’s rotating beacon is located on the sion approach path indicators (PAPI- north side of the runway adjacent to 2) are available for both runway ap- the terminal building. When low- proach ends. The PAPIs provide ap- visibility operations occur during the proach path guidance with a series of daytime, the airport beacon will be light units. The two-unit PAPI gives turned on to make the airport more the pilot an indication of whether their visible. approach is above, below, or on-path, through the pattern of red and white Pavement Edge Lighting: Pave- light visible from the light unit. ment edge lighting utilizes light fix- tures placed near the edge of the Runway End Identification Light- pavement to define the lateral limits ing: Runway end identifier lights of the pavement. This lighting is es- (REILs) provide rapid and positive sential for safe operations during identification of the approach end of a night and/or times of low visibility, in runway. REILs are typically used on order to maintain safe and efficient

1-6 runways with no other approach light- The airport is equipped with an auto- ing system. The REIL system consists mated weather observation system of two synchronized flashing lights, (AWOS). The County is currently in located laterally on each side of the the process of commissioning the runway threshold facing the approach- AWOS. The AWOS provides auto- ing aircraft. Runway 7-25 is not cur- mated weather observations 24 hours rently equipped with REILs. per day. The system updates weather observations every minute, continuously reporting significant weather Airport Markings changes as they occur. The AWOS reports cloud ceiling, visibility, tempera- Pavement markings aid in the move- ture, dew point, wind direction, wind ment of aircraft along airport surfaces speed, altimeter setting (barometric and identify closed or hazardous areas pressure), and density altitude (air- on the airport. Basic runway mark- field elevation corrected for tempera- ings identify the runway centerline ture). The AWOS is sufficient and and designation. Runway 7-25 is should be maintained through the equipped with basic runway markings. planning period.

Taxiway and apron taxilane centerline markings are provided to assist air- AREA AIRSPACE AND craft using these airport surfaces. AIR TRAFFIC CONTROL Centerline markings assist pilots in maintaining proper clearance from The Federal Aviation Administration pavement edges and objects near the (FAA) Act of 1958 established the FAA taxilane/taxiway edges. Aircraft hold as the responsible agency for the con- positions are also marked on all tax- trol and use of navigable airspace iway surfaces. Pavement markings within the United States. The FAA identify aircraft parking positions. has established the National Airspace System (NAS) to protect persons and property on the ground and to estab- Weather Reporting lish a safe and efficient airspace environment for civil, commercial, and mil- A segmented circle and lighted wind itary aviation. The NAS covers the cone are located north of the runway common network of U.S. airspace, in- to the east of the terminal building. cluding: air navigation facilities; air- The segmented circle identifies the ports and landing areas; aeronautical traffic pattern to pilots, and the wind charts; associated rules, regulations, cone indicates wind direction and ap- and procedures; technical information; proximate speed. These facilities are and personnel and material. The sys- sufficient and should be maintained in tem also includes components shared the future. jointly with the military.

1-7 AIRSPACE STRUCTURE renci MOA. The Morenci MOA is active from 6:00 a.m. to 9:00 p.m., Mon- Airspace within the United States is day through Friday at an altitude of broadly classified as either “con- 1,500 feet above ground level (AGL). trolled” or “uncontrolled.” The differ- A notice to airmen (NOTAM) is issued ence between controlled and uncon- when the Reserve MOA will be in use. trolled airspace relates primarily to When active, the Reserve MOA has a requirements for pilot qualifications, use altitude of 5,000 AGL. Both ground-to-air communications, navi- MOAs are controlled by the Albuquer- gation and air traffic services, and que Air Route Traffic Control Center weather conditions. Six classes of air- (ARTCC). space have been designated in the United States as shown on Exhibit Military Training Routes: A single 1C. Airspace designated as Class A, military training route (MTR) near the B, C, D, or E is considered controlled Greenlee County Airport is identified airspace. Aircraft operating within with the letters VR and a three digit controlled airspace are subject to vary- number. The arrows on the route ing requirements for positive air traf- show the direction of travel. Military fic control. aircraft travel on these routes below 10,000 feet MSL and at speeds in The airspace surrounding Greenlee excess of 250 knots. County Airport is Class G or uncontrolled airspace. Airspace in the vicin- Wilderness Areas: As depicted on ity of Greenlee County Airport is de- Exhibit 1D, the Gila Box Riparian picted on Exhibit 1D. National Conservation Area is located directly to the west of Greenlee Coun- ty Airport. The Gila Box Riparian Na- SPECIAL USE AIRSPACE tional Conservation Area is one of only two of its kind in the United States. Special use airspace is defined as air- This riparian conservation area pro- space where activities must be con- tects the Gila River, Bonita Creek, and fined because of their nature or where its associated wilderness areas. Sev- limitations are imposed on aircraft not eral species of wild animals inhabit taking part in those activities. These the Gila Box Riparian National Con- areas are depicted on Exhibit 1D by servation Area, including more than purple-hatched lines, as well as with 200 species of birds, mule deer, kit the use of green shading. foxes, mountain lions, bobcats, several species of snakes, and Gila monsters. Military Operating Areas: Military Aircraft are requested to maintain a Operations Areas (MOAs) are depicted minimum altitude of 2,000 feet above in Exhibit 1D with the purple- the surface of designated National hatched lines. Greenlee County Air- Park areas, which includes conserva- port is located within the boundaries tion areas, wilderness areas, and des- of the Morenci MOA. The Reserve ignated breeding grounds. FAA Advi- MOA is located to the north of the Mo- sory Circular 91-36C defines the “sur-

1-8 06MP20-1C-3/5/07

LEGEND AGL - Above Ground Level FL - Flight Level in Hundreds of Feet MSL - Mean Sea Level

NOT TO SCALE

CLASSIFICATION DEFINITION CLASS A Generally airspace above 18,000 feet MSL up to and including FL 600. CLASS B Generally multi-layered airspace from the surface up to 10,000 feet MSL surrounding the nation's busiest airports.

CLASS C Generally airspace from the surface to 4,000 feet AGL surrounding towered airports with service by radar approach control.

CLASS D Generally airspace from the surface to 2,500 feet AGL surrounding towered airports. CLASS E Generally controlled airspace that is not Class A, Class B, Class C, or Class D. CLASS G Generally uncontrolled airspace that is not Class A, Class B, Class C, Class D, or Classss EE..

Source: "Airspace Reclassification and Charting Changes for VFR Products," National Oceanic and Atmospheric Administration, National Ocean Service. Chart adapted by Coffman Associates from AOPA Pilot, January 1993.

Exhibit 1C AIRSPACE CLASSIFICATION BlueBlue RRangeange WildernessWilderness

06MP20-1D-3/7/07 GilaGila WWildernessilderness AreaArea RESERVE MOA

MORENCI MOA

GilaGila BoxBox RRiparioniparion NationalNational CConservationonservation AArearea GGREENLEEREENLEE CCOUNTYOUNTY AIRPORTAIRPORT

SAFFORDSAFFORD REGIONALREGIONAL

VR263

LEGEND

Class E Airspace with floor Airport with other than hard-surfaced 700 ft. above surface runways Airport with hard-surfaced runways Class E Airspace with floor 1,500' to 8,069' in length 1200 ft. or greator above surface that abuts Class G Airspace Airports with hard-surfaced runways NORTHNORTH greater than 8,069' or some multiple Military Operating Area runways less than 8,069' Military Training Routes NOT TO SCALELE Wilderness Area

Source: Phoenix & Albuquerque Sectional Charts, US Department of Commerce, National Oceanic and Atmospheric Administration 02/15/07

Exhibit 1D VICINITY AIRSPACE face” as the highest terrain within degree to provide 360 individual navi- 2,000 feet laterally of the route of gational courses. Frequently, distance flight or the uppermost rim of a can- measuring equipment (DME) is com- yon or valley. bined with a VOR facility to provide distance as well as direction information to the pilot. Military tactical air AIRSPACE CONTROL navigation aids (TACANs) and civil VORs are commonly combined to form The FAA has established 21 ARTCCs a VORTAC. A VORTAC provides dis- throughout the continental United tance and direction information to civ- States to control aircraft operating il and military pilots. The San Simon under instrument flight rules (IFR) VORTAC, located approximately 41 within controlled airspace and while nautical miles south of the field, is the enroute. An ARTCC assigns specific only VORTAC within close proximity routes and altitudes along federal air- to Greenlee County Airport. ways to maintain separation and orderly traffic flow. The Albuquerque Loran-C is a ground-based enroute ARTCC controls IFR airspace enroute navigational aid which utilizes a sys- over Greenlee County Airport. The tem of transmitters located in various ARTCC delegates certain airspace to locations across the continental Unit- local terminal facilities which assume ed States. Loran-C allows pilots to responsibility for the orderly flow of navigate without using a specific facil- air traffic arriving and departing ma- ity. With a properly equipped aircraft, jor terminals. pilots can navigate to any airport in the United States using Loran-C.

NAVIGATIONAL AIDS GPS was initially developed by the United States Department of Defense Navigational aids are electronic devic- for military navigation around the es that transmit radio frequencies, world. GPS differs from a VOR, in which pilots of properly equipped air- that pilots are not required to navi- craft translate into point-to-point gate using a specific facility. GPS guidance and position information. uses satellites placed in orbit around The types of electronic navigational the earth to transmit electronic radio aids available for aircraft flying to or signals, which pilots of properly from Greenlee County Airport include equipped aircraft use to determine al- the VOR, global positioning system titude, speed, and other navigational (GPS), and Loran-C. information. With GPS, pilots can directly navigate to any airport in the The VOR provides azimuth readings country and are not required to navi- to pilots of properly equipped aircraft gate using a specific navigation facili- by transmitting a radio signal at every ty.

1-9 INSTRUMENT APPROACH have a predictable descent profile on PROCEDURES base leg to final approach for landing.

Instrument approach procedures are a series of predetermined maneuvers AREA AIRPORTS established by the FAA, using electronic navigational aids that assist pi- A review of the single public-use air- lots in locating and landing at an airport within the vicinity of Greenlee port, especially during instrument County Airport has been made to flight conditions. Greenlee County identify and distinguish the type of air Airport currently does not have any service provided in the area surround- published instrument approach proce- ing the airport. Information pertain- dures. ing to this airport was obtained from FAA records.

VISUAL FLIGHT PROCEDURES Safford Regional Airport is located approximately 22 miles west of Green- All flights into and out of Greenlee lee County Airport. Safford Regional County Airport are currently con- Airport is owned and operated by the ducted under VFR. Under VFR flight, City of Safford and is open to public the pilot is responsible for collision use. The airport has a dual asphalt avoidance. Typically, the pilot will runway system: Runway 12-30 with a make radio calls announcing the posi- length of 6,015 feet and Runway 8-26 tion of the aircraft relative to the air- with a length of 4,800 feet. The airport and the intentions of the pilot. port does not have an operating ATCT. There are two published non-precision The traffic pattern defines which side GPS instrument approaches into Saf- of the runway aircraft will operate. At ford Regional Airport. The airport has Greenlee County Airport, Runway 7 21 based aircraft and experiences ap- and Runway 25 have an established proximately 8,760 annual operations. left-hand traffic pattern. For these A full range of general aviation servic- runways, aircraft make a left turn es are available at the airport. from base leg to final for landing. Therefore, aircraft operating to Run- way 7 remain north of the runway, LANDSIDE FACILITIES and aircraft operating to Runway 25 remain south of the runway. Landside facilities are the facilities that support the aircraft and pi- The FAA has established that piston- lot/passenger handling functions. powered aircraft operating in the traf- These facilities typically include a fic pattern fly at 1,000 feet above the terminal building, aircraft sto- ground (or 4,811 feet MSL) when on rage/maintenance hangars, aircraft the downwind leg. The traffic pattern parking aprons, and support facilities altitude is established so that aircraft such as fuel storage, automobile park-

1-10 ing, roadway access, and aircraft res- craft parking apron. Both aircraft sto- cue and firefighting. The landside fa- rage facilities house one single engine cilities at Greenlee County Airport are aircraft. identified on Exhibit 1B.

MAINTENANCE AND AIRCRAFT TERMINAL RESCUE AND FIRE FIGHTING

The 800 square-foot terminal building Maintenance at Greenlee County Air- at Greenlee County airport was built port is performed by County Public in 2000. The building consists of a pi- Works personnel. There are no dedi- lot lounge, storage area, and two re- cated maintenance facilities on the strooms. An adjacent parking lot pro- airport, which requires maintenance vides approximately 37 automobile equipment to be brought in from an parking spaces, including two handi- off-airport location. The County is capped parking spaces. currently in the process of developing a Public Works maintenance facility on the airport, which would include APRON AND equipment for the maintenance of the AIRCRAFT PARKING airport.

The aircraft parking apron at Green- There are no aircraft rescue and fire lee County Airport is located north of fighting (ARFF) facilities located on Runway 7-25. The 9,800 square yard the airport. Firefighting services are apron provides adequate space for ap- typically provided by the Morenci Fire proximately 25 aircraft tie-down spac- Association and the Duncan Rural es. Currently, there are built-in hold- Fire Department, both of which have ers for tie-down ropes or chains; how- an approximate response time of 25 ever, no ropes or chains are present minutes. The Morenci Fire Associa- and the tie-down spaces are not clear- tion is owned by the Morenci mine. ly painted. The tie-down spaces are Both of these emergency response used mainly by transient aircraft as units are made up of volunteers. the two based aircraft are housed in hangar facilities. FUELING FACILITIES

AIRCRAFT HANGAR FACILITIES Aircraft fueling services are not available at Greenlee County Airport. The Presently there are two privately nearest airport offering fueling facili- owned enclosed portable aircraft sto- ties is Safford Regional Airport located rage facilities encompassing approx- approximately 22 nautical miles to the imately 1,075 square feet of the air- west of the airport.

1-11 UTILITIES ACCESS & CIRCULATION

Water and sanitary sewer services at GENERAL ACCESS TO the airport are provided onsite from GREENLEE COUNTY AIRPORT – water wells and septic tanks. Duncan SURROUNDING ROADS Valley Electrical Cooperative provides electrical service to the airport. Air- The airport is located approximately field electrical power, including the one-half mile to the east of the inter- runway and approach visual aid light- section of State Route 78 and U.S. ing, is provided by an electrical vault Route 191. The airport is accessible located adjacent to the terminal build- via an access road which extends from ing. Phone service at Greenlee County State Route 78 to the airport terminal Airport is provided by Copper Valley building. The two-lane road is con- Telephone. structed of asphalt and is in good condition.

SECURITY FENCING AND GATES SOCIOECONOMIC PROFILE The north side of the airport perimeter is secured by an eight foot chain link The socioeconomic profile provides a fence with three strands of barbed general look at the socioeconomic ma- wire. The southern portion of the air- keup of the community that utilizes port perimeter is fenced with a four Greenlee County Airport. It also pro- foot high fence with hog wire on the vides an understanding of the dynam- bottom to stop varmints and barbed ics for growth and the potential wire on top. The fencing is in good changes that may affect aviation de- condition. mand. Aviation demand forecasts are often directly related to the population There is a single mechanical gate on base, economic strength of the region, the north side of the airport allowing and the ability of the region to sustain access to the apron area and the air- a strong economic base over an ex- side of the airport. There is a gate at tended period of time. Current demo- the entrance of the airport just after graphic and economic information was the turn off of State Route 78. The collected from the Arizona Depart- County has also installed a 30 foot ment of Economic Security, the 1980, swing gate at the end of Runway 7 off 1990, and 2000 census reports, as well of State Route 78 and a 30 foot slide as several federal agencies. gate in the northeast corner of the airport for construction use.

1-12 POPULATION 1980, increasing its population by more than 3.5 million. The popula- Population is a basic demographic tions of the Town of Clifton and element to consider when planning for Greenlee County have been declining future needs of the airport. The State since 1980 at average annual rates of - of Arizona has been one of the fastest 2.05 percent and -1.22 percent respec- growing states in the country. Table tively. Greenlee County is the smal- 1E shows the total population growth lest county in the State by population since 1980 for the State of Arizona, and is the only county in Arizona to Greenlee County, and the Town of experience a decrease in total popula- Clifton. Arizona has grown at an an- tion over the past 26 years. nual average rate of 3.30 percent since

TABLE 1E Historical Population Town of Clifton, Greenlee County, State of Arizona Town of % Greenlee % State of % Year Clifton Change County Change Arizona Change 1980 4,256 N/A 11,428 N/A 2,714,013 N/A 1990 2,840 -33.27% 8,000 -30.00% 3,680,800 35.62% 2000 2,596 -8.59% 8,547 6.84% 5,130,632 39.39% 2001 2,595 -0.04% 8,590 0.50% 5,319,895 3.69% 2002 2,595 0.00% 8,605 0.17% 5,472,750 2.87% 2003 2,590 -0.19% 8,595 -0.12% 5,629,870 2.87% 2004 2,505 -3.28% 8,350 -2.85% 5,833,685 3.62% 2005 2,495 -0.40% 8,300 -0.60% 6,044,985 3.62% 2006 2,485 -0.40% 8,300 0.00% 6,305,210 3.62% Average Annual % Change -2.05% -1.22% 3.30% Source: Arizona Department of Economic Security

EMPLOYMENT growth. As shown in Table 1F, the Town of Clifton’s unemployment rate Employment opportunities affect mi- has been above state and national le- gration to the area and population vels historically.

1-13 TABLE 1F Unemployment Rates (Not Seasonally Adjusted) Town of Clifton, Greenlee County, State of Arizona, The United States Town of Greenlee State of The United Year Clifton County Arizona States 1995 5.1% 6.7% 5.1% 5.6% 1996 6.0% 7.9% 5.5% 5.4% 1997 5.5% 7.2% 4.6% 4.9% 1998 6.1% 8.1% 4.1% 4.5% 1999 6.6% 8.7% 4.4% 4.2% 2000 6.3% 4.3% 4.0% 4.0% 2001 10.5% 7.2% 4.7% 4.7% 2002 11.4% 7.9% 6.2% 5.8% 2003 11.0% 7.6% 5.6% 6.0% 2004 8.5% 5.8% 5.1% 5.6% 2005 8.4% 5.7% 4.8% 4.9% 2006 6.8% 4.7% 3.9% 4.8% Source: Arizona Department of Economic Security

Table 1G summarizes total employ- transportation, and utilities) during ment by sector for Greenlee County the period. Total employment expe- from 2000 to 2006. As shown in the rienced an average annual reduction table, Greenlee County recorded of 0.57 percent over the period, reduc- growth in only one sector (trade, ing 150 total jobs since 2000.

TABLE 1G Employment By Sector (Non-Farm) Greenlee County Sector 2000 2001 2002 2003 2004 2005 2006 Avg. Annual % Change Goods Producing 3,250 2,725 2,400 2,325 2,400 2,675 3,150 -0.52% Trade, Transporta- tion, and Utilities 75 300 275 250 250 275 275 24.18% Other Private Service-Providing 550 375 375 325 325 325 400 -5.17% Government 575 550 525 525 525 500 475 -3.13% Total 4,450 3,950 3,575 3,425 3,500 3,775 4,300 -0.57% Source: Arizona Department of Economic Security

PER CAPITA growth must outpace population PERSONAL INCOME growth. As shown in the table, PCPI has grown at an average annual rate Per capita personal income (PCPI) for of 0.98 percent in Greenlee County Greenlee County is summarized in since 1990. The State of Arizona has Table 1H. PCPI is determined by di- experienced a greater increase in viding total income by population. For PCPI, at 1.45 percent annually over PCPI to grow significantly, income the same time period.

1-14 TABLE 1H percentage of time that visibility is Per Capita Personal Income (1996 $) impaired due to cloud coverage is a Greenlee County and Arizona Year Greenlee County Arizona major factor in determining the use of 1990 $15,680 $19,762 instrument approach aids. 1995 $17,735 $20,357 1996 $18,355 $20,823 1997 $18,621 $21,499 Precipitation in Clifton is generally 1998 $17,905 $22,628 more plentiful in the late summer and 1999 $17,189 $23,064 early autumn months than at any oth- 2000 $18,892 $24,004 2001 $17,926 $23,873 er time during the year. Approximate- 2002 $18,282 $23,814 ly 55 percent of the annual total preci- 2003 $19,112 $24,148 pitation occurs from July through Oc- 2004 $17,693 $24,298 2005 $18,049 $24,653 tober. Precipitation is in the form of 2006 $18,341 $24,866 rain, as the average low rarely drops Average Annual Growth Rate below freezing. The winter season is 1990-2006 0.98% 1.45% marked by mild temperatures with oc- Source: Woods & Poole Economics casional light snow falls. Summer produces high temperatures and most of the precipitation. Fall and Spring CLIMATE are transitional in nature. April, May, and June average the least amount of Weather plays an important role in precipitation during the year, with a the operational capabilities of an air- combined 8.7 percent of the annual port. Temperature is an important total. Table 1J summarizes typical factor in determining runway length temperature and precipitation data for required for aircraft operations. The the region.

TABLE 1J Temperature and Precipitation Data Clifton, Arizona Temperature (Fahrenheit) Mean Mean Precipitation Maximum Minimum (inches) January 59.7 32.7 1.01 February 65.8 37.1 1.00 March 72.4 42.4 0.82 April 80.9 49.0 0.40 May 89.7 57.4 0.33 June 99.2 66.8 0.42 July 100.2 71.4 2.15 August 97.7 70.3 2.42 September 93.2 65.0 1.63 October 82.9 53.9 1.12 November 69.3 40.7 0.76 December 59.8 33.4 1.19 Annual 80.9 51.7 13.25 Source: Western Regional Climate Center

1-15 LAND ZONING and data collection, for the development of forecasts of aviation activity According to the Greenlee County Zon- and facility requirement determina- ing map, the land on which the airport tions. The inventory of existing condi- is situated is zoned as an overlay dis- tions is the first step in the process of trict. The land directly to the west of determining those factors which will the airport is zoned as general busi- meet projected aviation demand in the ness, and the majority of the remain- community and the region. ing surrounding land is zoned as RU- 36, which allows for one residential unit per 36 acres. DOCUMENT SOURCES

A variety of sources were used during HEIGHT AND HAZARD ZONING the inventory process. The following listing reflects a partial compilation of Height and hazard zoning establishes these sources. In addition, considera- height limits for new construction ble information was provided directly near an airport and within the runway to the consultant by the Greenlee approaches. Height and hazard zon- County Airport. ing ordinances are typically based on Federal Aviation Regulation (FAR) AirNAV Airport information, website: Part 77, which defines imaginary sur- www.airnav.com faces surrounding the airport that are to remain free of obstructions for the Airport/Facility Directory Southwest purpose of safe air navigation. Green- U.S; May 10, 2007 lee County has adopted airport airspace district height restrictions for Arizona Department of Economic Se- structures and objects of natural curity; 2007 growth that lie within defined zones related to the airport safety areas. Arizona Department of Transportation These zoning restrictions can be found in Article 15, Sections 1501-1506 of FAA 5010 Form, Airport Master the Greenlee County Planning and Record, 2007 Zoning Regulations dated March 8, 2007. Greenlee County Planning and Zoning Regulations, March 8, 2007

SUMMARY Phoenix Sectional Chart, US Depart- ment of Commerce, National Oceanic The information discussed on the pre- and Atmospheric Administration, Feb- vious pages provides a foundation ruary 15, 2007 upon which the remaining elements of Western Regional Climate Center; the planning process will be con- 2007 structed. Information on current airport facilities and utilization will serve Woods & Poole Economic and Demo- as a basis, with additional analysis graphic Forecasts, 2006

1-16 Chapter Two AVIATION DEMAND FORECASTS Chapter Two

AVIATION DEMAND FORECASTS

Facility planning must begin with a remember that forecasts are to serve only definition of the demand that may as guidelines, and planning must remain reasonably be expected to occur at the flexible enough to respond to unforeseen facility over a specific period of time. The facility needs. scope for this Airport Master Plan Update is exclusive to the short-term (five-year) The forecasts prepared in this chapter will development of the airport; therefore, establish a demand-based rather than forecasts of aviation activity indicators time-based short-term planning horizon. through the year 2012 will be prepared. As a result, the reasonable level of activity These aviation activity indicators potential that is derived from this including forecasts of based aircraft, forecasting effort will be related to the based aircraft fleet mix, and annual planning horizon level rather than dates aircraft operations will serve as the basis in time. This planning horizon will be for facility planning. established as a level of activity that will call for consideration of the It is virtually impossible to predict, with implementation of proposed projects over certainty, year-to-year fluctuations of the next five years. activity when looking into the future. Because aviation activity can be affected The following forecast analysis exam- by many influences at the local, regional, ines recent developments, historical and national levels, it is important to information, and current aviation

2-1 trends to provide an updated set of try, however, has been on the recov- aviation demand projections for ery. Greenlee County Airport. The intent is to permit Greenlee County to make The Office of Management and Budget the planning adjustments necessary to (OMB) expects the U.S. economy to ensure that the facility meets pro- continue to grow in terms of Gross jected demands in an efficient and Domestic Product (GDP) at an average cost-effective manner. annual rate of 3.0 percent over the next 13 years. This will positively influence the aviation industry, leading NATIONAL AVIATION to passenger, air cargo, and general TRENDS aviation growth throughout the forecast period (assuming there will not be Each year, the FAA updates and pub- any new successful terrorist incidents lishes a national aviation forecast. In- against either the U.S. or world avia- cluded in this publication are forecasts tion). for the large air carriers, regional/commuter air carriers, general aviation, and FAA workload measures. GENERAL AVIATION The forecasts are prepared to meet Following more than a decade of de- budget and planning needs of the con- cline, the general aviation industry stituent units of the FAA and to pro- was revitalized with the passage of the vide information that can be used by General Aviation Revitalization Act in state and local authorities, the avia- 1994, which limits the liability on gen- tion industry, and the general public. eral aviation aircraft to 18 years from The current edition when this chapter the date of manufacture. This legisla- was prepared was FAA Aerospace tion sparked an interest to renew the Forecasts-Fiscal Years 2007-2020, pub- manufacturing of general aviation air- lished in March 2007. The forecasts craft due to the reduction in product use the economic performance of the liability, as well as renewed optimism United States as an indicator of future for the industry. The high cost of aviation industry growth. Similar product liability insurance had been a economic analyses are applied to the major factor in the decision by many outlook for aviation growth in interna- American aircraft manufacturers to tional markets. slow or discontinue the production of

general aviation aircraft. In the seven years prior to the events of September 11, 2001, the U.S. civil The sustained growth in the general aviation industry experienced unprec- aviation industry slowed considerably edented growth in demand and profits in 2001, negatively impacted by the . The impacts to the economy and avi- events of September 11. Thousands of ation industry from the events of 9/11 general aviation aircraft were were immediate and signifi-cant. The grounded for weeks due to no-fly zone economic climate and aviation indus-

2-2 restrictions imposed on operations of 2A depicts the FAA forecast for active aircraft in security-sensitive areas. general aviation aircraft. The FAA This, in addition to the economic re- projects an average annual increase of cession that began in early 2001, had 1.4 percent through 2020, resulting in a negative impact on the general avia- 274,914 active aircraft. Piston- tion industry. General aviation ship- powered aircraft are expected to grow ments by U.S. manufacturers declined at an average annual rate of 1.3 per- for three straight years from 2001 cent. This is driven primarily by a 5.7 through 2003. percent annual increase in piston- powered rotorcraft, as single-engine Stimulated by an expanding U.S. fixed-wing piston aircraft are projected economy as well as accelerated depre- to increase at just 0.3 percent and ciation allowances for operators of new multi-engine fixed-wing piston aircraft aircraft, general aviation staged a rel- are projected to decrease at -0.2 per- atively strong recovery with over ten cent annually. This is due, in part, to percent growth in each of the last the attrition of approximately 1,500 three years. older piston aircraft annually. In addition, it is expected that the new, Resilience being demonstrated in the light sport aircraft and the relatively piston aircraft market offers hope that inexpensive microjets will dilute or the new aircraft models are attracting weaken the replacement market for piston aircraft. interest in the low-end market of general aviation. The introduction of Owners of ultralight aircraft could be- new, light sport aircraft is expected to gin registering their aircraft as “light provide further stimulation in the sport” aircraft in 2005. The FAA es- coming years. timates there will be a registration of

10,500 aircraft by 2015, and then grow Despite a slower growth rate in ship- to 13,200 aircraft by 2020. ments over the past few years, new models of business jets are also stimu- Turbine-powered aircraft (turboprop lating interest for the high-end of the and jet) are expected to grow at an av- market. The FAA still expects the erage annual rate of 4.1 percent over business segment to expand at a faster the forecast period. Even more signif- rate than personal/sport flying. Safety icantly, the jet portion of this fleet is and security concerns, combined with expected to double in size in 12 years, increased processing time at commer- with an average annual growth rate of cial terminals, make business/ corpo- 6.0 percent. The total number of jets rate flying an attractive alternative. in the general aviation fleet is pro- In addition, the bonus depreciation jected to grow from 10,032 in 2006, to provision of the President’s economic 22,797 by 2020. stimulation package had begun to help business jet sales late in 2004. The Business Aviation Panel has suggested that the market for the new, In 2006, there were an estimated very light jet (VLJ), or microjet air- 226,422 active general aviation aircraft, could add 500 more aircraft a craft in the United States. Exhibit 2-3 06MP20-2A-3/7/07 atleastonehour duringthecalendaryear. Anactiveaircraftisonethat hasacurrentregistrationandwasflown Notes: FAA AerospaceForecasts, FiscalYears 2007-2020. Source: (Est.) 2020 2015 2010 2006 Year AIRCRAFT (in thousands) 125 275 150 175 200 225 250 U.S. ACTIVEGENERALAVIATIONU AIRCRAFT(inthousands) 9018 9019 002005 2000 1995 1990 1985 1980 . S 155.6 154.0 150.4 148.2 Engine . Single

U.S. ACTIVEGENERALAVIATIONU AIRCRAFT A . C ITNROTORCRAFT PISTON S T . I

18.8 19.0 19.2 19.4 Engine V Multi- A E FIXED WING C

G T E ACTUALA Turboprop I C N V 8.8 8.5 8.2 8.0 T E U E TURBINE R A

L G A L Turbojet E 22.8 18.0 13.4 10.0

N A V E I R A T A Piston 7.4 6.3 4.8 3.4 I YEAR L O

N A

V A Turbine 7.9 7.2 6.5 5.9 I I R A C T R I Experimental O A F 33.9 31.1 27.7 24.5 N FORECAST T

A ( i I U.S. ACTIVE GENERALGENERAL AVIATION AVIATIONU.S. ACTIVE U.S. ACTIVE n FFORECAST R 2010 O

icatTotal Aircraft 13.2 10.5 t Sport C R 5.6 0.4 h E R o C A u A S AIRCRAFT FORECASTS FORECASTS AIRCRAFT AIRCRAFT s F T Other a 6.6 6.7 6.8 6.6 2015 T n

d s 274.9 261.4 242.8 226.4 ) 2020 Exhibit 2A year to the fleet by 2010. These twin- rates in aviation demand over time. engine jets are expected to be priced The most obvious example is the im- between $1 million and $2 million, pact of jet aircraft on the aviation in- and are believed to have the potential dustry, which resulted in a growth to redefine business jet flying with the rate that far exceeded expectations. capability to support a true on- Such changes are difficult, if not im- demand air taxi business service. The possible, to predict, and there is simp- FAA forecast assumes that microjets ly no mathematical way to estimate will begin to enter the active fleet in their impacts. Using a broad spec- 2007, with 350 new aircraft. After trum of local, regional and national this year’s introduction, they are fore- socioeconomic and aviation informa- cast to grow by 400 to 500 aircraft per tion, and analyzing the most current year, contributing a total of 6,300 air- aviation trends, forecasts are pre- craft to the jet forecast by 2020. sented in the following sections.

To determine the types and sizes of FORECASTING APPROACH facilities that should be planned to accommodate general aviation activity, The development of aviation forecasts certain elements of this activity must proceeds through both analytical and be forecast. Indicators of general avia- judgmental processes. A series of mation demand include: thematical relationships are tested to establish statistical logic and rationale  Based aircraft for projected growth. However, the  Based aircraft fleet mix judgment of the forecast analyst,  General aviation operations based upon professional experience,  Air taxi operations knowledge of the aviation industry,  Annual instrument approaches and their assessment of the local situation, is important in the final deter- The remainder of this chapter will ex- mination of the preferred forecast. amine historical trends with regard to these areas of general aviation and However, it is important to use fore- project future demand for these seg- casts which do not overestimate reve- ments of general aviation activity at nue-generating capabilities or unders- the airport. tate demand for facilities needed to meet public (user) needs.

BASED AIRCRAFT A wide range of factors are known to influence the aviation industry and The number of aircraft based at an can have significant impacts on the airport is, to some degree, dependent extent and nature of air service pro- upon the nature and magnitude of air- vided in both the local and national craft ownership in the local service markets. Technological advances in area. Therefore, the process of devel- aviation have historically altered and oping a projection of based aircraft for will continue to change the growth Greenlee County Airport begins with a

2-4 review of historical aircraft registra- have grown from 4 to 9, for an annual tions in the area. average growth rate of 6.0 percent.

Table 2A also compares registered REGISTERED AIRCRAFT aircraft to active general aviation air- FORECASTS craft in the United States. The Green- lee County share of the U.S. market of Historical records of aircraft owner- general aviation aircraft in 2007 was ship in Greenlee County, presented on 0.004 percent. Table 2A presents a Table 2A, were obtained from Avia- projection of registered aircraft in tion Goldmine for years 1993 through Greenlee County based upon main- 2000; Avantext, Inc., Aircraft & Air- taining the 2006 percentage as a con- men for years 2001 to 2006; and the stant share of projected U.S. Active FAA for 2007. Since 1993, registered Aircraft in the future. This forecast general aviation aircraft in the county results in no growth for registered aircraft by 2012.

TABLE 2A Registered Aircraft and Independent Variables Greenlee County Registered Gen- County eral U.S. Active % of U.S. Popula- Registered Aircraft Year Aviation Aircraft Aircraft Market tion Per 1,000 Residents 1993 4 177,719 0.002% 8,375 0.5 1994 4 172,936 0.002% 8,425 0.5 1995 4 188,089 0.002% 8,450 0.5 1996 5 191,129 0.003% 8,650 0.6 1997 5 192,414 0.003% 8,875 0.6 1998 9 204,710 0.004% 9,125 1.0 1999 10 219,464 0.005% 9,225 1.1 2000 12 217,533 0.006% 8,547 1.4 2001 12 211,535 0.006% 8,590 1.4 2002 12 211,345 0.006% 8,605 1.4 2003 10 209,788 0.005% 8,595 1.2 2004 8 219,426 0.004% 8,350 1.0 2005 9 224,352 0.004% 8,300 1.1 2006 8 226,422 0.004% 8,281 1.0 2007 9 216,835 0.004% 8,259 1.1 Constant Share Of U.S. Active Aircraft 2012 9 250,587 0.004% 8,191 1.1 Increasing Share Of Registered Aircraft Per 1,000 Population (Selected Planning Forecast) 2012 12 250,587 0.005% 8,191 1.5 Sources: Registered Aircraft - (1993-2000) Aviation Goldmine; (2001-2006), Avantext Inc. U.S. Active Aircraft: FAA Aerospace Forecasts Population: Arizona Department of Economic Security

A separate forecast examined the ratio tion and the number of registered gen- between the Greenlee County popula- eral aviation aircraft in Greenlee 2-5

County. As shown in Table 2A, there BASED AIRCRAFT FORECAST were 0.5 registered aircraft per 1,000 residents in 1993. This ratio has since The number of based aircraft is the increased to 1.1 registered aircraft per most basic indicator of general avia- 1,000 residents in 2007 as registered tion demand at an airport. By first aircraft have grown while population developing a forecast of based aircraft, has remained fairly static over the last the growth of other general aviation 14 years. activities and demands can be projected. According to the 2007 FAA A projection of registered aircraft was Terminal Area Forecasts (TAF), there developed assuming that registered were two based aircraft at Greenlee aircraft per 1,000 residents will in- County Airport in 1996. The number crease through the planning period to of based aircraft has remained static, recapture ratio levels that were expe- with two based aircraft reported by rienced between 2000 and 2002. This the airport in 2007. projection results in registered aircraft growing to 12 by 2012, an average an- Table 2B examines based aircraft as nual growth rate of 6.4 percent. The forecast of registered aircraft per capi- a percentage of aircraft ownership in ta are presented in Table 2A. Greenlee County. As shown in the table, the airport’s based aircraft were In recent years, registered aircraft in equivalent to 50.0 percent of aircraft Greenlee County have grown at the registered in the County in 1995. The same rate as U.S. Active Aircraft and airport’s share has since decreased to slightly faster than the Greenlee 22.2 percent in 2007. This is the re- County population. The selected sult of a zero percent growth rate for planning forecast assumes slight based aircraft at Greenlee County growth over the next five years, par- Airport over the past 12 years. The tially attributable to an expected in- airport’s based aircraft have averaged crease in sport aircraft registrations. 31.9 percent of the total registered air- This selected forecast provides a rea- craft in the county over the same time sonable growth rate over the planning period. period with registered aircraft in Greenlee County growing to 12 air- A projection of based aircraft was de- craft by 2012. Exhibit 2B graphically veloped by maintaining Greenlee depicts the selected forecast in com- County Airport’s average market parison with the other projections. share in the county (31.9 percent). This would yield four based aircraft by 2012, with based aircraft growing at a rate of 13.9 percent annually.

2-6 Registered General Constant Share of Increasing Share of Aviation Aircraft U.S. Active Aircraft Registered Aircraft (Selected Forecast) 1414 06MP20-1D-3/5/07 HISTORIC FORECASTS

1212

T 1010 F A

y R t C n R u I

o 8 A

D e E e l R n E e T e 6 r S I Greenlee County G Greenlee G E REGISTERED AIRCRAFT R 4

9696 977 9898 999 0101 020 030 040 066 0 19931993 19951995 20002000 20052005 20072007 20102 010 20122012 5 HISTORIC FORECASTS

4 t r o p T r F i A A

R 3 y t C n R u I o A

D e E

e 2 l S n A e B BASED AIRCRAFT BASED AIRCRAFT e r Greenlee County Airport Greenlee Greenlee County AirportG Greenlee County Greenlee 1

96 97 98 99 01 02 03 04 06 0 19951995 20002000 20052005 20072007 20122012

Based Aircraft Average Share Projection 2000 Airport FAA-TAF Arizona State (SELECTED FORECAST) Master Plan Aviation Needs Study

Exhibit 2B REGISTERED & BASED AIRCRAFT

TABLE 2B Based Aircraft Projection Greenlee County Airport Greenlee County Registered Greenlee County Year Aircraft Based Aircraft Market Share 1995 4 2 50.0% 1996 5 2 40.0% 1997 5 2 40.0% 1998 9 2 22.2% 1999 10 3 30.0% 2000 12 3 25.0% 2001 12 3 25.0% 2002 12 3 25.0% 2003 10 3 30.0% 2004 8 3 37.5% 2005 9 3 33.3% 2006 8 2 25.0% 2007 9 2 22.2% Average Share Projection (Selected Forecast) 2012 12 4 33.3% 2000 Airport Master Plan 2012 12 2 16.7% FAA-TAF 2012 12 3 25.0% Arizona State Aviation Needs Study 2012 12 4 33.3%

For comparative purposes, projections at Greenlee County Airport growing to for the 2000 Greenlee County Airport three by 2012. The 2000 Airport Mas- Master Plan, the 2007 FAA-TAF, and ter Plan projected based aircraft to the 2000 Arizona State Aviation Needs remain static at two through the Study (SANS) have also been ex- planning period. amined. The SANS projection years did not match those used in this mas- Table 2B and Exhibit 2B provide a ter plan; therefore, those figures were summary of these general aviation interpolated and extrapolated by based aircraft forecasts. This plan- Coffman Associates. The extrapolated ning forecast allows for two additional projections indicated based aircraft based aircraft by 2012. This growth, growing to four by 2012 which again, can be attributed to potential matches the average share projection. growth in sport aircraft operators. The FAA-TAF projects based aircraft

2-7

BASED AIRCRAFT FLEET MIX counts are not available for Greenlee County Airport. The FAA 5010 Air- The aircraft fleet mix expected to util- port Master Record for Greenlee ize the airport is necessary to properly County Airport estimates a total of plan facilities that will best serve the 3,190 general aviation operations in level of activity and type of activities 2006. For this study, an FAA- occurring at the airport. The existing approved statistical methodology for based aircraft fleet mix is comprised of estimating general aviation operations two single-engine piston aircraft. using local variables was utilized to Based aircraft at Greenlee County update the operations count. Airport are projected to increase by only two aircraft by 2012. The two This method, the Model for Estimating additional aircraft are most likely to General Aviation Operations at Non- be single engine fixed-wing aircraft as Towered Airports, was prepared for well. Therefore, the airport should the FAA Statistics and Forecast plan for four single engine based air- Branch in July 2001. This report de- craft by 2012. velops and presents a regression model for estimating general aviation operations at non-towered airports. The AIRCRAFT OPERATIONS model was derived using a combined data set for small towered and non- Aircraft operations at airports are towered general aviation airports and classified as either local or itinerant. incorporates a dummy variable to dis- A local operation is a take-off or land- tinguish the two airport types. In ad- ing performed by an aircraft that op- dition, the report applies the model to erates within site of the airport, or estimate activity at 2,789 non-towered which executes simulated approaches general aviation airports contained in or “touch-and-go” operations at the the FAA Terminal Area Forecasts. airport. Itinerant operations are those The forecasts of annual operations at performed by aircraft with a specific Greenlee County Airport were com- origin or destination away from the puted using the recommended equa- airport. Generally, local operations tion (#15) for non-towered airports. are characterized by training opera- Independent vari-ables used in the tions. Typically, itinerant operations equation include airport characteris- increase with business and industrial tics (i.e., number of based aircraft, use, since business aircraft are used number of flight schools), population primarily to carry people from one lo- totals, and geographic location. This cation to another. equation yields an annual general aviation operations estimate of approximately 1,000 for 2006. Local and iti- GENERAL AVIATION nerant operation percentages for 2007 OPERATIONS were taken from the FAA 5010 Airport Master Record estimates for 2006 Due to the absence of an airport traffic (31% and 69%, respectively). control tower, actual operational

2-8

Based aircraft at Greenlee County operations to reach 7,800 annual gen- Airport experienced approximately eral aviation operations by 2012. This 500 operations in 2006. Maintaining a number most likely includes air taxi constant level of operations per based operations conducted by City Link for aircraft, based on the 2006 ratio (500), Phelps Dodge. All other projections do yields a projection of 2,000 annual not include City Link operations, general aviation operations by the which are to be discussed in the Air year 2012. The 2007 FAA TAF fore- Taxi Operations section below. The cast general aviation operations at average ratio projection, constant ratio Greenlee County Airport to reach projection, FAA TAF, Arizona SANS, 3,650 operations by 2012. The Arizo- and the 2000 Airport Master Plan na SANS projected general aviation forecasts are presented in Table 2C.

TABLE 2C General Aviation Operations Forecast Greenlee County Airport Total Based Operations Year Operations Local % Itinerant % Aircraft Per Based 2006 1,000 300 30.0% 700 70.0% 2 500 Constant Ratio Projection (PREFERRED PLANNING FORECAST) 2012 2,000 600 30.0% 1,400 70.0% 4 500 FAA TAF 2012 3,650 1,460 40.0% 2,190 60.0% 3 1,217 Arizona SANS 2012 7,800 N/A N/A N/A N/A 4 1,950 2000 Airport Master Plan 2012 2,791 1,890 67.7% 901 32.3% 2 1,276

The preferred planning forecast (con- AIR TAXI OPERATIONS stant ratio projection) maintains the current level of operations per based Air taxi operations at Greenlee County aircraft (approximately 500) through Airport consist solely of operations 2012. This projection was selected to conducted by City Link for the trans- represent the most reasonable activity portation needs of Phelps Dodge em- level the airport can expect over the ployees. These operations generally planning period. The preferred plan- originate from Phoenix Sky Harbor ning forecast yields 2,000 annual gen- Airport or the Grant County Airport in eral aviation operations by 2012. Lo- Silver City, New Mexico. The aircraft cal and itinerant operations were pro- used to conduct these operations in- jected to remain near the current per- clude the twin-piston engine Cessna centages at 30.0 and 70.0 percent, re- 414, the twin-turboprop Cessna 425, spectively. and occasionally twin-turboprop air-

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craft Beechcraft C90 King Air, and SUMMARY Beechcraft King Air 200. The owner/operator of City Link estimated This chapter has outlined the various yearly operations at approximately aviation demand levels anticipated 864. It is not anticipated that these over the planning period. In sum- operations will increase or decrease in mary, general aviation activity at the next five years; therefore, air taxi Greenlee County Airport has shown operations are projected to remain slow growth. However, the airport stable at approximately 900 per year still has growth potential for both through 2012. based aircraft and general aviation operations due to the introduction of sport aircraft and a strong local eco- ANNUAL INSTRUMENT nomic base. APPROACHES Table 2F provides a summary of the An instrument approach as defined by aviation activity planning horizon for the FAA is “an approach to an airport Greenlee County Airport. Activity for with the intent to land an aircraft in 2007 is included in the table as a base- accordance with an Instrument Flight line reference. Rules (IFR) flight plan, when visibility is less than three miles and/or when TABLE 2F the ceiling is at or below the minimum Forecasts Summary initial approach altitude.” Due to the Greenlee County Airport 2007 2012 lack of an instrument approach at ANNUAL OPERATIONS Greenlee County Airport, instrument Itinerant Operations approaches are not performed. With General Aviation 700 1,400 the addition of an instrument ap- Air Taxi 900 900 proach into Greenlee County Airport, Local Operations it can be expected that annual instru- General Aviation 300 600 Total Operations 1,900 2,900 ment approaches (AIAs) would repre- BASED AIRCRAFT sent one percent of total itinerant op- Total Based Aircraft 2 4 erations. Applying this percentage to forecast itinerant operations yields 23 instrument approaches in 2012.

2-10 Chapter Three FACILITY REQUIREMENTS Chapter Three

FACILITY REQUIREMENTS

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

3-1 tivity milestone, the resultant plan provides flexibility in development, as can accommodate unexpected shifts or development schedules can be slowed changes in the area’s aviation de- or expedited according to actual 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 financial- ing a milestone is that it allows the ly responsible and needs-based pro- airport to develop facilities according gram. Table 3A presents the plan- to need generated by actual demand ning horizon milestone for each activi- levels. The demand-based schedule ty demand category.

TABLE 3A Planning Horizon Activity Levels Short Term Current Planning Horizon Based Aircraft 2 4 Annual Operations 1,900 2,900

PEAKING ing the year. However, they do CHARACTERISTICS represent reasonable planning standards that can be applied without Most facility planning relates to levels overbuilding or being too restrictive. of peak activity. The following planning definitions apply to the peak pe- Without an airport traffic control riods: tower, adequate operational information is not available to directly determine peak operational activity at the  Peak Month – The calendar month airport. Therefore, peak period fore- when peak aircraft operations oc- casts have been determined according cur. to trends experienced at similar air-

ports. Typically, the peak month for  Design Day – The average day in activity at general aviation airports the peak month. approximates 10 to 15 percent of the

airport’s annual operations. General  Busy Day – The busy day of a typi- aviation itinerant operations and total cal week in the peak month. operations were estimated at 12 per-

cent of total annual operations. The  Design Hour – The peak hour with- forecast of busy day operations was in the design day. calculated as 1.40 times design day

activity. Design hour operations were It is important to note that only the estimated at 25 percent of design day peak month is an absolute peak within operations. Table 3B summarizes a given year. All other peak periods peak operations forecasts for the air- will be exceeded at various times dur- port.

3-2 TABLE 3B conditions, aircraft mix, runway use, Peak Period Forecasts aircraft arrivals, aircraft touch-and-go Short activity, and exit taxiway locations. Current Term An airport's airfield capacity is ex- Annual 1,900 2,900 pressed in terms of its annual service Peak Month (12%) 228 348 volume (ASV). Annual service volume Design Day 7 11 Busy Day 10 15 is a reasonable estimate of the maxi- Design Hour (25%) 3 4 mum level of aircraft operations that can be accommodated in a year.

AIRFIELD Pursuant to FAA guidelines detailed in the FAA Advisory Circular (AC) REQUIREMENTS 150/5060-5, Airport Capacity and De- lay, the annual service volume of a Airfield requirements include the need single runway configuration normally for those facilities related to the arriv- does not exceed 230,000 operations at al and departure of aircraft. These fa- general aviation airports similar to cilities are comprised of the following Greenlee County Airport. Since the items: forecasts for the airport indicate that activity throughout the planning pe-  Runways riod will remain below 230,000 annual  Taxiways operations, the capacity of the existing  Navigational Aids airfield system will not be reached,  Airfield Lighting and Marking and the airfield is expected to meet operational demands. Therefore, no The adequacy of existing airfield facil- additional runways are needed for ca- ities at Greenlee County Airport is pacity reasons. analyzed from a number of perspec- tives within each of these components, This Airport Master Plan includes the including (but not limited to): airfield planning for a potential future “pri- capacity, runway length, runway mary” Runway 18-36. This plan is pavement strength, Federal Aviation carried over from previous Greenlee Administration (FAA) design stan- County Airport Master Plan. The dards, airspace configuration, and air mining company Phelp’s Dodge, has traffic control. indicated an interest in constructing Runway 18-36 to allow them to operate a Boeing 727-200 aircraft at the AIRFIELD CAPACITY Greenlee County Airport. The Boeing 727-200 would dictate ARC C-III de- A demand/capacity analysis measures sign requirements. The inclusion of the capacity of the airfield facilities this runway in this study is to aid in (i.e., runways and taxiways) in order local land use planning to ensure that to identify a plan for additional devel- appropriate land use measures are put opment needs. The capacity of the air- into place to allow for this expansion field is affected by several factors, in- in the future if it is needed. By plan- cluding airfield layout, meteorological ning for the construction of this run- 3-3 way, the County can take appropriate Wind data specific to Greenlee County measures to ensure that there are no Airport is not currently available. In hazards or obstacle penetrations to the instances when wind data specific to 14 Code of Federal Regulations (CFR) the airport is not available, FAA AC Part 77 airspace in the future that 150/5300-13, Airport Design, provides could prevent the construction of the for the wind analysis to be based in runway, and to allow for compatible part on wind data from a nearby re- land use to be planned in the potential cording station. The closest recording runway approach/departure area. station with available wind data is Separate justification for constructing Safford Regional Airport. Exhibit 3A the runway will be required outside summarizes wind coverage for Green- this Master Plan at the time of im- lee County Airport using wind data plementation. from Safford, Arizona. As shown in the exhibit, the wind coverage for Runway 7-25 provides 94.6 percent RUNWAY ORIENTATION coverage for 10.5 knot crosswinds, 97.5 percent coverage for 13 knot For the operational safety and effi- crosswinds, 99.2 percent coverage for ciency of an airport, it is desirable for 16 knot crosswinds, and 99.8 percent the primary runway of an airport's coverage for 20 knot crosswinds. Wind runway system to be oriented as close coverage for the potential Runway 18- as possible to the direction of the pre- 36 is also shown on the exhibit. vailing wind. This reduces the impact of wind components perpendicular to This analysis is limited by the fact the direction of travel of an aircraft that Safford Regional Airport is not that is landing or taking off (defined exactly comparable to Greenlee Coun- as a crosswind). ty Airport. Safford Regional Airport is located approximately 22 nautical FAA Advisory Circular 150/5300-13, miles west of Greenlee County Air- Change 11, Airport Design, recom- port. There are significant geographi- mends that a crosswind runway cal features between each facility, in- should be made available when the cluding high altitude terrain. This primary runway orientation provides leads to significantly different wind less than 95 percent wind coverage for patterns and climatological conditions any aircraft forecast to use the airport at each airport. The primary runway on a regular basis. The 95 percent at Safford Regional Airport is Runway wind coverage is computed on the ba- 12-30, which is oriented in a north- sis of the crosswind component not ex- west/southeast direction. The primary ceeding 10.5 knots (12 mph) for ARC runway at Greenlee County Airport is A-I and B-I; 13 knots (15 mph) for Runway 7-25 which is oriented in an ARC A-II and B-II; 16 knots (18 mph) east-west direction. Safford Regional for ARC A-III, B-III, and C-I through Airport is equipped with Runway 8-26 D-II; and 20 knots (23 mph) for ARC as well, although this runway is sec- C-III through D-IV. ondary and shorter.

3-4

FAA AC 150/5300-13 recognizes that ristics of aircraft expected to use the substituting wind data from another airport. This code, the airport refer- airport is only reliable when the ter- ence code (ARC), has two components. rain between the airports is similar. The first component, depicted by a let- In situations when the terrain varies ter, is the aircraft approach speed (op- significantly, such as between Safford erational characteristic); the second Regional Airport and Greenlee County component, depicted by a Roman Airport, the wind analysis is expected numeral, is the airplane design group to have only marginal validity. and relates to aircraft wingspan (physical characteristic). Generally, aircraft Recognizing the limitations of the approach speed applies to runways wind data available for this analysis, and runway-related facilities, while the wind coverage analysis shown on aircraft wingspan primarily relates to the exhibit should not be solely relied separation criteria involving taxiways, upon to make determinations of run- taxilanes, and landside facilities. way orientation at Greenlee County Airport. The wind coverage analysis According to FAA Advisory Circular should be updated when 10 years of 150/5300-13, Airport Design, an air- consecutive wind data specific to the craft’s approach category is based airport can be collected using the upon 1.3 times its stall speed in land- AWOS at the airport. ing configuration at that aircraft’s maximum certificated weight. The five approach categories used in air- PHYSICAL PLANNING port planning are as follows: CRITERIA Category A: Speed less than 91 knots. The selection of appropriate Federal Category B: Speed 91 knots or more, Aviation Administration (FAA) design but less than 121 knots. standards for the development and lo- Category C: Speed 121 knots or more, cation of airport facilities is based but less than 141 knots. primarily upon the characteristics of Category D: Speed 141 knots or more, the aircraft which are currently using but less than 166 knots. or are expected to use the airport. Category E: Speed greater than 166 Planning for future aircraft use is of knots. particular importance since design standards are used to plan separation The airplane design group (ADG) is distances between facilities. These based upon the aircraft’s wingspan. standards must be determined now The six ADGs used in airport planning since the relocation of these facilities are as follows: will likely be extremely expensive at a later date. Group I: Up to but not including 49 feet. The FAA has established a coding sys- Group II: 49 feet up to but not includ- tem to relate airport design criteria to ing 79 feet. the operational and physical characte-

3-5 Group III: 79 feet up to but not in- The aviation demand forecasts pro- cluding 118 feet. jected the mix of aircraft to use the Group IV: 118 feet up to but not in- airport to remain nearly the same as it cluding 171 feet. is now through the short-term plan- Group V: 171 feet up to but not in- ning period. However, the previous cluding 214 feet. master plan established ARC B-II de- Group VI: 214 feet or greater. sign standards for the airport, and the airport maintains ARC B-II design The FAA advises designing airfield standards currently. Therefore, even facilities to meet the requirements of though all based aircraft are expected the airport’s most demanding aircraft, to fall within ARC A-I and City Link is or critical aircraft. An aircraft or expected to continue its operations us- group of aircraft within a particular ing ARC B-I and occasional ARC B-II Approach Category or ADG must con- aircraft, this Master Plan will main- duct more than 500 operations an- tain the ARC B-II design standards nually to be considered the critical de- through the short-term planning pe- sign aircraft. In order to determine riod. facility requirements, an ARC should first be determined, and then appropriate airport design criteria can be DIMENSIONAL DESIGN applied. This begins with a review of STANDARDS aircraft currently using the airport and those expected to use the airport Runway dimensional design standards through the planning period. define the widths and clearances required to optimize safe operations in Greenlee County Airport is currently the landing and takeoff area. These used by a small variety of general avi- dimensional standards vary depending ation aircraft. The two based aircraft upon the ARC for the runway. Table are single engine aircraft weighing 3C outlines key dimensional stan- less than 12,500 pounds, which fall dards for the airport reference codes within ARC A-I. The most demanding most applicable to Greenlee County aircraft operating at the airport are Airport, both now and in the short- those used by City Link for air taxi term planning horizon. operations. These aircraft include the multi-engine turboprop aircraft Cess- The runway should be planned to the na 414 and Cessna 425 Conquest standards of the critical ARC, which is which fall within ARC B-I. City Link currently B-II and forecast to remain also occasionally operates the multi- B-II in the short-term. A cursory review of these design requirements at engine turboprop aircraft (Beechcraft Greenlee County Airport indicates King Air C90 and King Air 200) which that these design requirements are fall within ARC B-II. City Link con- fully met. ducts approximately 900 annual operations, of which 840 are by either the A potential Runway 18-36 should be Cessna 414 or the Cessna 425. designed to meet at least C-III stan-

dards. 3-6 TABLE 3C Airfield Design Standard Greenlee County Airport Potential Runway 7-25 Runway 18-36 Airport Reference Code (ARC) Available (ft.) B-II (ft.) C-III (ft.) Runway Width 75 75 150 Runway Safety Area Width 150 150 500 Length Beyond End 300 300 1,000 Runway Object Free Area Width 500 500 800 Length Beyond End 300 300 1,000 Runway Centerline to: Holding Position 125 200 250 Parallel Taxiway 240 240 400 Parallel Runway N/A 700 700 Taxiway Width 40 35 60 Taxiway Centerline to: Fixed or Moveable Object 65.5 65.5 93 Parallel Taxilane N/A 105 152 Taxilane Centerline to: Fixed or Moveable Object 57.5 57.5 81 Parallel Taxilane 97 97 140 Runway Protection Zones - One Mile or Greater Visibility Inner Width 500 500 500 Length 1,000 1,000 1,700 Outer Width 700 700 1,010

Not Lower than ¾-Mile Inner Width N/A 1,000 1,000 Length N/A 1,700 1,700 Outer Width N/A 1,510 1,510

Lower than ¾-Mile Inner Width N/A 1,000 1,000 Length N/A 2,500 2,500 Outer Width N/A 1,750 1,750

Airfield Safety Standards The OFA is defined as “a two- dimensional ground area surrounding The FAA has established several im- runways, taxiways, and taxilanes, aginary surfaces to protect aircraft op- which is clear of objects except for ob- erational areas and keep them free jects whose location is fixed by func- from obstructions that could affect the tion.” The RSA is “a defined surface safe operation of aircraft. These in- surrounding the runway prepared or clude the object free area (OFA), ob- suitable for reducing the risk of dam- stacle free zone (OFZ), runway protec- age to airplanes in the event of an un- tion zone (RPZ), and runway safety dershoot, overshoot, or excursion from area (RSA). the runway.” The OFZ is a “defined

3-7 volume of airspace centered above the Aircraft performance declines as ele- runway centerline whose elevation is vation, temperature, and runway gra- the same as the nearest point on the dient factors increase. For calculating runway centerline and extends 200 runway length requirements at Green- feet beyond each runway end.” The lee County Airport, elevation is 3,811 RPZ is a two-dimensional trapezoidal- feet above mean sea level (MSL) and shaped surface located along the ex- the mean maximum daily temperature tended runway centerline to protect of the hottest month is 100.2 degrees people and property on the ground. Fahrenheit. Runway end elevations The FAA expects these areas to be un- vary by 75 feet. der the control of the airport and free from obstructions. In examining runway length requirements at the airport, the “primary” Most of the Runway 7 RPZ is located runway should be designed to accom- within an avigation easement outside modate the most demanding aircraft the existing airport property boun- currently serving the airport, as well dary. Due to its location, State Route as aircraft expected to serve the air- 78 may need to be realigned to remove port in the future. Multi-engine tur- it from the Runway 7 RPZ and OFA. boprop aircraft will be the most de- Once this project is undertaken, the manding aircraft for runway length land encompassed by the RPZ may determinations at the airport. These need to be acquired by the airport. aircraft are most likely desiring to op- The analyses in Chapter Four will ad- erate at maximum payload to carry dress the potential acquisition me- both passengers and fuel to their des- thods, which may include the fee sim- tination. ple purchase of the property. Using the specific data for Greenlee County Airport described above, run- RUNWAY LENGTH way length requirements for the various classifications of aircraft that may Runway length requirements are operate at the airport were examined based upon five primary elements: using the FAA Airport Design com- airport elevation, the mean maximum puter program, Version 4.2D, which daily temperature of the hottest groups general aviation aircraft into month, runway gradient, critical air- several categories, reflecting the per- craft type expected to use the runway, centage of the fleet within each cate- and the stage length of the longest gory and useful load (passengers and non-stop trip destination. fuel) of the aircraft. Table 3D summarizes the FAA recommended runway length for airport.

3-8

TABLE 3D Runway Length Requirements AIRPORT AND RUNWAY DATA Airport elevation ...... 3,811 feet Mean daily maximum temperature of the hottest month ...... 100.2° F Maximum difference in runway centerline elevation ...... 75 feet RUNWAY LENGTHS RECOMMENDED FOR AIRPORT DESIGN Small airplanes with less than 10 passenger seats 75 percent of these small airplanes ...... 4,050 feet 95 percent of these small airplanes ...... 5,250 feet 100 percent of these small airplanes ...... 5,610 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.

According to the table, the present extension will likely be required out- runway length of 4,977 feet is ade- side this Airport Master Plan at the quate to accommodate 75 percent of time of implementation. This justifi- these small airplanes. FAA Advisory cation will need to identify those spe- Circular 150/5325-4B recommends cific users that require a longer run- that airports be designed to at least way to operate at the airport. This serve 95 percent of small airplanes. type of justification is generally built At the airport’s temperature and ele- upon letters of support from specific vation, this would require a runway users requiring the runway extension. length of 5,250 feet. Thus, Runway 7- 25 should be planned to be extended to Runway length requirements for air- 5,250 feet. craft used by Phelp’s Dodge would need to accommodate the runway ta- An extension to Runway 7-25 is in- keoff distance of a Boeing 727 or like cluded in this Airport Master Plan for aircraft. The previous Airport Master planning purposes only. This is to aid Plan recommended a runway length of in local land use planning to ensure 8,700 feet for use by a Boeing 727-200. that appropriate land use measures Re-examination of this runway length are put into place to allow for this ex- indicates that 8,700 feet would be an tension in the future if it is needed. appropriate runway length to accom- By planning for a 5,250-foot runway, modate a Boeing 727 aircraft. There- the County can take appropriate fore, the potential Runway 18-36 measures to ensure that there are no should be designed to 8,700 feet. hazards or obstacle penetrations to the 14 Code of Federal Regulations (CFR) Part 77 airspace in the future that RUNWAY WIDTH could prevent the extension, and to allow for compatible land use to be Runway width is primarily deter- planned in the extended runway ap- mined by the planning ARC for the proach/de-parture area. Separate jus- particular runway. FAA design stan- tification for constructing the runway dards specify a minimum width of 75

3-9 feet for ARC B-II runways. Presently, access between the aprons and run- Runway 7-25 has a width of 75 feet ways, whereas other taxiways become meeting the design standard. There- necessary as activity increases at an fore, additional pavement width will airport to provide safe and efficient not be needed. use of the airfield.

Any future runway constructed to ac- Design standards for separation be- commodate ARC C-III design standard tween the runways and parallel tax- requirements and aircraft with maxi- iways are based upon the wingspan of mum certificated takeoff weight great- the critical aircraft using the runway. er than 150,000 pounds, should be Runway 7-25 is served by a 40-foot built to a width of 150 feet. This wide partial-length parallel taxiway width will accommodate a Boeing 727 on the north side of the runway serv- or like aircraft. ing the Runway 25 end. Aircraft using Runway 7 must back-taxi on the runway for takeoff. This causes the po- PAVEMENT STRENGTH tential of runway incursions. Facility planning should include extending the The most important feature of airfield partial-parallel taxiway to the Run- pavement is its ability to withstand way 7 end for a full-length parallel repeated use by aircraft of significant taxiway to limit the possibility of run- weight. The current strength rating way incursions. on Runway 7-25 is 21,000 pounds single wheel loading (SWL). This current The type and frequency of runway en- strength rating is adequate for the trance/exit taxiways can affect the ef- mix of aircraft currently using and ex- ficiency and capacity of the runway pected to use the airport in the short- system. Additional connecting tax- term horizon on a regular basis. iways (at a minimum of 35 feet in width) should be considered to allow The potential Runway 18-36 should be aircraft to exit the runway quicker af- designed to accommodate the weight ter landing. This can increase airfield of its design aircraft, the Boeing 727- capacity and safety, as the time an 200. The maximum takeoff weight of aircraft occupies the active runway is this aircraft is 209,500 pounds on dual reduced. The number and location of wheels. Therefore, Runway 18-36 these exit taxiways will be examined should be designed to 210,000 pounds more closely in the alternatives analy- DWL. sis.

TAXIWAYS NAVIGATIONAL AIDS AND INSTRUMENT APPROACH Taxiways are constructed primarily to PROCEDURES facilitate aircraft movements to and from the runway system. Some tax- Navigational aids are electronic devic- iways are necessary simply to provide es that transmit radio frequencies

3-10 which properly equipped aircraft and requires extensive on-airport facilities. pilots translate into point-to-point The WAAS upgrades are expected to guidance and position information. allow the development of approaches The one type of electronic navigational to most airports with cloud ceilings as aid available for aircraft flying to or low as 200 feet above the ground and from Greenlee County Airport is the visibilities restricted to one-half mile, global positioning system (GPS). This after 2015. system is sufficient for navigation to and from the airport; therefore, no Nearly all new instrument approach other navigational aids are needed at procedures developed in the United the airport. States are being developed with GPS. GPS approaches are currently catego- Instrument approach procedures con- rized as to whether they provide only sist of a series of predetermined ma- lateral (course) guidance or a combi- neuvers established by the FAA for nation of lateral and vertical (descent) navigation during inclement weather guidance. An approach procedure conditions. Currently, there are no with vertical guidance (APV) GPS ap- established instrument approach pro- proach provides both course and des- cedures for Greenlee County Airport. cent guidance. A lateral navigation Therefore, during those times when approach (LNAV) provides only course visibility drops below three miles guidance. In the future, as WAAS is and/or cloud ceilings are below 1,000 upgraded, precision approaches simi- feet MSL, the airport is essentially lar in capability to the existing ILS closed to arrivals. will become available. These approaches are currently categorized as A GPS modernization effort is under- the Global Navigation Satellite Sys- way by the FAA and focuses on aug- tem Landing System (GLS). A GLS menting the GPS signal to satisfy re- approach may be able to provide for quirements for accuracy, coverage, approaches with one-half-mile visibili- availability, and integrity. For civil ty and 200-foot cloud ceilings. A GLS aviation use, this includes the contin- would be implemented in lieu of an ued development of the Wide Area ILS approach. Augmentation System (WAAS), which was initially launched in 2003. The Since both course guidance and des- WAAS uses a system of reference sta- cent information is desirable for an tions to correct signals from the GPS instrument approach to Greenlee satellites for improved navigation and County Airport and GPS does not re- approach capabilities. Where the non- quire the installation of costly naviga- WAAS GPS signal provides for tion equipment at the airport, an APV enroute navigation and limited in- approach with one-mile visibility mi- strument approach (lateral naviga- nimums is appropriate to Runway 7- tion) capabilities, WAAS provides for 25. approaches with both course and vertical navigation. This capability was Based on the desire of Phelp’s Dodge historically only provided by an in- to have maximum flexibility for future strument landing system (ILS), which instrument operations, Runway 18 3-11 should be planned for a Category I ILS Any future expansion of the runway approach. With improved GPS mini- and taxiway system, including the mums in the future, the cost for Cate- construction of an additional runway, gory I equipment will be minimal. should incorporate MIRL and MITL The key will be ensuring that the ap- systems. proaches are maintained and the runway meets the other standards neces- Airfield signage assists pilots in iden- sary to provide for CAT I minimums. tifying their location on the airport. Runway 36 should be planned for an Signs located at intersections of tax- APV approach with one-mile visibility iways provide crucial information to minimums. avoid conflicts between moving aircraft and potential runway incursions. Directional signage also instructs pi- AIRFIELD MARKING, lots as to the location of taxiways and LIGHTING, AND SIGNAGE apron areas. Currently, there is no directional signage in place at Green- There are a number of lighting and lee County Airport. Lighted direction- pavement marking aids serving pilots al signage should be planned for using the Greenlee County Airport. Greenlee County Airport. These lighting and marking aids assist pilots in locating the airport dur- In most instances, the landing phase ing night or poor weather conditions, of any flight must be conducted in vis- as well as assist in the ground move- ual conditions. To provide pilots with ment of aircraft. visual guidance information during landings to the runway, electronic vis- The location of an airport at night is ual approach aids are commonly pro- universally indicated by a rotating vided at airports. A two-light preci- beacon. The rotating beacon at the sion approach path indicator (PAPI-2) airport is located north of the runway is installed on the approach end of adjacent the terminal building. The Runways 7 and 25. The PAPIs are rotating beacon is sufficient and appropriate for the mix of aircraft op- should be maintained through the erating at the airport and should be planning period. maintained through the planning pe-

riod. PAPI-4s should also be estab- Runway 7-25 is equipped with me- lished on any future runway. dium intensity runway lighting

(MIRL), which will be adequate Greenlee County Airport is equipped through the planning period. The pa- with pilot-controlled lighting (PCL). rallel taxiway and apron are currently PCL allows pilots to control the inten- equipped with reflective taxiway deli- sity of the runway lighting using the neators. Adding medium intensity radio transmitter in the aircraft. PCL taxiway lighting (MITL) to all tax- also provides for more efficient use of iways should be a short-term goal for airfield lighting energy. A PCL sys- Greenlee County. A MITL system at tem turns the airfield lights off or to a Greenlee County Airport would help lower intensity when not in use. Simi- pilots navigate the taxiways at night. 3-12 lar to changing the intensity of the lines to be placed 250 feet from the lights, pilots can turn up the lights us- runway centerline. ing the radio transmitter in the aircraft. This system should be main- Taxiway and apron areas also require tained through the planning period. marking to assure that aircraft remain on the pavement and clear of In order to facilitate the safe move- any objects located along the tax- ment of aircraft about the field, air- iway/taxilane. Yellow centerline ports use pavement markings, light- stripes are currently painted on all ing, and signage to direct pilots to taxiway and apron surfaces at the air- their destinations. Runway markings port to provide assistance to pilots in are designed according to the type of taxiing along these surfaces at the instrument approach available on the airport. Besides routine maintenance, runway. FAA Advisory Circular these markings will be sufficient 150/5340-1H, Marking of Paved Areas through the planning period. on Airports, provides the guidance necessary to design airport markings. WEATHER REPORTING Runway 7-25 is marked with basic/visual markings. The runway is The airport has a lighted wind cone planned to have non-precision instru- and wind tee that provide pilots with ment approaches, therefore non- information about wind conditions. A precision runway markings should be segmented circle provides traffic pat- planned. tern information to pilots. These facilities are required when the airport is Runway 18-36 is planned for a CAT I not served by a 24-hour ATCT. These precision instrument approach. Preci- facilities are sufficient and should be sion markings should be planned for maintained in the future. this runway. The airport is equipped with an Holdlines need to be marked on all AWOS. The AWOS provides auto- taxiways connecting to the runway. mated weather observations every At Greenlee County Airport, the hol- minute, continuously reporting signifi- dlines are required to be placed 200 cant weather changes as they occur. feet from the runway centerline. The AWOS reports cloud ceiling, visi- These markings assist in reducing bility, temperature, dew point, wind runway incursions as aircraft must direction, wind speed, altimeter set- remain behind the holdline until tak- ting (barometric pressure), and densi- ing the active runway for departure. ty altitude (airfield elevation corrected Any future runway designed to ARC for temperature). The AWOS is suffi- C-III design standards with a preci- cient and should be maintained sion instrument approach would need through the planning period. hold-

3-13 LANDSIDE prefer hangar space to protect their REQUIREMENTS aircraft, which many times are constructed with fabric wing and fuselage Landside facilities are those necessary covers. Therefore, many aircraft own- for handling aircraft, passengers, and ers prefer hangar space to outside tie- freight while on the ground. These downs. Presently, both aircraft based facilities provide the essential inter- at the airport are stored in detached face between the air and ground hangar facilities. These two hangar transportation modes. The capacities facilities are currently the only han- of the various components of each area gars on the airport. were examined in relation to projected demand to identify future landside fa- There is no waiting list for hangar cility needs. space at Greenlee County; therefore, it is not recommended that the airport For this analysis, the requirements for construct new hangar facilities until a aircraft currently based and projected demand has been established. Han- to be based on the airport will be con- gars may be privately developed by sidered. The scope of the Master Plan aircraft owners wishing to base their is concentrated on the short-term ho- aircraft at the airport, which would rizon; therefore, facilities that are produce revenue for the airport in the immediately needed will be the focus form of a lease agreement for the land of this section. the hangar is built on. It was indicated in the forecast chapter that an additional two aircraft will base at HANGARS Greenlee County Airport through the planning period. For the purposes of The demand for aircraft storage han- this study, it will be assumed that the gars typically depends upon the num- potential aircraft owners will privately ber and type of aircraft expected to be fund the construction of two additional based at the airport. For planning detached conventional hangar facili- purposes, hangar requirements are ties. estimated based upon forecast operational activity. However, hangar de- Conventional hangar space needed velopment should be based on actual over the planning period was deter- demand trends and financial invest- mined by providing 1,200 square feet ment conditions. for single engine aircraft. This results in a potential need of an additional Utilization of hangar space varies as a 2,400 square feet of hangar space in function of local climate, security, and the short-term planning horizon. owner preferences. The trend in general aviation aircraft, whether single The alternatives analysis will examine or multi-engine, is in more sophisti- options available for hangar develop- cated (and, consequently, more expen- ment at the airport and determine the sive) aircraft. Vintage aircraft owners best location for each hangar facility. and many recreational aircraft owners 3-14 FIXED BASE OPERATOR (FBO) quirements were determined by applying a planning criterion of 700 square Greenlee County Airport is currently yards per transient aircraft parking without a fixed base operator (FBO) position. Based upon the planning cri- and the associated services FBOs pro- teria above and assumed transient vide (fuel, aircraft maintenance, flight and based aircraft users, the existing planning equipment, pilot/passenger apron areas should be sufficient lobby, etc.). Requirements for a fixed through the planning period. base operator (FBO) hangar facility were estimated at 3,600 square feet. This should provide adequate hangar GENERAL AVIATION space to conduct maintenance opera- TERMINAL FACILITIES tions and other aircraft services for the level of activity that can be ex- General aviation terminal facilities pected at Greenlee County Airport. have several functions separate from FBO hangars can also be cross-utilized those of the airline terminal building. for storage and aircraft maintenance. Space is required for waiting passen- They are also sometimes used to store gers, pilots’ lounge and flight plan- transient aircraft overnight. ning, management, storage, and various other needs. This space is not It should be noted that due to limited necessarily limited to a single, sepa- operations, current demand for FBO rate terminal building, but also in- services is low. Over the short-term cludes the space offered by fixed base horizon, it is not anticipated that de- operators for these functions and ser- mand will rise to a level where FBO vices. services could be adequately maintained. However, potential locations Presently, a small terminal building for an FBO facility will be examined in located north of the runway provides a the Alternatives section of this study conference room, storage area, and re- for planning purposes. stroom services. Due to the limited amount of operations and itinerant passenger traffic, there is little de- AIRCRAFT PARKING APRON mand at the airport currently for a terminal facility. Therefore, the exist- The Greenlee County Airport parking ing terminal building should ade- apron should provide adequate air- quately serve the short-term needs of craft parking space for transient air- the airport. craft. There are approximately 25 tie- downs available on the 9,800 square yard apron for both based and tran- SUPPORT REQUIREMENTS sient aircraft at the airport. Although future based aircraft are assumed to Various facilities that do not logically be stored in enclosed hangars, a num- fall within classifications of airfield, ber of transient aircraft will still tie terminal building, or general aviation down outside. Total apron area re- facilities have been identified for in-

3-15 clusion in this Master Plan. Facility  Demonstrates the intent of an in- requirements have been identified for truder by their overt action of gain- these remaining facilities: ing entry.

 Perimeter Fencing  Causes a delay to obtain access to a  Utilities facility, thereby increasing the pos-  Off-Airport Vehicular Access sibility of detection.  On-Airport Vehicular Access  Creates a psychological deterrent.

Perimeter Fencing  Optimizes the use of security personnel while enhancing the capa- The airport perimeter and apron areas bilities for detection and apprehen- are equipped with a mixture of sion of unauthorized individuals. barbed-wire and chain-link fencing. An automated access gate is located at  Demonstrates a corporate concern the entrance of the airport off of State for facility security. Road 78.  Provides a cost-effective method of Perimeter fencing is used at airports protecting facilities. to primarily secure the aircraft operations area. The physical barrier of pe- In addition to these security en- rimeter fencing provides the following hancements, perimeter fencing also functions: limits inadvertent access to the aircraft operations area by wildlife. The  Gives notice of the legal boundary airport perimeter fence should be of the outermost limits of a facility maintained through the planning pe- or security sensitive area. riod.

 Assists in controlling and screening authorized entries into a secured Utilities area by deterring entry elsewhere along the boundary. Electrical, water, sanitary sewer, and telephone services are available at the  Supports surveillance, detection, airport. It is not anticipated that over assessment, and other security the short-term horizon, new landside functions by providing a zone for facilities will be constructed that will installing intrusion-detection require these utilities. However, if equipment and closed-circuit tele- development should occur in the vicin- vision (CCTV). ity of existing landside facilities, there would be no deficiencies in providing  Deters casual intruders from pene- any of these utility services. trating a secured area by present- ing a barrier that requires an overt action to enter.

3-16 Off-Airport Access traffic to enter the airfield area. Ac- cess to this gate is restricted to airport Primary access to the airport is pro- personnel. The airport is not current- vided from State Route 78. The air- ly equipped with an airport perimeter port access road is an unmarked 25- road. It is recommended that an air- foot wide road in good condition. Sev- port perimeter road be considered in eral areas in the terminal area are be- the short-term to provide vehicle ing planned for aeronautical and non- access to all areas of the airport for aeronautical uses. For these areas of maintenance, safety, and security the airport to develop, a new entrance purposes. road alignment will need to be planned. New entrance road align- ments will be analyzed in the Alterna- SUMMARY tives Chapter. The intent of this chapter has been to State Route 78 currently lies within outline the facilities required to meet the Runway 7 RPZ and the OFA. potential aviation demands projected Current FAA regulations require for the airport through the short-term these safety areas to be clear of ob- planning horizon. A summary of the structions including roadways. Plans airfield and general aviation facility for the realignment of State Route 78 requirements are presented on Exhi- will be included in the Alternatives bits 3B and 3C. The next step is to Chapter. develop a direction for implementation that will best meet these projected needs. The remainder of the Airport On-Airport Access Master Plan will be devoted to outlin- ing this direction, its schedule, and A manual access gate located to the costs. west end of the apron allows vehicle

3-17 Short Term Potential Phelps Available Need Dodgegy Runway

06MP20-3B-12/5/07 06MP RUNWAYS

Primary Runway Primary Runway Runway 18-36 4,970’ x 75’ 5,250’ x 75’ 8,700’ x 150’ 21,000# SWL 21,000# SWL 210,000# DWL ARC B-II ARC B-II ARC C-III

TAXIWAYS

40’ Wide 40’ Wide 60’ Wide Partial Length Full Length Full Length Parallel Parallel Parallel Four Exits Six Exits Five Exits

NAVIGATIONAL AIDS

AWOS AWOS AWOS Primary Runway Primary Runway Runway 18-36 PAPI-2 GPS-APV ILS, GPS-APV PAPI-2 PAPI-4

LIGHTING AND MARKING

Wind Cone Wind Cone Wind Cone Segmented Circle Segmented Circle Segmented Circle Airport Beacon Airport Beacon Airport Beacon Primary Runway Primary Runway Runway 18-36 MIRL MIRL,MITL MIRL,MITL, MALSR Taxiway Delineators Non-Precision Precision Marking Basic Marking Marking

KEY: APV - Approach with Vertical Guidance MALSR - Medium Intensity Approach Lighting System ARC - Airport Reference Code with Runway Alignment Indicator Lights AWOS - Automated Weather Observing System MIRL - Medium Intensity Runway Lighting DWL - Dual Wheel Loading MITL - Medium Intensity Taxiway Lighting GPS - Global Positioning System PAPI - Precision Approach Path Indicator SWL - Single Wheel Loading

Exhibit 3B AIRFIELD REQUIREMENTS 06MP20-3C-5/22/07

Existing Space Short Term Available 2007 Need

Hangar Positions 2 2 4

Hangar Area Requirements Conventional (s.f.) 1,075 1,075 3,475 FBO (s.f.) 0 0 3,600 Total Hangar Area (s.f.) 1,075 1,075 7,075

Existing Space Short Term Available 2007 Need

GA Apron Requirements Total Ramp Positions 25 9 14 Total Apron Area (s.y.) 9,800 6,300 9,800

Existing Short Term Need

Other Facilities Terminal Facility Terminal Facility

Exhibit 3C LANDSIDE FACILITY REQUIREMENTS Chapter Four DEVELOPMENT ALTERNATIVES Chapter Four

DEVELOPMENT ALTERNATIVES

Prior to defining the development program is made while considering local goals, for Greenlee County Airport, it is important physical constraints, and federal airport to consider development potential and design standards, where appropriate. constraints at the airport. The purpose of this chapter is to consider the actual physi- Any development proposed by an Airport cal facilities that are needed to accommo- Master Plan Update evolves from an date projected short-term demand and analysis of projected needs. Though the meet the program requirements as defined needs were determined by the best in Chapter Three, Facility Requirements. methodology available, it cannot be assumed that future events will not In this chapter, a series of airport change these needs. The Airport Master development scenarios are considered for Plan process attempts to develop a viable the airport. In each of these scenarios, concept for meeting the needs caused by different physical facility layouts are projected demands through the presented for the purposes of evaluation. short-term planning period. The ultimate goal is to develop the underlying rationale that supports the The alternatives have been developed to final master plan recommendations. meet the overall program objectives for Through this process, an evaluation of the the airport in a balanced manner. highest and best uses of airport property Through coordination with Greenlee

4-1 County, the alternatives (or combina- its present condition and not providing tion thereof) will be refined and mod- for any type of improvement to the ex- ified as necessary to produce the rec- isting facilities. The primary result of ommended development program. this alternative would be the inability Therefore, the alternatives presented of the airport to satisfy the projected in this chapter can be considered a be- aviation demands of the airport ser- ginning point in the development of vice area. the recommended master plan development program, and input will be ne- Greenlee County has experienced mi- cessary to define the resultant pro- nimal economic growth over the past gram. several years, and any growth projected in the short-term horizon is minimal. Most of the recommended im- REVIEW OF PREVIOUS provements proposed in this Airport MASTER PLAN Master Plan are meant to accommodate existing users of the airport and The previous master plan for Greenlee to provide increased safety and securi- County Airport was completed in ty to all airport users. Improvements 2002. Recommendations presented in recommended in the previous chapter the 2002 Airport Master Plan included include improvements to the taxiway the westerly extension of Runway 7-25 system, airfield lighting and signage, to 5,280 feet along with the extension and the construction of additional of the taxiway making it a full-length landside facilities including hangars. parallel taxiway, the installation of an AWOS-III, apron and taxiway light- Greenlee County Airport currently ing, the installation of PAPI approach provides a much needed service for its lights, as well as contingency plans for primary user, City Link, who on a dai- the construction of Runway 18-36. ly basis transports Phelps Dodge em- Exhibit 4A depicts the planning ployees. Without regular maintenance scheme as outlined in the 2002 Airport and additional improvements, existing Master Plan and ALP. Projects that and potential users and business for have been undertaken since the pre- Greenlee County Airport could be lost. vious master plan include the extension of Taxiway 1 from the apron to To propose no further development at the end of Runway 25, and the instal- Greenlee County Airport would ad- lation of the AWOS-III and the PAPI versely affect the long term viability of approach lights. the airport, resulting in negative economic effects on Greenlee County. Therefore, the “do-nothing” alternative is not considered as prudent or feasi- DO-NOTHING ble. ALTERNATIVE

The “do-nothing” alternative essentially considers keeping the airport in

4-2

TRANSFER AVIATION tions. Land acquisition, site prepara- SERVICES tion, and the construction of an entire- ly new airport can be a very difficult The alternative of shifting aviation and costly action. In addition, closing services to another existing airport Greenlee County Airport would mean was also examined. The airport in the loss of a substantial investment in closest proximity to Greenlee County a transportation facility that can still Airport with like or better facilities is be utilized and readily expanded. In a Safford Regional Airport, which is lo- situation where public funds are li- cated approximately 22 miles to the mited, the replacement of a functional west. Drive time to Safford Regional and expandable airport facility would Airport from Clifton is approximately represent an unjustifiable loss of a 50 minutes and approximately 60 mi- significant public investment. nutes from Morenci. This commute time would be considered unaccepta- From the social, political, and envi- ble by existing users of the Greenlee ronmental standpoints, the commit- County Airport. While the forecast ment of a new large land area must demand at Greenlee County Airport is also be considered. Furthermore, the low and would have very little impact development of a new airport similar on Safford Regional Airport, it would to Greenlee County Airport would not be desirable to essentially close likely take a significant amount of the existing airport. Much federal, time to become a reality. The poten- state, and local financial investment tial exists for significant environmen- has been made in the Greenlee County tal impacts associated with disturbing Airport since its original construction, a large land area when developing a and it is in the best interests of Green- new airport site. In addition, the loca- lee County to continue to operate and tion of the new site would likely be maintain the airport facility. Also, less convenient than Greenlee County other public airports are too far away Airport. to adequately serve the needs of the Clifton area general aviation users. Overall, transferring service to an existing airport in the region or to an en- tirely new facility are unreasonable alternatives that should not be pur- DEVELOPMENT OF sued further at this time. Greenlee A NEW AIRPORT County Airport is fully capable of ac- commodating its share of aviation de- The alternative of developing an en- mand in the area and should be devel- tirely new airport facility in the Clif- oped in response to those demands. ton area to meet projected aviation The airport has the potential to con- demands was also considered. Simi- tinue to develop as a quality general larly, this alternative was found to be aviation facility that could greatly en- unacceptable primarily due to econom- hance the economic development of ic and environmental considera- Greenlee County and the Clifton area.

4-3 KEY PLANNING ISSUES are often the most critical factor in the determination of viable airport devel- A commitment to remain at the exist- opment alternatives. In particular, ing site and develop facilities suffi- the runway system requires the great- cient to meet the short range aviation est commitment of land area and often demands entails the following: imparts the greatest influence of the identification and development of oth-  Provide sufficient airside and land- er airport facilities. Furthermore, airside capacity to meet the short craft operations dictate the FAA de- range planning horizon level design criteria that must be considered mand of the area. when looking at airfield improvements. These criteria, depending  Develop the airport in accordance upon the areas around the airport, can with the currently established FAA often have a significant impact on the design criteria. viability of various alternatives designed to meet airfield needs. Analyses in the earlier chapters of this master plan indicated that several The airside considerations summa- improvements will be necessary to en- rized in Exhibit 4B are the result of sure the airport’s capability to serve the analyses conducted previously in the needs of the Greenlee County re- Chapter Two, Aviation Demand Fore- gion over the next five years. The casts, and Chapter Three, Facility Re- primary airfield focus will be on pro- quirements. These issues have been viding a full-length parallel taxiway, incorporated into a series of airfield providing adequate runway length for development considerations. The fol- the airport’s short-term needs, ex- lowing describes in detail the specific amining potential layouts for Runway requirements considered in the devel- 18-36, as well as preserving the viabil- opment of the airfield. ity of the facility. On the landside, primary issues focus on possible locations for a fixed base operator (FBO), Runway Length and other improvements that would be beneficial to overall County develop- Runway 7-25 is presently 4,977 feet in ment. Exhibit 4B outlines key con- length. FAA design standards rec- siderations for this alternative analy- ommend a runway length of 5,250 feet sis. to meet the need of 95 percent of all small (less than 10 passenger seats) general aviation aircraft. To meet this AIRFIELD ALTERNATIVES runway length recommendation, Runway 7-25 should be extended 273 Airfield facilities are, by nature, the feet. This extension would be most focal point of the airport complex. Be- effective if constructed at the east end cause of their primary role and the of Runway 7-25. An extension to the fact that they physically dominate air- west is undesirable due to the location port land use, airfield facility needs of State Route 78. State Route 78 cur-

4-4 06MP20-4B-3/5/07 AIRSIDE CONSIDERATIONS Extend Runway 7-25 to 5,250 feet Establish instrument approaches to each runway end utilizing GPS technology Taxiway circulation and runway exits Protection of runway approaches Future land acquisition needs Preserve land for potential Runway 18-36

LANDSIDE CONSIDERATIONS Locations for fixed base operator development Locations for aircraft storage hangar development Locations for revenue support development Vehicle parking locations Road circulation

Exhibit 4B KEY PLANNING ISSUES rently penetrates the Runway 7 RPZ master plan for planning purposes on- and OFA. Because of this, the rea- ly. This is to aid in local land use lignment of State Route 78 will be ne- planning to ensure that appropriate cessary. If any pavement construction land use measures are put into place at the west end of the runway were to to allow for these airfield additions in occur, State Route 78 would need to be the future if they are needed. By relocated further to the west, which planning for these additions, the would affect several existing washes. County can take appropriate measures To preserve the washes a runway ex- to ensure that there are no hazards or tension to the east is more desirable. obstacle penetrations to the 14 Code of Currently, there is existing airport Federal Regulations (CFR) Part 77 property available at the east end of airspace in the future that could pre- the runway which is undeveloped and vent the Runway 7-25 extension or the gradable and will allow for the 273- construction of Runway 18-36, and to foot runway extension at far less cost. allow for compatible land use to be The Runway 7-25 layout alternative planned in the potential runway ap- and the planned realignment of State proach/departure areas. Separate jus- Route 78 are shown on Exhibit 4C. tification for constructing these airfield improvements will be required As it was discussed in Chapter Three, outside this master plan at the time of Facility Requirements, there is poten- implementation. This justification tial for Phelp’s Dodge to begin operat- will need to identify those specific using a Boeing 727 aircraft at the Green- ers that require a longer Runway 7-25 lee County Airport. The runway and the construction of Runway 18-36 length required to accommodate an to operate at the airport. This type of aircraft of this type would be 8,700 justification is generally built upon feet. The first extension possibilities letters of support from the specific us- considered extensions to the existing ers requiring the runway improve- Runway 7-25 to accomplish an ulti- ments. mate length of 8,700 feet. Extending Runway 7-25 to this length would prove to be quite costly as it would re- Full-Length Parallel quire a large amount of land grading And Exit Taxiways due to great differences in elevations off both runway ends. Ultimately, the Runway 7-25 is currently served by a Runway 18-36 alignment proposed in partial parallel taxiway which extends the previous Airport Master Plan was from the apron to the Runway 25 end. determined to be more economically Aircraft departing from the Runway 7 feasible. The alternative depicting the end or those that are landing on Run- construction of Runway 18-36 is de- way 25 and miss the last exit taxiway picted on Exhibit 4D. for the apron are required to back-taxi on the runway. To advance airport It should be noted that the extension safety and aircraft movement efficien- to Runway 7-25 and the potential cy for all airport users, Taxiway 1 Runway 18-36 are included in this should be upgraded to a full-length

4-5 AIRFIELD ALTERNATIVE RRPZPZ LEGEND 5500’x1,000’x700’00’x1,000’x700’ Existing Property Line

06MP20-4C-3/19/07 Ultimate Airport Propert Line 8 e 7 out Ultimate Airport Pavement te R SStateta Route 78 Ultimate Airport Road Object Free Area (OFA) Runway Safety Area (RSA) 2273’73’ EExtensionxtension Building/Pavement to be Removed 5’) Runway Protection Zone (RPZ) 0’ x 7 (5,25 Non-Aviation Related imate ’) UUltimatelt (5,250’ x 75’) Revenue Support RRelocatedelocated x 75 ,977’ AAirportirport ServiceService RRoadoad SStatetate RRouteoute 7788 25 (4 ay 7- RRunwayunw 7-25 (4,977’ x 75’)

NORTH

0 600 1200 RRPZPZ 5500’x1,000’x700’00’x1,000’x700’ SCALE IN FEET

LANDSIDE ALTERNATIVE 1 LANDSIDE ALTERNATIVE 2 0 200 400

SCALE IN FEET

BBoxox HHangarsangars BBoxox HangarsHangars FFBOBO FFBOBO way 1 ay 1 TTaxiwayaxi 1 TTaxiwayaxiw 1

25 25 ay 7- ay 7- RRunwayunw 7-25 RRunwayunw 7-25

Exhibit 4C AIRFIELD & LANDSIDE ALTERNATIVES parallel taxiway. Upon completion of formation will take a longer period the 273-foot runway extension to the than originally scheduled and may not west, Taxiway 1 should also be ex- be exactly as originally envisioned, it tended to meet the new Runway 25 is still in the plans. GPS remains a end. key consideration for improving approach minimums at Greenlee County Another planning goal is to construct Airport. From a master planning additional exit taxiways from Runway standpoint, the objective will be to 7-25, as well as the ultimate Runway continue to plan for GPS implementa- 18-36, as shown on Exhibit 4C and tion, but to also ensure that other Exhibit 4D. The additional exit tax- more traditional systems are still in iways would allow aircraft to exit the the plan as backups wherever possi- runway quicker after landing, reduc- ble. ing runway occupancy times.

Land Acquisitions Airport Perimeter Service Road Other airside considerations included is the potential acquisition of other A vehicular perimeter service road properties that may be strategic to the should be provided to allow access to long range viability of the airport. all areas of the airfield for mainten- This includes the acquisition of land ance, security, safety, and emergency that is encompassed by the runway purposes. This perimeter road should protection zones (RPZ) and the land remain outside of the runway safety that would potentially be needed to areas where possible and should be construct the proposed Runway 18-36. wide enough to allow access to emer- These areas of land are identified on gency and maintenance vehicles. The Exhibits 4C and 4D. airport service road layout depicted on Exhibit 4C shows how the road should be planned without the con- LANDSIDE CONSIDERATIONS struction of Runway 18-36. Exhibit 4D shows the layout of the perimeter The primary planning considerations service road with Runway 18-36. for this analysis are summarized on Exhibit 4B. The general aviation functions to be considered in the de- Navigational Aids velopment program at Greenlee Coun- ty Airport include a fixed base opera- The airport will need to continue to tor (FBO) facility, aircraft storage adapt to changes in navigational sys- hangars, revenue support develop- tems associated with aviation. One ment, and automobile parking and major ongoing change is the transfor- access. The interrelationship of these mation to the global positioning sys- functions is important to defining a tem (GPS) as the primary navigation short-range landside layout for gener- system for the FAA. While the trans- al aviation uses at the airport. Run-

4-6 way frontage should be reserved for cated north of the existing apron, ad- those uses with a high level of airfield jacent to or on the location of the exist- interface or need of exposure. Other ing terminal building would be a good uses with lower levels of aircraft location for a large hangar accommo- movements or little need for runway dating an FBO facility. This location exposure can be planned in more iso- provides ample apron frontage and is lated locations. Landside development served by a public access road and au- alternatives are shown in Exhibit 4C. tomobile parking area. There are cur- The following briefly describes land- rently no other apron areas to support side facility requirements and alterna- an active FBO operation. If it is de- tives. cided to replace the existing terminal building with a large commercial hangar for FBO services, the existing Fixed Base Operator (FBO) building would need to be removed or relocated and the services currently It was determined in the Facility Re- provided by the terminal building quirements Chapter that a location would be provided by the FBO facility. should be designated for the future development of an FBO. An FBO would provide pilot services and would Aircraft Storage Hangars require airfield access. Some of the services provided by an FBO would The facility requirements analysis in- include (but is not limited to) aircraft dicated the need for two additional rental and flight training, aircraft aircraft storage facilities in the short- charters, aircraft maintenance, line term horizon. The development of service, and aircraft fueling. High le- these hangar facilities would most vels of activity characterize businesses likely be privately funded box hangars such as these, along with a need for for single engine aircraft. The location apron space for storage and circulation on the apron that would best serve of aircraft. These facilities are best these box hangar facilities would be in placed along ample apron frontage the vicinity of the existing two box with good visibility from the runway hangars on the west end of the apron. system for transient aircraft. The facilities commonly associated with an FBO include a large commercial type Revenue Support Land Uses hangar that would have the capability of holding several aircraft. Utility The landside alternatives also consid- services are needed for these types of er options for the County to utilize facilities, as well as public vehicle portions of the airport for non- access and automobile parking areas. aeronautical purposes, such as the development of a Greenlee County Pub- Planning for an FBO parcel is impor- lic Works maintenance facility. The tant for this Airport Master Plan. area of land that would be used for the There are presently no dedicated FBO development of this maintenance facil- facilities on the airport. The area lo- ity and other non-aviation related uses

4-7 is located north of the terminal facility much as they do to the ownership of and encompasses approximately 18 the land. acres. It should be noted that the County does not have approval to use Ultimately, the ability of the County airport property for non-aeronautical to use airport property for non- purposes at this time; however, the aeronautical revenue production will request for the land use change has rest upon a determination by Congress been submitted to the FAA. that portions of the airport property are no longer needed for airport- To use airport land for non- related or aeronautical uses. To prove aeronautical purposes requires specific that land is not needed for aeronauti- approval from Congress. The Airport cal purposes, an assessment and de- Master Plan does not gain approval termination of the area that will be for non-aeronautical uses, even if required for aeronautical purposes will these uses are ultimately shown on be required. the ALP. A separate request justifying the use of airport property for non- An environmental determination will aeronautical uses will be required also be required. While FAA Order once the Airport Master Plan is com- 1050.1E, Environmental Policies and plete. Procedures, states that a release of an airport sponsor from federal obliga- Federal law obligates an airport spon- tions is normally categorically ex- sor to use all property shown on an cluded and would not normally require ALP and/or Property Map for public an Environmental Assessment (EA), airport purposes. A distinction is gen- the issuance of a categorical exclusion erally not made between property ac- is not automatic and the FAA must quired locally and property acquired determine that no extraordinary cir- with federal assistance. However, cumstances exist at the airport. Ex- property acquired with federal assis- traordinary circumstances would in- tance or transferred as surplus prop- clude a significant environmental im- erty from the federal government may pact to any of the environmental re- have specific covenants or restrictions sources governed by federal law. An on its use different from property ac- Environmental Assessment may be quired locally. required if there are extraordinary circumstances. These obligations will require that the County formally request from Con- gress a release from the terms, condi- SUMMARY tions, reservations, and restrictions contained in any conveyance deeds The process utilized in assessing the and assurances in previous grant airfield and landside development al- agreements. A release is required ternatives involved consideration of even if the airport desires to continue short-term needs as well as future to own the land and only lease the growth potential. Current airport de- land for development. The obligations sign standards were considered in relate to the use of the land just as 4-8 every scenario. Safety, both in the air Through further meetings and discus- and on the ground, was given high sions with the County, a recommended priority in the analyses. concept will evolve. The plan will represent a means by which the air- The recommended development con- port can continue to effectively serve cept for Greenlee County Airport must general aviation needs within the represent a means by which the air- overall operation and development of port can grow in a balanced manner to the airport. This will then be devel- accommodate short-term needs as well oped into a plan for maintaining and as the ability to grow efficiently improving Greenlee County Airport. beyond the short-term horizon.

4-9 Chapter Five AIRPORT PLANS Chapter Five

AIRPORT PLANS

The planning process for the Greenlee AIRFIELD PLAN County Airport Master Plan has included several analytic efforts in the The airfield plan for Greenlee County previous chapters intended to project Airport focuses on meeting Federal potential aviation demand, establish Aviation Administration (FAA) design airside and landside facility needs, and and safety standards, extending Runway evaluate options for improving the 7-25 to achieve an ultimate length of 5,250 airport to meet those airside and feet, constructing a full-length parallel landside facility needs. The process, taxiway for Runway 7-25, constructing thus far, has included the presentation additional exit taxiways along Runway of one draft phase report (representing 7-25, and planning for a potential 8,700- the first four chapters of the Airport foot runway to accommodate Phelps Master Plan) to Greenlee County. A Dodge’s operational demands. Exhibit 5A plan for the use of Greenlee County graphically depicts the proposed airfield Airport has evolved considering their improvements. The following text sum- input. The purpose of this chapter is to marizes the elements of the airfield plan. describe, in narrative and graphic form, the plan for the future use of Greenlee AIRFIELD DESIGN STANDARDS County Airport. The FAA has established a variety of design criterion to define the physical

5-1 dimensions of runways and taxiways Assigning ARC B-II/C-III to the ulti- and the surrounding imaginary sur- mate design of airfield facilities at faces that protect the safe operation of Greenlee County Airport provides for aircraft at the airport. FAA design the full range of corporate aircraft, in- standards also define the separation cluding the Raytheon Beechcraft King criteria for the placement of landside Air 300, Falcon 900, Cessna Citation facilities. As discussed previously in III, as well as the Boeing 727-200. Chapter Three, FAA design criteria are a function of the critical design As the existing primary runway, aircraft’s (the most demanding aircraft Runway 7-25 and its associated tax- or “family” of aircraft which will con- iway should continue to be planned duct 500 or more operations [take-offs and developed to ARC B-II standards. and landings] per year at the airport) Table 5A summarizes the ARC B-II wingspan and approach speed, and in and ARC C-III airfield safety and fa- some cases, the runway approach visi- cility dimensions to be applied to bility minimums. The FAA has estab- Greenlee County Airport planning and lished the Airport Reference Code design. (ARC) to relate these factors to airfield design standards. AIRFIELD DEVELOPMENT Greenlee County Airport is currently used by a variety of general aviation The components of the planned air- aircraft, ranging from regular general field development are summarized be- aviation turboprop aircraft such as the low. Beechcraft King Air to general aviation recreational aircraft. Aircraft  Maintain Airport Reference within ARC A-I to ARC B-II are the Code (ARC) B-II design stan- primary users of the airport. The air- dards on Runway 7-25. field is presently designed to ARC B-II design standards, which meets the op- The majority of short-term operational erational demands of the airport. aircraft at Greenlee County Airport is These ARC B-II design standards anticipated to remain within ARC A-I should be maintained through the and B-II. To accommodate this opera- short-term horizon. tional demand, Runway 7-25 will need to maintain ARC B-II airport design This Airport Master Plan reflects the standards. As shown on Table 5A, all potential for larger aircraft to use the ARC B-II design standards are cur- airport in the future as part of in- rently met or exceeded. creased Phelps Dodge operational activity. Phelps Dodge has indicated  The extension of Runway 7-25 that it may begin operating a Boeing to 5,250 feet. 727-200 aircraft, which is in ARC C- III. Therefore, ARC C-III design stan- The Master Plan Development Con- dards should be planned for a poten- cept includes extending Runway 7-25 tial Phelps Dodge runway. 273 feet to the east from 4,977 feet to

5-2 5,250 feet. This extension requires the and runway protection zone (RPZ). acquisition of approximately 3.4 acres This acquisition area is depicted on of land to secure the runway safety Exhibit 5A. area (RSA), object free area (OFA),

TABLE 5A Airfield Design Standards Greenlee County Airport Potential Runway 7-25 Runway 18-36 Airport Reference B-II One-Mile C-III ½-Mile Code (ARC) Available (ft.) Visibility (ft.) Visibility(ft.) Runway Width 75 75 150 Runway Safety Area Width 150 150 500 Length Beyond End 300 300 1,000 Runway Object Free Area Width 500 500 800 Length Beyond End 300 300 1,000 Runway Centerline to: Holding Position 125 200 250 Parallel Taxiway 240 240 400 Parallel Runway N/A 700 700 Taxiway Width 40 35 60 Taxiway Centerline to: Fixed or Moveable Object 65.5 65.5 93 Parallel Taxilane N/A 105 152 Taxilane Centerline to: Fixed or Moveable Object 57.5 57.5 81 Parallel Taxilane 97 97 140 Runway Protection Zones - One mile or Greater Visibility Inner Width 500 500 500 Length 1,000 1,000 1,700 Outer Width 700 700 1,010

¾-Mile or Greater Visibility Inner Width N/A 1,000 1,000 Length N/A 1,700 1,700 Outer Width N/A 1,510 1,510

½-Mile or Greater Visibility Inner Width N/A 1,000 1,000 Length N/A 2,500 2,500 Outer Width N/A 1,750 1,750

The proposed extension to Runway 7- tension, the County can take appro- 25 is included in this Airport Master priate measures to ensure that there Plan for planning purposes only. This are no hazards or obstacle penetra- is to aid in local land use planning to tions to the 14 Code of Federal Regu- ensure that appropriate land use lations (CFR) Part 77 airspace in the measures are put into place to allow future that could prevent the exten- for this extension in the future if it is sion, and to allow for compatible land needed. By planning for a runway ex- use to be planned in the extended 5-3 runway approach/departure area. ating a Boeing 727-200 aircraft into Separate justification for constructing the Greenlee County Airport in the the runway extension will likely be re- short-term horizon. To meet the oper- quired outside this Master Plan at the ational demands of the ARC C-III Boe- time of implementation. This justifi- ing 727-200, a new runway would cation will require letters of support need to be constructed. The FAA from users detailing 500 annual oper- funds runway construction projects ations by the critical aircraft requiring once the critical design aircraft, in this the additional runway length. case the Boeing 727, conducts 500 or more annual itinerant operations.  One-mile non-precision in- Unless this operational threshold is strument approach to Runways met, construction of Runway 18-36 7 and 25. would need to be funded by the Coun- ty or by private entities. The airfield plan reserves the potential for the FAA to establish a one-mile Runway 18-36 should be designed to visibility non-precision instrument ARC C-III design standards that are approach to Runways 7 and 25. This shown in Table 5A. Runway 18 is is planned to involve the utilization of planned for a ½-mile visibility preci- the Global Positioning System (GPS) sion instrument landing system (ILS) approach procedure with vertical approach with a medium intensity ap- guidance (APV). A non-precision in- proach lighting system with runway strument approach provides both des- alignment indicator lighting (MALSR). cent and lateral guidance to the pilot. This will allow the Greenlee County This GPS APV approach is planned for Airport to be accessible in almost all visibility minimums as low as one- weather conditions. Runway 36 is mile. Improving the instrument ap- planned for a one-mile visibility GPS proach capability to Runway 7-25 will APV non-precision instrument ap- be at the sole discretion of the FAA. proach. The pavement strength for While instrument approaches are de- the runway and the associated tax- signed for use by pilots during incle- iways should be planned up to the ment weather conditions, instrument maximum potential takeoff weight of approaches are commonly used during the Boeing 727, which is 210,000 good visibility conditions by transient pounds dual wheel loading (DWL). pilots to navigate to the airport. Precision approach path indicator lights (PAPI-4s) should be planned at  Construction of an 8,700-foot both ends of the runway. Runway 18-36.  Full-length parallel taxiway, The airfield plan includes planning for exit taxiways, and taxiway the construction of 8,700-foot long, lighting. 150-foot wide Runway 18-36 to meet operational demands of Phelps Dodge. Currently, Runway 7-25 has a partial- It has been suggested by Phelps Dodge parallel taxiway serving the east side that they have potential to begin oper- of the runway. This taxiway should be

5-4 planned to be extended to the west LANDSIDE PLAN end of the runway, making it a full- length parallel taxiway. One addi- Examples of landside facilities include tional exit taxiway for Runway 7-25 is aircraft storage hangars, terminal included in the plan to reduce runway buildings, aircraft parking aprons, occupancy time. This 90-degree exit hangar and apron access taxilanes, taxiway is planned to be located 1,000 and vehicle parking lots. The landside feet from the Runway 7 threshold. plan for Greenlee County Airport has This exit taxiway will allow for 100 been devised to efficiently accommo- percent utilization of aircraft in cate- date potential aviation demand and gory A, 98 percent of category B, and provide revenue enhancement possi- eight percent of category C. With the bilities by designating the use of cer- extension of the parallel taxiway and tain portions of airport property for the addition of a new exit taxiway, it aviation-related and non-aviation- will be necessary to develop a new tax- related commercial uses. iway designation system according to the FAA Advisory Circular 15/5340- The development of landside facilities 18D Standards for Airport Sign Sys- will be demand-based. In this man- tems. Since the airfield development ner, the facilities will only be con- plan includes two full-length parallel structed if required by verifiable de- taxiways, the ultimate full-length pa- mand. For example, hangar facilities rallel taxiway for Runway 7-25 should will only be constructed if new based be designated Taxiway A and the full- aircraft owners desire enclosed air- length parallel taxiway for Runway craft storage. The landside plan is 18-36 should be designated Taxiway based on projected needs that can B. Associated exit taxiways for Tax- change over time. The landside plan iway A should be designated “A1,” is developed with flexibility in mind to “A2,” “A3,” etc., starting with the wes- ensure the orderly development of the ternmost exit taxiway and ending at airport should this demand material- “A7” with the most easterly exit tax- ize. iway. Associated exit taxiways for Taxiway B should be designated “B1,” The landside plan provides for the de- “B2,” “B3,” etc., starting with the nor- velopment of aircraft storage facilities thernmost exit taxiway and ending at and parcels, a new terminal area “B6” with the southernmost taxiway. access road, an airport perimeter service road, and airfield-access/non- Taxiway A is currently equipped with airfield access revenue support devel- taxiway delineators. Taxiway A, Tax- opment parcels. Landside improve- iway B, and each new exit taxiway ments are shown in detail on Exhibit should be planned to be equipped with 5B. medium intensity taxiway lights (MITL).

5-5 06MP20-5B-10/5/10

LEGEND State Route 78 S t a t e

R Relocated R e o l u o Runway Visibility Zone Runway Protection Zone (RPZ) Building Future Airport Road Ultimate Airport Pavement Ultimate Airport Line Propert Ultimate Airport Line Existing Property t c e a

t 7 e 8 d

SState Route 78 t a t e

Existing Easement Hangar Development Parcels Non-Aviation Related Revenue Support R o u t e 7 8 R Relocated RRunway 7-25 (4,977’ x 75’) e u l o AWOS A n Development Parcels D H Hangar

c w W e a a v

a n t O e

y e g S d

l a

7 o F FBO r p - B 2 m O 5 e

( n 4 t

, 9 P

7 a

7 r c ’ e

x l s

7 5 ’ ) UUltimate (5,250’ x 75’)

Lighted Wind Indicator L R Relocated Segmented Circle/ l t i i e g m l h o

NORTH a t c

e t a e d

e (

W 5 d ,

i 2 S n 5 e d

g 0

I m ’ n

d x e i n

c 7 500 0 t a

e 5 t

d ’ o )

r C i r c l e / SCALE IN FEET

RRunwayunwa 18-36 (8,700’ x 150’) y 18-36 (8,7 00’ x 150’) 1000 Airport Service Road A Airport Service i r p o r t

S e r v i c e

R o a d LANDSIDE IMPROVEMENTS Exhibit 5B FIXED BASE OPERATOR to aviation-related and non-aviation- related revenue support uses. A new 4,800 square-foot hangar is planned to the east of the existing terminal building. As demand arises AIRCRAFT STORAGE HANGARS for an additional fixed base operator (FBO), this hangar may be utilized for Hangar development parcels are this purpose. This location provides planned on the west side of the ter- good visibility from the airside system minal parking lot as shown on Exhi- for FBO activities such as aircraft bit 5B. These hangar parcels should maintenance and provides ample area be reserved for private development of for aircraft parking and movement hangar facilities. The existing aircraft and easy access from the proposed parking apron is planned to be ex- terminal access road. An automobile panded to the west to provide supple- parking lot would be located adjacent mental apron space to four of the to the hangar. smaller parcels. Vehicular access to these parcels will be provided by an Upon the construction of Runway 18- access road constructed from the pro- 36, a clear line of site between the posed terminal area access road. runways will need to be maintained. The imaginary surface formed to en- Several larger hangar development compass the area that will need to re- parcels, ranging in size from 1.9 to 3.4 main unobstructed by permanent ob- acres, are located north and west of jects is called the runway visibility the apron. These parcels should be zone (RVZ). The RVZ and the land available for larger conventional han- that is encompassed by the RVZ are gar construction for businesses wish- depicted on Exhibits 5A and 5B. As ing to have airport access capabilities. it can be seen on the exhibit, several These parcels will be accessible via existing structures, including the planned access roads stemming from segmented circle and lighted wind in- State Route 78 and the proposed ter- dicator, and apron space lie within the minal access road. RVZ. These structures will need to be removed or relocated and aircraft will The automated weather observation no longer be able to park on the area system (AWOS) currently located to of apron within the RVZ. the west of the terminal parking lot is planned to be relocated to the south A new terminal area access road is side of Runway 7-25 to allow for this proposed to be constructed from State future hangar development. Route 78 to the existing terminal building and the adjacent proposed A 32,000 square-foot hangar facility is hangar facility. The alignment of this planned at the south end of Runway access road can be seen on Exhibits 18-36 to accommodate a Boeing 727- 5A and 5B. This access road align- 200 aircraft. An adjacent apron area ment would open up airport property is planned to provide parking and

5-6 movement area for this aircraft. free area (OFA) and the runway pro- These facilities will have vehicular tection zone (RPZ). Airport design access provided by a proposed access standards require these safety areas road stemming from the relocated to be free of obstructions, including State Route 78. These facilities are roadways. Therefore, a proposed rea- shown on Exhibit 5A. lignment of State Route 78 is depicted on Exhibit 5A, which removes the road from these safety areas. Ulti- REVENUE-GENERATING mately, to allow for the construction of PARCELS the 8,700-foot Runway 18-36, State Route 78 will also need to be realigned A 15-acre parcel located northeast of northeast of the terminal area. This the terminal building is planned to be realignment is also depicted on Exhi- used for a Greenlee County public bit 5A. works maintenance facility. This non- aviation-related revenue support par- An airport perimeter service road is cel is depicted on Exhibit 5B with planned. This road would provide green shading. The new terminal maintenance and emergency vehicles access road and State Route 78 will access around the airport perimeter encompass this parcel. without utilizing aircraft operational areas such as the runway and tax- The use of airport property for non- iways. This increases safety by reduc- aviation purposes such as a County ing the potential for runway incur- Public Works maintenance facility will sions. When new property is acquired need to be approved by Congress. The in the future or when Runway 18-36 is Airport Master Plan does not gain ap- constructed, the perimeter road will proval for the non-aeronautical uses, need to be realigned and expanded to even if these uses are ultimately ensure that the road remains clear of shown on the ALP. A separate re- the runway safety areas and extends quest justifying the use of airport to all new areas of the airport. Exhi- property for non-aeronautical uses will bit 5A depicts the ultimate alignment be required once the Airport Master for the airport perimeter service road. Plan is complete. Approval for non- The perimeter service road ends in aviation uses will also require an envi- cul-de-sacs near the end of Runway ronmental determination by the FAA. 25. This is due to the extreme grade This approval process has already off the runway end which would make been initiated by the County. the construction of the perimeter service road in that area infeasible.

AIRPORT ACCESS/ PERIMETER ROAD AIRPORT LAYOUT PLAN DRAWINGS State Route 78, which serves the Greenlee County Airport, currently Per FAA and Arizona Department of lies within the Runway 7-25 object Transportation (ADOT) requirements, 5-7 an official ALP has been developed for tion and identification of all land Greenlee County Airport. The ALP tracts under the control of the airport. drawing set (Sheets 1 through 3) can Both existing and future property be found at the end of this chapter. holdings are identified on the “Exhibit The ALP (Sheet 2 of 3) graphically A” Property Map. presents the existing and ultimate airport layout. The ALP is used, in part by the FAA and ADOT, to deter- SUMMARY mine funding eligibility for future development projects. The Airport Master Plan for Greenlee County Airport has been developed in The ALP was prepared on a computer- cooperation with Greenlee County. It aided drafting system for future ease is designed to assist the County in of use. The computerized plan set making decisions relative to the future provides detailed information of exist- use of Greenlee County Airport as it is ing and future facility layout on mul- maintained and developed to meet its tiple layers that permits the user to role as defined in Chapter Two. focus in on any section of the airport at a desirable scale. The plan can be Flexibility will be a key to the plan, used as base information for design since activity may not occur exactly as and can be easily updated in the fu- forecast. The Airport Master Plan ture to reflect new development and provides the County with options to more detail concerning existing condi- pursue in marketing the assets of the tions as made available through de- airport for community development. sign surveys. Following the general recommendations of the plan, the airport can main- An airport property map (Sheet 3 of tain its viability and continue to pro- 3) was also included with the ALP vide air transportation services to the drawing. The Airport Property Map region. provides information on the acquisi-

5-8

Chapter Six CAPITAL IMPROVEMENT PROGRAM Chapter Six

CAPITAL IMPROVEMENT PROGRAM

The implementation of the Greenlee of airport development, the actual need County Airport Airport Master Plan will for facilities is established by airport require sound judgment on the part of activity. Proper planning implementa- airport management. Among the more tion suggests the use of airport activity important factors influencing decisions levels, rather than time, as guidance for to carry out a recommendation is timing development. and airport activity. Both of these factors should be used as references in plan This section of the Airport Master Plan is implementation. intended to become one of the primary references for decision-makers respon- Experience has indicated that major sible for implementing this document's problems can materialize from the recommendations. Consequently, the standard time-based format of narrative and graphic presentations must traditional planning documents. The provide understanding of each problems typically center on inflexibility recommended development item. This and an inability to deal with unforeseen understanding will be critical in changes that may occur. maintaining a realistic and cost-effective program that provides maximum benefit While it is necessary for scheduling and to the community. budgeting purposes to consider timing

6-1 AIRPORT DEVELOPMENT This section will examine the overall SCHEDULES AND COST cost of each item in the development plan and present a development sche- SUMMARIES dule.

Once the specific needs and improve- The recommended improvements are ments for the airport have been estab- all short term planning horizon lished, the next step is to determine projects. Table 6A summarizes the the cost of development and a realistic key milestones for the short-term schedule for implementing the plan. planning horizon.

TABLE 6A Planning Horizon Summary Greenlee County Airport 2007 Short Term ANNUAL OPERATIONS Itinerant Operations General Aviation 700 1,400 Air Taxi 900 900 Local Operations General Aviation 300 600 Total Operations 1,900 2,900 BASED AIRCRAFT Total Based Aircraft 2 4

A key aspect of this planning docu- If growth does not occur as projected, ment is the use of demand-based hangar construction projects can be planning milestones. The short term delayed. As a result, capital expendi- planning horizon contains items of tures will be undertaken as needed, highest priority. These items should which leads to a responsible use of be considered for development based capital assets. Some development on actual demand levels within the items do not depend on demand, such next five years. as pavement maintenance. These types of projects typically are asso- Many development items included in ciated with day-to-day operations and the recommended concept will need to should be monitored and identified by follow demand indicators. For exam- airport management. ple, the plan includes construction of new hangar facilities. Based aircraft As this Airport Master Plan is a con- will be the indicator for additional ceptual document, implementation of hangar needs. If based aircraft these capital projects should only be growth occurs as projected, additional undertaken after further refinement of hangars will need to be constructed to their design and costs through archi- meet the demand. tectural and engineering analyses.

6-2 Moreover, some projects, such as the of a full-length parallel taxiway, the runway extension and the construc- construction of a new airport access tion of Runway 18-36, will require fur- road, the installation of medium in- ther study at the time of implementa- tensity taxiway lighting (MITL), and tion. the acquisition of adjacent land for the protection of future airfield expansion The cost estimates presented in this projects. The short term projects that chapter have been increased to allow can be depicted are shown on Exhibit for contingencies that may arise on 6B. the project (15 percent), sponsor administration (2 percent), engineering The total investment necessary for the costs (8 percent), and construction short term CIP is approximately $15 management costs (12 percent). Capi- million. Of this total, $11.7 million is tal costs presented here should be eligible for FAA grant funding; $2.8 viewed only as estimates subject to million is eligible for state funds, with further refinement during design. the airport sponsor responsible for Nevertheless, these estimates are con- $586,700. sidered sufficiently accurate for planning purposes. Cost estimates for each of the development projects listed RUNWAY 18-36 PROJECTS in the capital improvement plan are listed in current (2008) dollars. Ex- As it was discussed previously in hibit 6A presents the proposed short Chapter Five, the potential exists for term capital improvement program for Phelps Dodge to privately fund the Greenlee County Airport. construction of a runway to accommodate operations by a Boeing 727 aircraft. To meet the needs of Phelps SHORT TERM IMPROVEMENTS Dodge and the ARC C-III design standards, the runway is planned for a As indicated above, the short term length of 8,700 feet and a width of 150 planning horizon is concentrated first feet. Several additional projects would on the most immediate needs of the need to be undertaken to complete this airfield and landside areas. Therefore, project, including the acquisition of the program is presented year by year approximately 208 acres of land sur- (2009-2013) to assist in capital im- rounding the airport, the realignment provement. of State Route 78, the construction of a 60-foot wide, full-length parallel Tax- The primary focus of the short term iway B, the installation of medium in- planning horizon is to provide the air- tensity runway lighting (MIRL), me- port with essential facilities and the dium intensity taxiway lighting land that will be needed for short term (MITL), precision approach path indi- projects. Some of the essential facili- cators (PAPI-4s), and runway end ties and projects to be undertaken in- identifier lights (REILs). To meet po- clude the extension of Runway 7-25, tential demand of Phelps Dodge for the design and construction of an air- the airport to be accessible in all port perimeter road, the construction 6-3 Federally No. Project Total Cost Eligible ADOT Eligible Local Share 2009

06MP20-6A-1/16/08 1 Construct Full-Length Taxiway$ 1,337,068 $ 1,270,215 $ 33,427 $ 33,427 2 Drainage Improvements$ 950,000 $ 902,500 $ 23,750 $ 23,750 3 Fencing Improvements$ 500,000 $ 475,000 $ 12,500 $ 12,500 4 Obstruction Removal$ 500,000 $ 475,000 $ 12,500 $ 12,500 5 EA For Land Acquisition/Runway Extension$ 100,000 $ 95,000 $ 2,500 $ 2,500 6 Apron Reconstruction$ 300,000 $ - $ 270,000 $ 30,000 7 Sign Installation$ 300,000 $ - $ 270,000 $ 30,000 8 Entrance Road & Parking Lot Design$ 175,000 $ - $ 157,500 $ 17,500 9 Utility Design$ 50,000 $ 47,500 $ 1,250 $ 1,250 Subtotal 2009 $ 4,212,068 $ 3,265,215 $ 783,427 $ 163,427 2010 1 Utility Construction$ 150,000 $ 142,500 $ 3,750 $ 3,750 2 Design Runway & Taxiway Extension$ 175,000 $ - $ 157,500 $ 17,500 3 Design Taxiway Lighting$ 75,000 $ - $ 67,500 $ 7,500 4 Extend Runway 7-25 273 Feet$ 1,296,900 $ 1,232,055 $ 32,423 $ 32,423 5 Install Runway Lighting$ 100,000 $ 95,000 $ 2,500 $ 2,500 6 Install Taxiway Lighting$ 507,760 $ 482,372 $ 12,694 $ 12,694 7 Construct Entrance Road and Parking Lot$ 774,520 $ - $ 697,068 $ 77,452 8 Relocate State Route 78 - Southwest Portion$ 1,103,970 $ 1,048,772 $ 27,599 $ 27,599 Subtotal 2010 $ 4,183,150 $ 3,000,699 $ 1,001,034 $ 181,418 2011 1 Install GPS Approach$ 650,000 $ 617,500 $ 16,250 $ 16,250 2 Acquire 17.16 Acres - Runway 7 RPZ$ 591,000 $ 561,450 $ 14,775 $ 14,775 3 Design Fire Protection Upgrades$ 150,000 $ - $ 135,000 $ 15,000 4 Design Runway Rehabilitation$ 75,000 $ 71,250 $ 1,875 $ 1,875 5 Acquire 3.35 Acres - Runway 25 RPZ$ 131,500 $ 124,925 $ 3,288 $ 3,288 Subtotal 2011 $ 1,597,500 $ 1,375,125 $ 171,188 $ 51,188 2012 1 Install REILS Runway 7-25$ 252,800 $ 240,160 $ 6,320 $ 6,320 2 Rehabilitate Runway$ 600,000 $ 570,000 $ 15,000 $ 15,000 3 Construct Fire Protection Upgrades$ 850,000 $ - $ 765,000 $ 85,000 Subtotal 2012 $ 1,702,800 $ 810,160 $ 786,320 $ 106,320 2013 1 Apron Expansion$ 868,005 $ 824,605 $ 21,700 $ 21,700 2 Relocate AWOS$ 77,600 $ 73,720 $ 1,940 $ 1,940 3 Construct Airport Perimeter Service Road$ 2,428,080 $ 2,306,676 $ 60,702 $ 60,702 Subtotal 2013 $ 3,373,685 $ 3,205,001 $ 84,342 $ 84,342 Total Short Term Planning Horizon $ 15,069,203 $ 11,656,199 $ 2,826,310 $ 586,694

Exhibit 6A CAPITAL IMPROVEMENT PROGRAM 06MP20-6B-10/5/10 5 4 3 2 1 Realign State Route 78 Acquire 17 Acres Extend Runway 7-25 and Taxiway A 273 feet Access Road and Parking Lot Airport Construct Full-Length ParallelConstruct Taxiway A 5 4 7 1 9 8 7 6 Relocate AWOS Expand Apron Road Service Airport Construct Acquire 3 Acres 8 2 9

7 NORTH 3 500 0 SCALE IN FEET SHORTPROJECTS TERM Exhibit 6B 1000 6 weather conditions, an instrument bile access road is planned to extend landing system (ILS) is planned for ½- from State Route 78 to a hangar facili- mile visibility instrument approaches ty (which is not included in the cost to Runway 18. Should this ILS estimates) and the apron area for a equipment be installed and become Boeing 727. operational, a medium intensity approach lighting system with a runway A total cost breakdown of each project alignment indicator system (MALSR) associated with the construction of would also need to be installed on the Runway 18-36 is presented in Table Runway 18 end. 6B. As it was with the previous project cost estimates, each project has Landside facilities are planned to been increased to allow for contingen- meet parking and storage needs of a cies that may arise on the project (15 Boeing 727 aircraft. A 15,000 square percent), sponsor administration (2 yard apron at the south end of Run- percent), engineering costs (8 percent), way 18-36 is planned to provide ade- and construction management costs quate parking and movement space (12 percent). Each cost estimate is for a Boeing 727 aircraft. An automo- listed in current (2008) dollars.

TABLE 6B Runway 18-36 Project Program Costs (2008 $) Greenlee County Airport No. Project Total Cost 1 Acquire 207.79 Acres $6,849,000 2 Relocate State Route 78 $1,929,808 3 Construct Runway 18-36 $8,449,995 4 Construct Taxiway B $5,456,540 5 Install MIRL $693,700 6 Install MITL $834,800 7 Install ILS Equipment $2,193,000 8 Install PAPI-4s $428,900 9 Install REILs Runway 36 $260,700 10 Install MALSR Runway 18 $738,000 11 Construct South Apron - 15,000 Square Yards $1,426,720 12 Construct South Apron Access Road $1,296,400 Total Project Cost $30,557,563

CAPITAL IMPROVEMENTS state level. The following discussion FUNDING outlines the key sources for capital improvement funding. Financing capital improvements at the airport will not rely exclusively upon the financial resources of Greenlee FEDERAL GRANTS County. Capital improvement funding is available through various grants-in- The United States Congress has long aid programs at both the federal and recognized the need to develop and 6-4 maintain a system of aviation facilities through discretionary apportionments. across the nation for the purpose of A national priority system is used to national defense and promotion of in- evaluate and rank each airport terstate commerce. Various grants-in- project. Those projects with the high- aid programs to public airports have est priority are given preference in been established over the years for funding. this purpose. The most recent legislation is the Airport Improvement Pro- Under the AIP program, examples of gram (AIP) of 1982. The AIP has been eligible development projects include reauthorized several times, with the the airfield, aprons, and access roads. most recent legislation enacted in late Passenger terminal building im- 2003 and entitled the Vision 100 – provements (such as bag claim and Century of Aviation Reauthorization public waiting lobbies) may also be el- Act. igible for FAA funding. Under Vision 100, automobile parking at small hub Vision 100 expired in September of airports were also eligible. Improve- 2007. To date, Congress has yet to ments such as fueling facilities, utili- pass a reauthorization for 2008. It is ties (with the exception of water not presently known when this reau- supply for fire prevention), hangar thorization bill will be passed by Con- buildings, airline ticketing, and airline gress. operations areas are not typically eligible for AIP funds. The source for AIP funds is the Avia- tion Trust Fund. The Aviation Trust Under Vision 100, Greenlee County Fund was established in 1970 to pro- Airport had been eligible for 95 per- vide funding for aviation capital in- cent funding assistance from AIP vestment programs (aviation devel- grants, as opposed to the previous opment, facilities and equipment, and AIR-21 level of 90 percent. While sim- research and development). The Trust ilar programs have been in place for Fund also finances the operation of over 50 years, it will be up to Congress the FAA. It is funded by user fees, to either extend or draft new legisla- taxes on airline tickets, aviation fuel, tion authorizing and appropriating fu- and various aircraft parts. Funds are ture federal funding. distributed each year by the FAA from appropriations by Congress. A portion of the annual distribution is to prima- STATE AID TO AIRPORTS ry commercial service airports based upon enplanement levels. General In support of the state airport system, aviation airports, however, also re- the State of Arizona also participates ceived entitlements under the last in airport improvement projects. The reauthorization. After all specific source for State airport improvement funding mechanisms are distributed; funds is the Arizona Aviation Fund. the remaining AIP funds are dis- Taxes levied by the State on aviation bursed by the FAA, based upon the fuel, flight property, aircraft registra- priority of the project for which they tion tax, and registration fees (as well have requested federal assistance 6-5 as interest on these funds) are depo- ment grants or other federal or state sited in the Arizona Aviation Fund. grants. The Revenue Generating The Transportation Board establishes funds are provided for airport-related the policies for distribution of these construction projects that are not eli- State funds. gible for funding under another program. Under the State of Arizona grant program, an airport can receive funding for one-half (2.5 percent) of the local Pavement Maintenance Program share of projects receiving federal AIP funding. The State also provides 90 The airport system in Arizona is a percent funding for projects which are multi-million dollar investment of typically not eligible for federal AIP public and private funds that must be funding or have not received federal protected and preserved. State avia- funding. tion fund dollars are limited, and the State Transportation Board recognizes the need to protect and extend to the State Airport Loan Program maximum amount the useful life of the airport system’s pavement. This The Arizona Department of Transpor- program, the Airport Pavement Pre- tation - Aeronautics Division (ADOT) servation Program (APPP), is estab- Airport Loan Program was established lished to assist in the preservation of to enhance the utilization of State the Arizona airport system infrastruc- funds and provide a flexible funding ture. Greenlee County Airport parti- mechanism to assist airports in fund- cipates in this program. ing improvement projects. Eligible projects include runway, taxiway, and Public Law 103-305 requires that air- apron improvements; land acquisition; ports requesting Federal AIP funding planning studies; and the preparation for pavement rehabilitation or recon- of plans and specifications for airport struction have an effective pavement construction projects, as well as reve- maintenance management system. To nue-generating improvements such as this end, ADOT-Aeronautics has com- hangars and fuel storage facilities. pleted and is maintaining an Airport Projects which are not currently eligi- Pavement Management System ble for the State Airport Loan Pro- (APMS) which, coupled with monthly gram are considered if the project pavement evaluations by the airport would enhance the airport’s ability to sponsors, fulfills this requirement. be financially self-sufficient. The Arizona Airport Pavement Man- There are two ways in which the loan agement System uses the Army Corps funds can be used: Matching Funds, or of Engineers’ “Micropaver” program as Revenue Generating Projects. The a basis for generating a Five-Year Matching Funds are provided to meet Airport Pavement Preservation Pro- the local matching fund requirement gram (APPP). The APMS consists of for securing federal airport improve- visual inspections of all airport pave-

6-6 ments. Evaluations are made of the and state funds are available. If only types and severities observed and en- ADOT grants are available, the local tered into a computer program data- share would be 10 percent of the base. Pavement Condition Index project. (PCI) values are determined through the visual assessment of pavement According to Exhibit 6A, $586,700 in condition in accordance with the most local funding will be needed in the recent FAA Advisory Circular short-term planning horizon. 150/5380-6, and range from 0 (failed) to 100 (excellent). Every three years, There are several alternatives for local a complete database update with new finance options for future development visual observations is conducted. In- at the airport, including airport reve- dividual airport reports from the up- nues, direct funding from the City, is- date are shared with all participating suing bonds, and leasehold financing. system airports. The Aeronautics Di- These strategies could be used to fund vision ensures that the APMS data- the local matching share or complete base is kept current, in compliance the project if grant funding cannot be with FAA requirements. arranged.

Every year, the Aeronautics Division, The capital improvement program has utilizing the APMS, will identify air- assumed that the Runway 18-36 port pavement maintenance projects project and its associated projects in eligible for funding for the upcoming addition to other landside facility de- five years. These projects will appear velopment (conventional hangars, T- in the State’s Five-Year Airport De- hangars, and public auto parking) velopment Program. Once a project would be completed privately. has been identified and approved for funding by the State Transportation There are several municipal bonding Board, the airport sponsor may elect options available to Greenlee County, to accept a state grant for the project including general obligation bonds, and not participate in the APPP, or limited obligation bonds, and revenue the airport sponsor may sign an Inter- bonds. General obligation bonds are a Government Agreement (IGA) with common form of municipal bond which the Aeronautics Division to participate is issued by voter approval and is se- in the APPP. cured by the full faith and credit of the County. County tax revenues are pledged to retire the debt. As instru- LOCAL FUNDING ments of credit, and because the community secures the bonds, general ob- The balance of project costs, after con- ligation bonds reduce the available sideration has been given to grants, debt level of the community. Due to must be funded through local re- the community pledge to secure and sources. Assuming federal funding, pay general obligation bonds, they are this essentially equates to 2.5 percent the most secure type of municipal of the project costs if all eligible FAA bond and are generally issued at lower

6-7 interest rates and carry lower costs of direct burden to the taxpayer. Reve- issuance. The primary disadvantage nue bonds normally carry a higher in- of general obligation bonds is that terest rate because they lack the they require voter approval and are guarantees of general and limited ob- subject to statutory debt limits. This ligation bonds. requires that they be used for projects that have broad support among the Leasehold financing refers to a devel- voters, and that they are reserved for oper or tenant financing improve- projects that have the highest public ments under a long term ground lease. priorities. The obvious advantage of such an ar- rangement is that it relieves the com- In contrast to general obligation munity of all responsibility for raising bonds, limited obligation bonds (some- the capital funds for improvements. times referred to as Self-Liquidating However, the private development of Bonds) are secured by revenues from a facilities on a ground lease, particular- local source. While neither general ly on property owned by a municipal fund revenues nor the taxing power of agency, produces a unique set of prob- the local community is pledged to pay lems. In particular, it is more difficult the debt service, these sources may be to obtain private financing as only the required to retire the debt if pledged improvements and the right to contin- revenues are insufficient to make in- ue the lease can be claimed in the terest and principal payments on the event of a default. Ground leases bonds. These bonds still carry the full normally provide for the reversion of faith and credit pledge of the local improvements to the lessor at the end community and, for the purpose of fi- of the lease term, which reduces their nancial analysis, are considered as potential value to a lender taking pos- part of the debt burden of the local session. Also, companies that want to community. The overall debt burden own their property as a matter of fi- of the local community is a factor in nancial policy may not locate where determining interest rates on munici- land is only available for lease. pal bonds. If Greenlee County should provide There are several types of revenue general aviation services in the future, bonds, but in general, they are a form this would ensure that the airport of municipal bond which is payable maximizes future revenue potential. solely from the revenue derived from Greenlee County Airport can accom- the operation of a facility that was plish this by periodically reviewing constructed or acquired with the aviation services rates and charges proceeds of the bonds. For example, a (i.e., fuel flowage fees, hangar and tie- Lease Revenue Bond is secured with down rental) at other regional airports the income from a lease assigned to to ensure that rates and charges at the repayment of the bonds. Revenue the airport are competitive and simi- bonds have become a common form of lar to aviation services at other air- financing airport improvements. Rev- ports. Additionally, all new leases at enue bonds present the opportunity to the airport should have inflation provide those improvements without clauses allowing for periodic rate in- 6-8 creases in-line with inflationary fac- expected. On the other hand, high le- tors. vels of demand may establish the need to accelerate the development. Al- While it is desirable for the airport to though every effort has been made in directly pay for itself, the indirect and this planning process to conservatively intangible benefits of the airport to the estimate when facility development community’s economy and growth may be needed, aviation demand will must be considered in implementing dictate when facility improvements future capital improvements. need to be delayed or accelerated.

The real value of a usable Airport PLAN IMPLEMENTATION Master Plan is in keeping the issues and objectives in the minds of the The best means to begin implementa- managers and decision-makers so that tion of the recommendations in this they are better able to recognize Airport Master Plan is to first recog- change and its effect. In addition to nize that planning is a continuous adjustments in aviation demand, deci- process that does not end with comple- sions made as to when to undertake tion and approval of this document. the improvements recommended in Rather, the ability to continuously this Airport Master Plan will impact monitor the existing and forecast sta- the period that the plan remains valid. tus of airport activity must be pro- The format used in this plan is in- vided and maintained. The issues tended to reduce the need for formal upon which this Airport Master Plan and costly updates by simply adjusting is based will remain valid for a num- the timing. Updating can be done by ber of years. The primary goal is for the manager, thereby improving the the airport to best serve the air trans- plan’s effectiveness. portation needs of the region, while continuing to be economically self- In summary, the planning process re- sufficient. quires that airport management con- sistently monitor the progress of the The actual need for facilities is most airport in terms of aircraft operations appropriately established by airport and based aircraft. Analysis of air- activity levels rather than a specified craft demand is critical to the timing date. For example, projections have and need for new airport facilities. been made as to when additional han- The information obtained from conti- gars may be needed at the airport. In nually monitoring airport activity will reality, however, the timeframe in provide the data necessary to deter- which the development is needed may mine if the development schedule be substantially different. Actual de- should be accelerated or decelerated. mand may be slower to develop than

6-9 Appendix A GLOSSARY AND TERMS APPENDIX A Glossary of Terms A the interests and needs of general aviation pilots and aircraft owners. ABOVE GROUND LEVEL: The elevation of a point or surface above the ground. AIRCRAFT RESCUE AND FIRE FIGHTING: A facility located at an airport that provides emergency ACCELERATE-STOP DISTANCE AVAILABLE vehicles, extinguishing agents, and personnel (ASDA): See declared distances. responsible for minimizing the impacts of an aircraft accident or incident. ADVISORY CIRCULAR: External publications issued by the FAA consisting of nonregulatory AIRFIELD: The portion of an airport which contains material providing for the recommendations relative the facilities necessary for the operation of aircraft. to a policy, guidance and information relative to a specifi c aviation subject. AIRLINE HUB: An airport at which an airline concentrates a significant portion of its activity AIR CARRIER: An operator which: (1) performs at and which often has a significant amount of least fi ve round trips per week between two or more connecting traffic. points and publishes fl ight schedules which specify the times, days of the week, and places between which AIRPLANE DESIGN GROUP (ADG): A grouping such fl ights are performed; or (2) transports mail by of aircraft based upon wingspan. The groups are as air pursuant to a current contract with the U.S. Postal follows: Service. Certifi ed in accordance with Federal Aviation Regulation (FAR) Parts 121 and 127. • Group I: Up to but not including 49 feet. • Group II: 49 feet up to but not including 79 feet. AIRCRAFT: A transportation vehicle that is used or • Group III: 79 feet up to but not including 118 feet. intended for use for fl ight. • Group IV: 118 feet up to but not including 171 feet. • Group V: 171 feet up to but not including 214 feet. AIRCRAFT APPROACH CATEGORY: A • Group VI: 214 feet or greater. grouping of aircraft based on 1.3 times the stall speed in their landing confi guration at their maximum AIRPORT AUTHORITY: A quasi-governmental certifi cated landing weight. The categories are as public organization responsible for setting the follows: policies governing the management and operation of • Category A: Speed less than 91 knots. an airport or system of airports under its jurisdiction. • Category B: Speed 91 knots or more, but less than 121 knots. AIRPORT BEACON: A navigational aid located • Category C: Speed 121 knots or more, but less than at an airport which displays a rotating light beam to 141 knots. identify whether an airport is lighted. • Category D: Speed 141 knots or more, but less than 166 knots. AIRPORT CAPITAL IMPROVEMENT PLAN: • Category E: Speed greater than 166 knots. The planning program used by the Federal Aviation Administration to identify, prioritize, and distribute AIRCRAFT OPERATION: The landing, takeoff, funds for airport development and the needs of the or touch-and-go procedure by an aircraft on a National Airspace System to meet specifi ed national runway at an airport. goals and objectives.

AIRCRAFT OPERATIONS AREA (AOA): A AIRPORT ELEVATION: The highest point on the restricted and secure area on the airport property designed runway system at an airport expressed in feet above to protect all aspects related to aircraft operations. mean sea level (MSL).

AIRCRAFT OWNERS AND PILOTS AIRPORT IMPROVEMENT PROGRAM: A ASSOCIATION: A private organization serving program authorized by the Airport and Airway

A - 1 Airport Consultants Glossary of Terms Improvement Act of 1982 that provides funding for AIRPORT SURFACE DETECTION airport planning and development. EQUIPMENT: A radar system that provides air traffi c controllers with a visual representation of the AIRPORT LAYOUT DRAWING (ALD): The movement of aircraft and other vehicles on the ground drawing of the airport showing the layout of existing on the airfi eld at an airport. and proposed airport facilities. AIRPORT SURVEILLANCE RADAR: The AIRPORT LAYOUT PLAN (ALP): A scaled drawing primary radar located at an airport or in an air traffi c of the existing and planned land and facilities necessary control terminal area that receives a signal at an for the operation and development of the airport. antenna and transmits the signal to air traffi c control display equipment defi ning the location of aircraft in AIRPORT LAYOUT PLAN DRAWING SET: A the air. The signal provides only the azimuth and range set of technical drawings depicting the current and of aircraft from the location of the antenna. future airport conditions. The individual sheets comprising the set can vary with the complexities of AIRPORT TRAFFIC CONTROL TOWER the airport, but the FAA-required drawings include (ATCT): A central operations facility in the terminal air the Airport Layout Plan (sometimes referred to as the traffi c control system, consisting of a tower, including Airport Layout Drawing (ALD), the Airport Airspace an associated instrument fl ight rule (IFR) room if Drawing, and the Inner Portion of the Approach radar equipped, using air/ground communications Surface Drawing, On-Airport Land Use Drawing, and/or radar, visual signaling and other devices to and Property Map. provide safe and expeditious movement of terminal air traffi c. AIRPORT MASTER PLAN: The planner’s concept of the long-term development of an airport. AIR ROUTE TRAFFIC CONTROL CENTER: A facility which provides en route air traffi c control AIRPORT MOVEMENT AREA SAFETY service to aircraft operating on an IFR fl ight plan within SYSTEM: A system that provides automated alerts controlled airspace over a large, multi-state region. and warnings of potential runway incursions or other hazardous aircraft movement events. AIRSIDE: The portion of an airport that contains the facilities necessary for the operation of aircraft. AIRPORT OBSTRUCTION CHART: A scaled drawing depicting the Federal Aviation Regulation AIRSPACE: The volume of space above the surface of (FAR) Part 77 surfaces, a representation of objects the ground that is provided for the operation of aircraft. that penetrate these surfaces, runway, taxiway, and ramp areas, navigational aids, buildings, roads and AIR TAXI: An air carrier certifi cated in accordance other detail in the vicinity of an airport. with FAR Part 121 and FAR Part 135 and authorized to provide, on demand, public transportation of AIRPORT REFERENCE CODE (ARC): A coding persons and property by aircraft. Generally operates system used to relate airport design criteria to the small aircraft “for hire” for specifi c trips. operational (Aircraft Approach Category) to the physical characteristics (Airplane Design Group) of AIR TRAFFIC CONTROL: A service operated the airplanes intended to operate at the airport. by an appropriate organization for the purpose of providing for the safe, orderly, and expeditious fl ow AIRPORT REFERENCE POINT (ARP): The of air traffi c. latitude and longitude of the approximate center of the airport. AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC): A facility established to provide air traffi c AIRPORT SPONSOR: The entity that is legally control service to aircraft operating on an IFR fl ight responsible for the management and operation of an plan within controlled airspace and principally during airport, including the fulfi llment of the requirements of the en route phase of fl ight. laws and regulations related thereto.

A - 2 Airport Consultants Glossary of Terms AIR TRAFFIC CONTROL SYSTEM COMMAND centerline and extends outward and upward from CENTER: A facility operated by the FAA which is the primary surface at each end of a runway at a responsible for the central fl ow control, the central designated slope and distance based upon the type of altitude reservation system, the airport reservation available or planned approach by aircraft to a runway. position system, and the air traffi c service contingency command for the air traffi c control system. APRON: A specifi ed portion of the airfi eld used for passenger, cargo or freight loading and unloading, AIR TRAFFIC HUB: A categorization of aircraft parking, and the refueling, maintenance and commercial service airports or group of commercial servicing of aircraft. service airports in a metropolitan or urban area based upon the proportion of annual national enplanements AREA NAVIGATION: The air navigation procedure existing at the airport or airports. The categories are that provides the capability to establish and maintain large hub, medium hub, small hub, or non-hub. It forms a fl ight path on an arbitrary course that remains within the basis for the apportionment of entitlement funds. the coverage area of navigational sources being used.

AIR TRANSPORT ASSOCIATION OF AUTOMATED TERMINAL INFORMATION AMERICA: An organization consisting of the SERVICE (ATIS): The continuous broadcast of principal U.S. airlines that represents the interests recorded non-control information at towered airports. of the airline industry on major aviation issues Information typically includes wind speed, direction, before federal, state, and local government bodies. and runway in use. It promotes air transportation safety by coordinating industry and governmental safety programs and AUTOMATED SURFACE OBSERVATION it serves as a focal point for industry efforts to SYSTEM (ASOS): A reporting system that provides standardize practices and enhance the efﬁ ciency of frequent airport ground surface weather observation data the air transportation system. through digitized voice broadcasts and printed reports.

ALERT AREA: See special-use airspace. AUTOMATED WEATHER OBSERVATION STATION (AWOS): Equipment used to automatically ALTITUDE: The vertical distance measured in feet record weather conditions (i.e. cloud height, visibility, above mean sea level. wind speed and direction, temperature, dew point, etc.)

ANNUAL INSTRUMENT APPROACH (AIA): AUTOMATIC DIRECTION FINDER (ADF): An approach to an airport with the intent to land An aircraft radio navigation system which senses by an aircraft in accordance with an IFR fl ight plan and indicates the direction to a non-directional radio when visibility is less than three miles and/or when the beacon (NDB) ground transmitter. ceiling is at or below the minimum initial approach altitude. AVIGATION EASEMENT: A contractual right APPROACH LIGHTING SYSTEM (ALS): or a property interest in land over which a right of An airport lighting facility which provides visual unobstructed fl ight in the airspace is established. guidance to landing aircraft by radiating light beams by which the pilot aligns the aircraft with AZIMUTH: Horizontal direction expressed as the the extended centerline of the runway on his fi nal angular distance between true north and the direction approach and landing. of a fi xed point (as the observer’s heading).

APPROACH MINIMUMS: The altitude below B which an aircraft may not descend while on an IFR BASE LEG: A fl ight path at right angles to the landing approach unless the pilot has the runway in sight. runway off its approach end. The base leg normally extends from the downwind leg to the intersection of APPROACH SURFACE: An imaginary obstruction the extended runway centerline. See “traffi c pattern.” limiting surface defi ned in FAR Part 77 which is longitudinally centered on an extended runway

A - 3 Airport Consultants Glossary of Terms BASED AIRCRAFT: The general aviation aircraft limits of the ILS with no decision height specifi ed that use a specifi c airport as a home base. above the horizontal plane containing the runway threshold. BEARING: The horizontal direction to or from any point, usually measured clockwise from true north or CEILING: The height above the ground surface to magnetic north. the location of the lowest layer of clouds which is reported as either broken or overcast. BLAST FENCE: A barrier used to divert or dissipate jet blast or propeller wash. CIRCLING APPROACH: A maneuver initiated by the pilot to align the aircraft with the runway BLAST PAD: A prepared surface adjacent to the for landing when fl ying a predetermined circling end of a runway for the purpose of eliminating instrument approach under IFR. the erosion of the ground surface by the wind forces produced by airplanes at the initiation of takeoff operations.

BUILDING RESTRICTION LINE (BRL): A line which identiﬁ es suitable building area locations on the airport.

C CAPITAL IMPROVEMENT PLAN: The planning program used by the Federal Aviation Administration to identify, prioritize, and distribute Airport Improvement Program funds for airport development and the needs of the National Airspace System to meet speciﬁ ed national goals and objectives.

CARGO SERVICE AIRPORT: An airport served by aircraft providing air transportation of property only, including mail, with an annual aggregate landed weight of at least CLASS A AIRSPACE: See Controlled Airspace. 100,000,000 pounds. CLASS B AIRSPACE: See Controlled Airspace. CATEGORY I: An Instrument Landing System (ILS) that provides acceptable guidance information CLASS C AIRSPACE: See Controlled Airspace. to an aircraft from the coverage limits of the ILS to the point at which the localizer course line intersects CLASS D AIRSPACE: See Controlled Airspace. the glide path at a decision height of 100 feet above the horizontal plane containing the runway threshold. CLASS E AIRSPACE: See Controlled Airspace. CATEGORY II: An ILS that provides acceptable CLASS G AIRSPACE: See Controlled Airspace. guidance information to an aircraft from the coverage limits of the ILS to the point at which the localizer CLEAR ZONE: See Runway Protection Zone. course line intersects the glide path at a decision height of 50 feet above the horizontal plane containing the COMMERCIAL SERVICE AIRPORT: A public runway threshold. airport providing scheduled passenger service that enplanes at least 2,500 annual passengers. CATEGORY III: An ILS that provides acceptable guidance information to a pilot from the coverage

A - 4 Airport Consultants Glossary of Terms COMMON TRAFFIC ADVISORY FREQUENCY: control and are served by a qualifying number A radio frequency identifi ed in the appropriate of IFR operations or passenger enplanements. aeronautical chart which is designated for the purpose of Although individually tailored for each airport, transmitting airport advisory information and procedures Class C airspace typically consists of a surface while operating to or from an uncontrolled airport. area with a fi ve nautical mile (nm) radius and an outer area with a 10 nautical mile radius that COMPASS LOCATOR (LOM): A low power, extends from 1,200 feet to 4,000 feet above the low/medium frequency radio-beacon installed in airport elevation. Two-way radio communication conjunction with the instrument landing system at is required for all aircraft. one or two of the marker sites. • CLASS D: Generally, that airspace from CONICAL SURFACE: An imaginary obstruction- the surface to 2,500 feet above the air port limiting surface defi ned in FAR Part 77 that extends elevation (charted as MSL) surrounding those from the edge of the horizontal surface outward and airports that have an operational control tower. upward at a slope of 20 to 1 for a horizontal distance Class D airspace is individually tailored and of 4,000 feet. confi gured to encompass published instrument approach procedure . Unless otherwise CONTROLLED AIRPORT: An airport that has an authorized, all persons must establish two-way operating airport traffi c control tower. radio communication.

CONTROLLED AIRSPACE: Airspace of defi ned • CLASS E: Generally, controlled airspace dimensions within which air traffi c control services that is not classifi ed as Class A, B, C, or D. are provided to instrument fl ight rules (IFR) and Class E airspace extends upward from either visual fl ight rules (VFR) fl ights in accordance with the surface or a designated altitude to the the airspace classifi cation. Controlled airspace in the overlying or adjacent controlled airspace. When United States is designated as follows: designated as a surface area, the airspace will be confi gured to contain all instrument procedures. • CLASS A: Generally, the airspace from 18,000 Class E airspace encompasses all Victor feet mean sea level (MSL) up to but not including Airways. Only aircraft following fl ight level FL600. All persons must operate their instrument fl ight rules are aircraft under IFR. required to establish two-way radio communication with air traffi c control. • CLASS B: Generally, the airspace • CLASS G: Generally, that airspace not classifi ed from the surface to as Class A, B, C, D, or E. Class G airspace is NM 1 10,000 feet MSL sur- 2 NM uncontrolled for all aircraft. Class G airspace

rounding the nation’s 3 NM extends from the surface to the overlying Class busiest airports. The E airspace. confi guration of Class B airspace is unique CONTROLLED FIRING AREA: See special-use to each airport, but airspace. typically consists of two or more layers of air space and is designed to contain all published in- CROSSWIND: A wind that is not parallel to a runway strument approach procedures to the airport. An centerline or to the intended fl ight path of an aircraft. air traffi c control clearance is required for all aircraft to operate in the area. CROSSWIND COMPONENT: The component of wind that is at a right angle to the runway centerline • CLASS C: Generally, the airspace from the surface or the intended fl ight path of an aircraft. to 4,000 feet above the airport elevation (charted as MSL) surrounding those airports that have CROSSWIND LEG: A fl ight path at right angles to the an operational control tower and radar approach landing runway off its upwind end. See “traffi c pattern.”

A - 5 Airport Consultants Glossary of Terms D DISTANCE MEASURING EQUIPMENT (DME): Equipment (airborne and ground) used to measure, in DECIBEL: A unit of noise representing a level nautical miles, the slant range distance of an aircraft relative to a reference of a sound pressure 20 micro from the DME navigational aid. newtons per square meter. DNL: The 24-hour average sound level, in Aweighted DECISION HEIGHT: The height above the end decibels, obtained after the addition of ten decibels of the runway surface at which a decision must be to sound levels for the periods between 10 p.m. and made by a pilot during the ILS or Precision Approach 7 a.m. as averaged over a span of one year. It is the Radar approach to either continue the approach or to FAA standard metric for determining the cumulative execute a missed approach. exposure of individuals to noise. DECLARED DISTANCES: The distances declared DOWNWIND LEG: A fl ight path parallel to the available for the airplane’s takeoff runway, takeoff landing runway in the direction opposite to landing. The distance, accelerate-stop distance, and landing downwind leg normally extends between the crosswind distance requirements. The distances are: leg and the base leg. Also see “traffi c pattern.” • TAKEOFF RUNWAY AVAILABLE (TORA): E The runway length declared available and suitable for the ground run of an airplane taking off. EASEMENT: The legal right of one party to use a portion of the total rights in real estate owned by another • TAKEOFF DISTANCE AVAILABLE (TODA): party. This may include the right of passage over, on, or The TORA plus the length of any remaining below the property; certain air rights above the property, runway and/or clear way beyond the far end of including view rights; and the rights to any specifi ed the TORA. form of development or activity, as well as any other legal rights in the property that may be specifi ed in the • ACCELERATE-STOP DISTANCE easement document. AVAILABLE (ASDA): The runway plus stopway length declared available for the acceleration and ELEVATION: The vertical distance measured in feet deceleration of an aircraft aborting a takeoff. above mean sea level.

• LANDING DISTANCE AVAILABLE (LDA): ENPLANED PASSENGERS: The total number The runway length declared available and suitable of revenue passengers boarding aircraft, including for landing. originating, stop-over, and transfer passengers, in scheduled and nonscheduled services. DEPARTMENT OF TRANSPORTATION: The cabinet level federal government organization ENPLANEMENT: The boarding of a passenger, consisting of modal operating agencies, such as cargo, freight, or mail on an aircraft at an airport. the Federal Aviation Administration, which was established to promote the coordination of federal ENTITLEMENT: Federal funds for which a commercial transportation programs and to act as a focal point for service airport may be eligible based upon its annual research and development efforts in transportation. passenger enplanements.

DISCRETIONARY FUNDS: Federal grant funds that ENVIRONMENTAL ASSESSMENT (EA): An may be appropriated to an airport based upon designation environmental analysis performed pursuant to the by the Secretary of Transportation or Congress to meet National Environmental Policy Act to determine a speciﬁ ed national priority such as enhancing capacity, whether an action would signiﬁ cantly affect the safety, and security, or mitigating noise. environment and thus require a more detailed environmental impact statement. DISPLACED THRESHOLD: A threshold that is located at a point on the runway other than the designated ENVIRONMENTAL AUDIT: An assessment of the beginning of the runway. current status of a party’s compliance with applicable

A - 6 Airport Consultants Glossary of Terms environmental requirements of a party’s environmental FIXED BASE OPERATOR (FBO): A provider of compliance policies, practices, and controls. services to users of an airport. Such services include, but are not limited to, hangaring, fueling, fl ight ENVIRONMENTAL IMPACT STATEMENT training, repair, and maintenance. (EIS): A document required of federal agencies by the National Environmental Policy Act for major projects FLIGHT LEVEL: A designation for altitude within are legislative proposals affecting the environment. It controlled airspace. is a tool for decision-making describing the positive and negative effects of a proposed action and citing FLIGHT SERVICE STATION: An operations alternative actions. facility in the national fl ight advisory system which utilizes data interchange facilities for the collection ESSENTIAL AIR SERVICE: A federal program and dissemination of Notices to Airmen, weather, and which guarantees air carrier service to selected small administrative data and which provides pre-fl ight and cities by providing subsidies as needed to prevent in-fl ight advisory services to pilots through air and these cities from such service. ground based communication facilities.

F FRANGIBLE NAVAID: A navigational aid which retains its structural integrity and stiffness up to FEDERAL AVIATION REGULATIONS: The a designated maximum load, but on impact from a general and permanent rules established by the greater load, breaks, distorts, or yields in such a executive departments and agencies of the Federal manner as to present the minimum hazard to aircraft. Government for aviation, which are published in the Federal Register. These are the aviation subset of the G Code of Federal Regulations. GENERAL AVIATION: That portion of civil FEDERAL INSPECTION SERVICES: The aviation which encompasses all facets of aviation provision of customs and immigration services except air carriers holding a certiﬁ cate of convenience including passport inspection, inspection of baggage, and necessity, and large aircraft commercial operators. the collection of duties on certain imported items, and the inspections for agricultural products, illegal GENERAL AVIATION AIRPORT: An airport that drugs, or other restricted items. provides air service to only general aviation.

FINAL APPROACH: A fl ight path in the direction GLIDESLOPE (GS): Provides vertical guidance of landing along the extended runway centerline. The for aircraft during approach and landing. The glideslope fi nal approach normally extends from the base leg to consists of the following: the runway. See “traffi c pattern.” 1.Electronic components emitting signals which provide vertical guidance by reference to airborne FINAL APPROACH AND TAKEOFF AREA instruments during instrument approaches such (FATO). A defi ned area over which the fi nal phase as ILS; or of the helicopter approach to a hover, or a landing is completed and from which the takeoff is initiated. 2.Visual ground aids, such as VASI, which provide vertical guidance for VFR approach or for the FINAL APPROACH FIX: The designated point at visual portion of an instrument approach and which the fi nal approach segment for an aircraft landing landing. on a runway begins for a non-precision approach. GLOBAL POSITIONING SYSTEM (GPS): A FINDING OF NO SIGNIFICANT IMPACT system of 24 satellites used as reference points to (FONSI): A public document prepared by a Federal enable navigators equipped with GPS receivers to agency that presents the rationale why a proposed determine their latitude, longitude, and altitude. action will not have a signifi cant effect on the environment and for which an environmental impact GROUND ACCESS: The transportation system on statement will not be prepared. and around the airport that provides access to and

A - 7 Airport Consultants Glossary of Terms from the airport by ground transportation vehicles 1. Localizer. for passengers, employees, cargo, freight, and 2. Glide Slope. airport services. 3. Outer Marker. 4. Middle Marker. H 5. Approach Lights. HELIPAD: A designated area for the takeoff, landing, INSTRUMENT METEOROLOGICAL and parking of helicopters. CONDITIONS: Meteorological conditions expressed in terms of specifi c visibility and ceiling HIGH INTENSITY RUNWAY LIGHTS: The conditions that are less than the minimums specifi ed highest classifi cation in terms of intensity or for visual meteorological conditions. brightness for lights designated for use in delineating the sides of a runway. ITINERANT OPERATIONS: Operations by aircraft that are not based at a specifi ed airport. HIGH-SPEED EXIT TAXIWAY: A long radius taxiway designed to expedite aircraft turning off the K runway after landing (at speeds to 60 knots), thus reducing runway occupancy time. KNOTS: A unit of speed length used in navigation that is equivalent to the number of nautical miles HORIZONTAL SURFACE: An imaginary traveled in one hour. obstruction- limiting surface defi ned in FAR Part 77 that is specifi ed as a portion of a horizontal plane L surrounding a runway located 150 feet above the established airport elevation. The specifi c horizontal LANDSIDE: The portion of an airport that provides dimensions of this surface are a function of the types the facilities necessary for the processing of passengers, of approaches existing or planned for the runway. cargo, freight, and ground transportation vehicles.

LANDING DISTANCE AVAILABLE (LDA): See I declared distances. INITIAL APPROACH FIX: The designated point at which the initial approach segment begins for an LARGE AIRPLANE: An airplane that has a maximum instrument approach to a runway. certiﬁ ed takeoff weight in excess of 12,500 pounds.

INSTRUMENT APPROACH PROCEDURE: A LOCAL AREA AUGMENTATION SYSTEM: series of predetermined maneuvers for the orderly A differential GPS system that provides localized transfer of an aircraft under instrument fl ight measurement correction signals to the basic GPS conditions from the beginning of the initial approach signals to improve navigational accuracy integrity, to a landing, or to a point from which a landing may continuity, and availability. be made visually. LOCAL OPERATIONS: Aircraft operations INSTRUMENT FLIGHT RULES (IFR): performed by aircraft that are based at the airport and Procedures for the conduct of fl ight in weather that operate in the local traffi c pattern or within sight conditions below Visual Flight Rules weather of the airport, that are known to be departing for or minimums. The term IFR is often also used to defi ne arriving from fl ights in local practice areas within a weather conditions and the type of fl ight plan under prescribed distance from the airport, or that execute which an aircraft is operating. simulated instrument approaches at the airport.

INSTRUMENT LANDING SYSTEM (ILS): A LOCAL TRAFFIC: Aircraft operating in the trafﬁ c precision instrument approach system which normally pattern or within sight of the tower, or aircraft known consists of the following electronic components and to be departing or arriving from the local practice visual aids: areas, or aircraft executing practice instrument

A - 8 Airport Consultants Glossary of Terms approach procedures. Typically, this includes touch 1. When the aircraft has descended to the decision and-go training operations. height and has not established visual contact; or

LOCALIZER: The component of an ILS which 2. When directed by air trafﬁ c control to pull up or to go provides course guidance to the runway. around again.

LOCALIZER TYPE DIRECTIONAL AID MOVEMENT AREA: The runways, taxiways, (LDA): A facility of comparable utility and accuracy and other areas of an airport which are utilized for to a localizer, but is not part of a complete ILS and is taxiing/hover taxiing, air taxiing, takeoff, and landing not aligned with the runway. of aircraft, exclusive of loading ramps and parking areas. At those airports with a tower, air traffi c control LONG RANGE NAVIGATION SYSTEM clearance is required for entry onto the movement area. (LORAN): Long range navigation is an electronic navigational aid which determines aircraft position N and speed by measuring the difference in the time of reception of synchronized pulse signals from NATIONAL AIRSPACE SYSTEM: The network two fi xed transmitters. Loran is used for en route of air traffi c control facilities, air traffi c control areas, navigation. and navigational facilities through the U.S.

NATIONAL PLAN OF INTEGRATED AIRPORT LOW INTENSITY RUNWAY LIGHTS: The lowest SYSTEMS: The national airport system plan clas- siﬁ cation in terms of intensity or brightness for developed by the Secretary of Transportation on lights designated for use in delineating the sides of a a biannual basis for the development of public use runway. airports to meet national air transportation needs.

M NATIONAL TRANSPORTATION SAFETY BOARD: A federal government organization MEDIUM INTENSITY RUNWAY LIGHTS: established to investigate and determine the probable The middle classifi cation in terms of intensity or cause of transportation accidents, to recommend brightness for lights designated for use in delineating equipment and procedures to enhance transportation the sides of a runway. safety, and to review on appeal the suspension or revocation of any certifi cates or licenses issued by the MICROWAVE LANDING SYSTEM (MLS): Secretary of Transportation. An instrument approach and landing system that provides precision guidance in azimuth, elevation, NAUTICAL MILE: A unit of length used in and distance measurement. navigation which is equivalent to the distance spanned by one minute of arc in latitude, that is, 1,852 meters MILITARY OPERATIONS: Aircraft operations or 6,076 feet. It is equivalent to approximately 1.15 that are performed in military aircraft. statute mile. MILITARY OPERATIONS AREA (MOA): See NAVAID: A term used to describe any electrical or special-use airspace visual air navigational aids, lights, signs, and associated supporting equipment (i.e. PAPI, VASI, ILS, etc.) MILITARY TRAINING ROUTE: An air route depicted on aeronautical charts for the conduct of NAVIGATIONAL AID: A facility used as, available military fl ight training at speeds above 250 knots. for use as, or designed for use as an aid to air navigation. MISSED APPROACH COURSE (MAC): The fl ight route to be followed if, after an instrument NOISE CONTOUR: A continuous line on a map of approach, a landing is not affected, and occurring the airport vicinity connecting all points of the same normally: noise exposure level.

A - 9 Airport Consultants Glossary of Terms NON-DIRECTIONAL BEACON (NDB): A beacon centerline, indicating to the pilot that he/she is passing transmitting nondirectional signals whereby the over the facility and can begin fi nal approach. pilot of an aircraft equipped with direction fi nding equipment can determine his or her bearing to and P from the radio beacon and home on, or track to, the station. When the radio beacon is installed in PILOT CONTROLLED LIGHTING: Runway conjunction with the Instrument Landing System lighting systems at an airport that are controlled by marker, it is normally called a Compass Locator. activating the microphone of a pilot on a specifi ed radio frequency. NON-PRECISION APPROACH PROCEDURE: A standard instrument approach procedure in which PRECISION APPROACH: A standard instrument no electronic glide slope is provided, such as VOR, approach procedure which provides runway TACAN, NDB, or LOC. alignment and glide slope (descent) information. It is categorized as follows: NOTICE TO AIRMEN: A notice containing information concerning the establishment, condition, • CATEGORY I (CAT I): A precision approach or change in any component of or hazard in the which provides for approaches with a decision National Airspace System, the height of not less than 200 feet and visibility not timely knowledge of which is considered essential to less than 1/2 mile or Runway Visual Range (RVR) personnel concerned with fl ight operations. 2400 (RVR 1800) with operative touchdown zone and runway centerline lights. O • CATEGORY II (CAT II): A precision OBJECT FREE AREA (OFA): An area on the approach which provides for approaches with ground centered on a runway, taxiway, or taxilane a decision height of not less than 100 feet and centerline provided to enhance the safety of aircraft visibility not less than 1200 feet RVR. operations by having the area free of objects, except for objects that need to be located in the OFA for air • CATEGORY III (CAT III): A precision approach navigation or aircraft ground maneuvering purposes. which provides for approaches with minima less than Category II. OBSTACLE FREE ZONE (OFZ): The airspace below 150 feet above the established airport elevation PRECISION APPROACH PATH INDICATOR and along the runway and extended runway centerline (PAPI): A lighting system providing visual that is required to be kept clear of all objects, except approach slope guidance to aircraft during a for frangible visual NAVAIDs that need to be located landing approach. It is similar to a VASI but in the OFZ because of their function, in order to provides a sharper transition between the colored provide clearance for aircraft landing or taking off indicator lights. from the runway, and for missed approaches. PRECISION APPROACH RADAR: A radar ONE-ENGINE INOPERABLE SURFACE: A facility in the terminal air traffi c control system used surface emanating from the runway end at a slope to detect and display with a high degree of accuracy ratio of 62.5:1. Air carrier airports are required to the direction, range, and elevation of an aircraft on the maintain a technical drawing of this surface depicting fi nal approach to a runway. any object penetrations by January 1, 2010. PRECISION OBJECT FREE AREA (POFA): An OPERATION: The take-off, landing, or touch-and- area centered on the extended runway centerline, go procedure by an aircraft on a runway at an airport. beginning at the runway threshold and extending behind the runway threshold that is 200 feet long OUTER MARKER (OM): An ILS navigation facility by 800 feet wide. The POFA is a clearing standard in the terminal area navigation system located four to which requires the POFA to be kept clear of above seven miles from the runway edge on the extended ground objects protruding above the runway safety

A - 10 Airport Consultants Glossary of Terms area edge elevation (except for frangible NAVAIDS). RNAV: Area navigation - airborne equipment The POFA applies to all new authorized instrument which permits fl ights over determined tracks within approach procedures with less than 3/4 mile visibility. prescribed accuracy tolerances without the need to overfl y ground-based navigation facilities. Used en PRIMARY AIRPORT: A commercial service airport route and for approaches to an airport. that enplanes at least 10,000 annual passengers. RUNWAY: A defi ned rectangular area on an airport PRIMARY SURFACE: An imaginary obstruction prepared for aircraft landing and takeoff. Runways limiting surface defi ned in FAR Part 77 that is are normally numbered in relation to their magnetic specifi ed as a rectangular surface longitudinally direction, rounded off to the nearest 10 degrees. For centered about a runway. The specifi c dimensions of example, a runway with a magnetic heading of 180 this surface are a function of the types of approaches would be designated Runway 18. The runway heading existing or planned for the runway. on the opposite end of the runway is 180 degrees from that runway end. For example, the opposite PROHIBITED AREA: See special-use airspace. runway heading for Runway 18 would be Runway 36 (magnetic heading of 360). Aircraft can takeoff or land PVC: Poor visibility and ceiling. Used in determining from either end of a runway, depending upon wind Annual Service Volume. PVC conditions exist when direction. the cloud ceiling is less than 500 feet and visibility is less than one mile. RUNWAY ALIGNMENT INDICATOR LIGHT: A series of high intensity sequentially fl ashing R lights installed on the extended centerline of the runway usually in conjunction with an approach RADIAL: A navigational signal generated by a lighting system. Very High Frequency Omni-directional Range or VORTAC station that is measured as an azimuth RUNWAY END IDENTIFIER LIGHTS (REIL): from the station. Two synchronized fl ashing lights, one on each side of the runway threshold, which provide rapid and REGRESSION ANALYSIS: A statistical technique positive identifi cation of the approach end of a that seeks to identify and quantify the relationships particular runway. between factors associated with a forecast. RUNWAY GRADIENT: The average slope, measured REMOTE COMMUNICATIONS OUTLET in percent, between the two ends of a runway. (RCO): An unstaffed transmitter receiver/facility remotely controlled by air traffi c personnel. RUNWAY PROTECTION ZONE (RPZ): An RCOs serve fl ight service stations (FSSs). RCOs area off the runway end to enhance the protection were established to provide ground-to-ground of people and property on the ground. The RPZ is communications between air traffi c control specialists trapezoidal in shape. Its dimensions are determined and pilots at satellite airports for delivering en route by the aircraft approach speed and runway approach clearances, issuing departure authorizations, and type and minima. acknowledging instrument fl ight rules cancellations or departure/landing times. RUNWAY SAFETY AREA (RSA): A defi ned surface surrounding the runway prepared or suitable REMOTE TRANSMITTER/RECEIVER (RTR): for reducing the risk of damage to airplanes in the See remote communications outlet. RTRs serve event of an undershoot, overshoot, or excursion from ARTCCs. the runway. RELIEVER AIRPORT: An airport to serve general RUNWAY VISIBILITY ZONE (RVZ): An area aviation aircraft which might otherwise use a congested on the airport to be kept clear of permanent objects air-carrier served airport. so that there is an unobstructed line of- site from any point fi ve feet above the runway centerline to RESTRICTED AREA: See special-use airspace.

A - 11 Airport Consultants Glossary of Terms any point fi ve feet above an intersecting runway lateral dimensions established outside Class A centerline. airspace to separate/segregate certain military activities from instrument fl ight rule (IFR) traffi c RUNWAY VISUAL RANGE (RVR): An and to identify for visual fl ight rule (VFR) traffi c instrumentally derived value, in feet, representing the where these activities are conducted. horizontal distance a pilot can see down the runway from the runway end. • PROHIBITED AREA: Designated airspace within which the fl ight of aircraft is prohibited. S • RESTRICTED AREA: Airspace designated SCOPE: The document that identifi es and defi nes the under Federal Aviation Regulation (FAR) 73, tasks, emphasis, and level of effort associated with a within which the fl ight of aircraft, while not wholly project or study. prohibited, is subject to restriction. Most restricted areas are designated joint use. When not in use SEGMENTED CIRCLE: A system of visual indicators by the using agency, IFR/VFR operations can be designed to provide traffi c pattern information at authorized by the controlling air traffi c control airports without operating control towers. facility.

SHOULDER: An area adjacent to the edge of paved • WARNING AREA: Airspace which may contain runways, taxiways, or aprons providing a transition hazards to nonparticipating aircraft. between the pavement and the adjacent surface; support for aircraft running off the pavement; STANDARD INSTRUMENT DEPARTURE enhanced drainage; and blast protection. The shoulder (SID): A preplanned coded air traffi c control IFR does not necessarily need to be paved. departure routing, preprinted for pilot use in graphic and textual form only. SLANT-RANGE DISTANCE: The straight line distance between an aircraft and a point on the ground. STANDARD INSTRUMENT DEPARTURE PROCEDURES: A published standard fl ight SMALL AIRPLANE: An airplane that has a maximum procedure to be utilized following takeoff to provide certifi ed takeoff weight of up to 12,500 pounds. a transition between the airport and the terminal area or en route airspace. SPECIAL-USE AIRSPACE: Airspace of defi ned dimensions identifi ed by a surface area wherein STANDARD TERMINAL ARRIVAL ROUTE activities must be confi ned because of their nature (STAR): A preplanned coded air traffi c control IFR and/or wherein limitations may be imposed upon arrival routing, preprinted for pilot use in graphic and aircraft operations that are not a part of those activities. textual or textual form only. Special-use airspace classifi cations include: STOP-AND-GO: A procedure wherein an aircraft • ALERT AREA: Airspace which may contain will land, make a complete stop on the runway, and a high volume of pilot training activities or an then commence a takeoff from that point. A stop-and- unusual type of aerial activity, neither of which is go is recorded as two operations: one operation for hazardous to aircraft. the landing and one operation for the takeoff.

• CONTROLLED FIRING AREA: Airspace STOPWAY: An area beyond the end of a takeoff wherein activities are conducted under runway that is designed to support an aircraft during conditions so controlled as to eliminate hazards to an aborted takeoff without causing structural damage nonparticipating aircraft and to ensure the safety of to the aircraft. It is not to be used for takeoff, landing, persons or property on the ground. or taxiing by aircraft.

• MILITARY OPERATIONS AREA (MOA): STRAIGHT-IN LANDING/APPROACH: A Designated airspace with deﬁ ned vertical and landing made on a runway aligned within 30 degrees

A - 12 Airport Consultants Glossary of Terms of the ﬁ nal approach course following completion of two operations: one operation for the landing and one an instrument approach. operation for the takeoff.

T TOUCHDOWN: The point at which a landing aircraft makes contact with the runway surface. TACTICAL AIR NAVIGATION (TACAN): An ultrahigh frequency electronic air navigation TOUCHDOWN AND LIFT-OFF AREA (TLOF): system which provides suitably-equipped aircraft a A load bearing, generally paved area, normally continuous indication of bearing and distance to the centered in the FATO, on which the helicopter lands TACAN station. or takes off.

TAKEOFF RUNWAY AVAILABLE (TORA): TOUCHDOWN ZONE (TDZ): The ﬁ rst 3,000 feet See declared distances. of the runway beginning at the threshold.

TAKEOFF DISTANCE AVAILABLE (TODA): TOUCHDOWN ZONE ELEVATION (TDZE): See declared distances. The highest elevation in the touchdown zone.

TAXILANE: The portion of the aircraft parking TOUCHDOWN ZONE (TDZ) LIGHTING: Two area used for access between taxiways and aircraft rows of transverse light bars located symmetrically parking positions. about the runway centerline normally at 100- foot intervals. The basic system extends 3,000 feet along TAXIWAY: A deﬁ ned path established for the taxiing the runway. of aircraft from one part of an airport to another.

TAXIWAY SAFETY AREA (TSA): A defi ned TRAFFIC PATTERN: The traffi c fl ow that is surface alongside the taxiway prepared or suitable prescribed for aircraft landing at or taking off from an for reducing the risk of damage to an airplane airport. The components of a typical traffi c pattern are unintentionally departing the taxiway. the upwind leg, crosswind leg, downwind leg, base leg, and fi nal approach. TERMINAL INSTRUMENT PROCEDURES: Published fl ight procedures for conducting instrument approaches to runways under instrument meteorological conditions.

TERMINAL RADAR APPROACH CONTROL: An element of the air traffi c control system responsible for monitoring the en-route and terminal segment of air traffi c in the airspace surrounding airports with U moderate to high levels of air traffi c. UNCONTROLLED AIRPORT: An airport without TETRAHEDRON: A device used as a landing an air traffi c control tower at which the control of direction indicator. The small end of the tetrahedron Visual Flight Rules traffi c is not exercised. points in the direction of landing. UNCONTROLLED AIRSPACE: Airspace within THRESHOLD: The beginning of that portion of the which aircraft are not subject to air traffi c control. runway available for landing. In some instances the landing threshold may be displaced. UNIVERSAL COMMUNICATION (UNICOM): A nongovernment communication facility which TOUCH-AND-GO: An operation by an aircraft that may provide airport information at certain airports. lands and departs on a runway without stopping or Locations and frequencies of UNICOM’s are shown exiting the runway. A touch-and go is recorded as on aeronautical charts and publications.

A - 13 Airport Consultants Glossary of Terms UPWIND LEG: A fl ight VISUAL FLIGHT RULES (VFR): Rules that path parallel to the landing govern the procedures for conducting fl ight under runway in the direction visual conditions. The term VFR is also used in the of landing. See “traffi c United States to indicate weather conditions that are pattern.” equal to or greater than minimum VFR requirements. In addition, it is used by pilots and controllers to indicate type of fl ight plan. V VISUAL METEOROLOGICAL CONDITIONS: VECTOR: A heading issued to an aircraft to provide Meteorological conditions expressed in terms of navigational guidance by radar. specifi c visibility and ceiling conditions which are equal to or greater than the threshold values for VERY HIGH FREQUENCY/ instrument meteorological conditions. OMNIDIRECTIONAL RANGE (VOR): A ground- based electronic navigation aid transmitting very high VOR: See “Very High Frequency Omnidirectional frequency navigation signals, 360 degrees in azimuth, Range Station.” oriented from magnetic north. Used as the basis for navigation in the national airspace system. The VOR VORTAC: See “Very High Frequency Omnidirectional periodically identifi es itself by Morse Code and may Range Station/Tactical Air Navigation.” have an additional voice identifi cation feature. W VERY HIGH FREQUENCY OMNI- DIRECTIONAL RANGE/ TACTICAL AIR WARNING AREA: See special-use airspace. NAVIGATION (VORTAC): A navigation aid providing VOR azimuth, TACAN azimuth, and WIDE AREA AUGMENTATION SYSTEM: An TACAN distance-measuring equipment (DME) at enhancement of the Global Positioning System that one site. includes integrity broadcasts, differential corrections, and additional ranging signals for the purpose of VICTOR AIRWAY: A control area or portion thereof providing the accuracy, integrity, availability, and established in the form of a corridor, the centerline of continuity required to support all phases of fl ight. which is defi ned by radio navigational aids.

VISUAL APPROACH: An approach wherein an aircraft on an IFR fl ight plan, operating in VFR conditions under the control of an air traffi c control facility and having an air traffi c 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 during approach to landing by radiating a directional pattern of high intensity red and white focused light beams which indicate to the pilot that he is on path if he sees red/white, above path if white/white, and below path if red/red. Some airports serving large aircraft have three-bar VASI’s which provide two visual guide paths to the same runway.

A - 14 Airport Consultants Abbreviations AC: advisory circular AWOS: automated weather observation station

ADF: automatic direction ﬁ nder BRL: building restriction line

ADG: airplane design group CFR: Code of Federal Regulation

AFSS: automated ﬂ ight service station CIP: capital improvement program

AGL: above ground level DME: distance measuring equipment

AIA: annual instrument approach DNL: day-night noise level

AIP: Airport Improvement Program DWL: runway weight bearing capacity of aircraft with dual-wheel type landing gear AIR-21: Wendell H. Ford Aviation Investment and Reform Act for the 21st Century DTWL: runway weight bearing capacity of aircraft with dual-tandem type landing gear ALS: approach lighting system FAA: Federal Aviation Administration ALSF-1: standard 2,400-foot high intensity approach lighting system with sequenced fl ashers FAR: Federal Aviation Regulation (CAT I confi guration) FBO: fi xed base operator ALSF-2: standard 2,400-foot high intensity approach lighting system with sequenced fl ashers FY: fi scal year (CAT II confi guration) GPS: global positioning system AOA: Aircraft Operation Area GS: glide slope APV: instrument approach procedure with vertical guidance HIRL: high intensity runway edge lighting

ARC: airport reference code IFR: instrument ﬂ ight rules (FAR Part 91)

ARFF: aircraft rescue and ﬁ re ﬁ ghting ILS: instrument landing system

ARP: airport reference point IM: inner marker

ARTCC: air route trafﬁ c control center LDA: localizer type directional aid

ASDA: accelerate-stop distance available LDA: landing distance available

ASR: airport surveillance radar LIRL: low intensity runway edge lighting

ASOS: automated surface observation station LMM: compass locator at ILS outer marker

ATCT: airport trafﬁ c control tower LORAN: long range navigation

ATIS: automated terminal information service MALS: midium intensity approach lighting system with indicator lights AVGAS: aviation gasoline - typically 100 low lead (100L)

A - 15 Airport Consultants Abbreviations MIRL: medium intensity runway edge lighting PVC: poor visibility and ceiling

MITL: medium intensity taxiway edge lighting RCO: remote communications outlet

MLS: microwave landing system REIL: runway end identiﬁ er lighting

MM: middle marker RNAV: area navigation

MOA: military operations area RPZ: runway protection zone

MSL: mean sea level RSA: runway safety area

NAVAID: navigational aid RTR: remote transmitter/receiver

NDB: nondirectional radio beacon RVR: runway visibility range

NM: nautical mile (6,076.1 feet) RVZ: runway visibility zone

NPES: National Pollutant Discharge Elimination SALS: short approach lighting system System SASP: state aviation system plan NPIAS: National Plan of Integrated Airport Systems SEL: sound exposure level NPRM: notice of proposed rule making 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: simpliﬁ ed short approach lighting system OM: outer marker with runway alignment indicator lights

PAC: planning advisory committee STAR: standard terminal arrival route

PAPI: precision approach path indicator SWL: runway weight bearing capacity for aircraft with single-wheel tandem type landing gear PFC: porous friction course TACAN: tactical air navigational aid PFC: passenger facility charge TAF: Federal Aviation Administration (FAA) PCL: pilot-controlled lighting Terminal Area Forecast

PIW public information workshop TLOF: Touchdown and lift-off

PLASI: pulsating visual approach slope indicator TDZ: touchdown zone

POFA: precision object free area TDZE: touchdown zone elevation

PVASI: pulsating/steady visual approach slope indicator TODA: takeoff distance available

A - 16 Airport Consultants Abbreviations TORA: takeoff runway available

TRACON: terminal radar approach control

VASI: visual approach slope indicator

VFR: visual ﬂ ight rules (FAR Part 91)

VHF: very high frequency

VOR: very high frequency omni-directional range

VORTAC: VOR and TACAN collocated

A - 17 Airport Consultants Airport Consultants

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