AIRPORT COOPERATIVE RESEARCH ACRP PROGRAM REPORT 58

Sponsored by the Federal Aviation Administration Airport Industry Familiarization and Training for Part-Time Airport Policy Makers ACRP OVERSIGHT COMMITTEE* TRANSPORTATION RESEARCH BOARD 2011 EXECUTIVE COMMITTEE*

CHAIR OFFICERS James Wilding CHAIR: Neil J. Pedersen, Consultant, Silver Spring, MD Metropolitan Washington Airports Authority (re- VICE CHAIR: Sandra Rosenbloom, Professor of Planning, University of Arizona, Tucson tired) EXECUTIVE DIRECTOR: Robert E. Skinner, Jr., Transportation Research Board

VICE CHAIR MEMBERS Jeff Hamiel Minneapolis–St. Paul J. Barry Barker, Executive Director, Transit Authority of River City, Louisville, KY Metropolitan Airports Commission Deborah H. Butler, Executive Vice President, Planning, and CIO, Norfolk Southern Corporation, Norfolk, VA MEMBERS William A.V. Clark, Professor, Department of Geography, University of California, Los Angeles James Crites Eugene A. Conti, Jr., Secretary of Transportation, North Carolina DOT, Raleigh Dallas–Fort Worth International Airport James M. Crites, Executive Vice President of Operations, Dallas-Fort Worth International Airport, TX Richard de Neufville Paula J. Hammond, Secretary, Washington State DOT, Olympia Massachusetts Institute of Technology Michael W. Hancock, Secretary, Kentucky Transportation Cabinet, Frankfort Kevin C. Dolliole Adib K. Kanafani, Cahill Professor of Civil Engineering, University of California, Berkeley Unison Consulting John K. Duval Michael P. Lewis, Director, Rhode Island DOT, Providence Austin Commercial, LP Susan Martinovich, Director, Nevada DOT, Carson City Kitty Freidheim Joan McDonald, Commissioner, New York State DOT, Albany Freidheim Consulting Michael R. Morris, Director of Transportation, North Central Texas Council of Governments, Arlington Steve Grossman Tracy L. Rosser, Vice President, Regional General Manager, Wal-Mart Stores, Inc., Mandeville, LA Jacksonville Aviation Authority Tom Jensen Steven T. Scalzo, Chief Operating Officer, Marine Resources Group, Seattle, WA National Safe Skies Alliance Henry G. (Gerry) Schwartz, Jr., Chairman (retired), Jacobs/Sverdrup Civil, Inc., St. Louis, MO Catherine M. Lang Beverly A. Scott, General Manager and CEO, Metropolitan Atlanta Rapid Transit Authority, Atlanta, GA Federal Aviation Administration David Seltzer, Principal, Mercator Advisors LLC, Philadelphia, PA Gina Marie Lindsey Lawrence A. Selzer, President and CEO, The Conservation Fund, Arlington, VA Los Angeles World Airports Carolyn Motz Kumares C. Sinha, Olson Distinguished Professor of Civil Engineering, Purdue University, West Airport Design Consultants, Inc. Lafayette, IN Richard Tucker Thomas K. Sorel, Commissioner, Minnesota DOT, St. Paul Huntsville International Airport Daniel Sperling, Professor of Civil Engineering and Environmental Science and Policy; Director, Institute of Transportation Studies; and Interim Director, Energy Efficiency Center, University of California, Davis EX OFFICIO MEMBERS Kirk T. Steudle, Director, Michigan DOT, Lansing Paula P. Hochstetler Douglas W. Stotlar, President and CEO, Con-Way, Inc., Ann Arbor, MI Airport Consultants Council C. Michael Walton, Ernest H. Cockrell Centennial Chair in Engineering, University of Texas, Austin Sabrina Johnson U.S. Environmental Protection Agency EX OFFICIO MEMBERS Richard Marchi Airports Council International—North America J. Randolph Babbitt, Administrator, Federal Aviation Administration, U.S.DOT Laura McKee Rebecca M. Brewster, President and COO, American Transportation Research Institute, Smyrna, GA Air Transport Association of America Anne S. Ferro, Administrator, Federal Motor Carrier Safety Administration, U.S.DOT Henry Ogrodzinski National Association of State Aviation Officials LeRoy Gishi, Chief, Division of Transportation, Bureau of Indian Affairs, U.S. Department of the Melissa Sabatine Interior, Washington, DC American Association of Airport Executives John T. Gray, Senior Vice President, Policy and Economics, Association of American Railroads, Robert E. Skinner, Jr. Washington, DC Transportation Research Board John C. Horsley, Executive Director, American Association of State Highway and Transportation Officials, Washington, DC SECRETARY David T. Matsuda, Deputy Administrator, Maritime Administration, U.S.DOT Christopher W. Jenks Michael P. Melaniphy, President, American Public Transportation Association, Washington, DC Transportation Research Board Victor M. Mendez, Administrator, Federal Highway Administration, U.S.DOT Tara O’Toole, Under Secretary for Science and Technology, U.S. Department of Homeland Security, Washington, DC Robert J. Papp (Adm., U.S. Coast Guard), Commandant, U.S. Coast Guard, U.S. Department of Homeland Security, Washington, DC Cynthia L. Quarterman, Administrator, Pipeline and Hazardous Materials Safety Administration, U.S.DOT Peter M. Rogoff, Administrator, Federal Transit Administration, U.S.DOT David L. Strickland, Administrator, National Highway Traffic Safety Administration, U.S.DOT Joseph C. Szabo, Administrator, Federal Railroad Administration, U.S.DOT Polly Trottenberg, Assistant Secretary for Transportation Policy, U.S.DOT Robert L. Van Antwerp (Lt. Gen., U.S. Army), Chief of Engineers and Commanding General, U.S. Army Corps of Engineers, Washington, DC Barry R. Wallerstein, Executive Officer, South Coast Air Quality Management District, Diamond Bar, CA Gregory D. Winfree, Acting Administrator, Research and Innovative Technology Administration, U.S.DOT

*Membership as of July 2011. *Membership as of November 2011. AIRPORT COOPERATIVE RESEARCH PROGRAM

ACRP REPORT 58

Airport Industry Familiarization and Training for Part-Time Airport Policy Makers

DELTA AIRPORT CONSULTANTS, INC. Richmond, VA

Subscriber Categories Aviation

Research sponsored by the Federal Aviation Administration

TRANSPORTATION RESEARCH BOARD

WASHINGTON, D.C. 2011 www.TRB.org AIRPORT COOPERATIVE RESEARCH PROGRAM ACRP REPORT 58

Airports are vital national resources. They serve a key role in trans- Project 11-02/Task 15 portation of people and goods and in regional, national, and inter- ISSN 1935-9802 national commerce. They are where the nation’s aviation system ISBN 978-0-309-21370-7 connects with other modes of transportation and where federal respon- Library of Congress Control Number 2011941840 sibility for managing and regulating air traffic operations intersects with the role of state and local governments that own and operate most © 2011 National Academy of Sciences. All rights reserved. airports. Research is necessary to solve common operating problems, to adapt appropriate new technologies from other industries, and to introduce innovations into the airport industry. The Airport Coopera- COPYRIGHT INFORMATION tive Research Program (ACRP) serves as one of the principal means by which the airport industry can develop innovative near-term solutions Authors herein are responsible for the authenticity of their materials and for obtaining written permissions from publishers or persons who own the copyright to any previously to meet demands placed on it. published or copyrighted material used herein. The need for ACRP was identified in TRB Special Report 272: Airport Research Needs: Cooperative Solutions in 2003, based on a study spon- Cooperative Research Programs (CRP) grants permission to reproduce material in this sored by the Federal Aviation Administration (FAA). The ACRP carries publication for classroom and not-for-profit purposes. Permission is given with the understanding that none of the material will be used to imply TRB or FAA endorsement out applied research on problems that are shared by airport operating of a particular product, method, or practice. It is expected that those reproducing the agencies and are not being adequately addressed by existing federal material in this document for educational and not-for-profit uses will give appropriate research programs. It is modeled after the successful National Coopera- acknowledgment of the source of any reprinted or reproduced material. For other uses of tive Highway Research Program and Transit Cooperative Research Pro- the material, request permission from CRP. gram. The ACRP undertakes research and other technical activities in a variety of airport subject areas, including design, construction, mainte- nance, operations, safety, security, policy, planning, human resources, NOTICE and administration. The ACRP provides a forum where airport opera- tors can cooperatively address common operational problems. The project that is the subject of this report was a part of the Airport Cooperative Research The ACRP was authorized in December 2003 as part of the Vision Program, conducted by the Transportation Research Board with the approval of the Governing Board of the National Research Council. 100-Century of Aviation Reauthorization Act. The primary partici- pants in the ACRP are (1) an independent governing board, the ACRP The members of the technical panel selected to monitor this project and to review this Oversight Committee (AOC), appointed by the Secretary of the U.S. report were chosen for their special competencies and with regard for appropriate balance. The report was reviewed by the technical panel and accepted for publication according to Department of Transportation with representation from airport oper- procedures established and overseen by the Transportation Research Board and approved ating agencies, other stakeholders, and relevant industry organizations by the Governing Board of the National Research Council. such as the Airports Council International-North America (ACI-NA), The opinions and conclusions expressed or implied in this report are those of the the American Association of Airport Executives (AAAE), the National researchers who performed the research and are not necessarily those of the Transportation Association of State Aviation Officials (NASAO), and the Air Transport Research Board, the National Research Council, or the program sponsors. Association (ATA) as vital links to the airport community; (2) the TRB The Transportation Research Board of the National Academies, the National Research as program manager and secretariat for the governing board; and Council, and the sponsors of the Airport Cooperative Research Program do not endorse (3) the FAA as program sponsor. In October 2005, the FAA executed a products or manufacturers. Trade or manufacturers’ names appear herein solely because contract with the National Academies formally initiating the program. they are considered essential to the object of the report. The ACRP benefits from the cooperation and participation of airport professionals, air carriers, shippers, state and local government officials, equipment and service suppliers, other airport users, and research orga- nizations. Each of these participants has different interests and respon- sibilities, and each is an integral part of this cooperative research effort. Research problem statements for the ACRP are solicited periodically but may be submitted to the TRB by anyone at any time. It is the responsibility of the AOC to formulate the research program by iden- tifying the highest priority projects and defining funding levels and expected products. Once selected, each ACRP project is assigned to an expert panel, appointed by the TRB. Panels include experienced practitioners and research specialists; heavy emphasis is placed on including airport pro- fessionals, the intended users of the research products. The panels pre- pare project statements (requests for proposals), select contractors, and provide technical guidance and counsel throughout the life of the project. The process for developing research problem statements and Published reports of the selecting research agencies has been used by TRB in managing cooper- AIRPORT COOPERATIVE RESEARCH PROGRAM ative research programs since 1962. As in other TRB activities, ACRP project panels serve voluntarily without compensation. are available from: Primary emphasis is placed on disseminating ACRP results to the Transportation Research Board intended end-users of the research: airport operating agencies, service Business Office 500 Fifth Street, NW providers, and suppliers. The ACRP produces a series of research Washington, DC 20001 reports for use by airport operators, local agencies, the FAA, and other interested parties, and industry associations may arrange for work- and can be ordered through the Internet at shops, training aids, field visits, and other activities to ensure that http://www.national-academies.org/trb/bookstore results are implemented by airport-industry practitioners. Printed in the United States of America The National Academy of Sciences is a private, nonprofit, self-perpetuating society of distinguished scholars engaged in scientific and engineering research, dedicated to the furtherance of science and technology and to their use for the general welfare. On the authority of the charter granted to it by the Congress in 1863, the Academy has a mandate that requires it to advise the federal government on scientific and technical matters. Dr. Ralph J. Cicerone is president of the National Academy of Sciences. The National Academy of Engineering was established in 1964, under the charter of the National Academy of Sciences, as a parallel organization of outstanding engineers. It is autonomous in its administration and in the selection of its members, sharing with the National Academy of Sciences the responsibility for advising the federal government. The National Academy of Engineering also sponsors engineering programs aimed at meeting national needs, encourages education and research, and recognizes the superior achievements of engineers. Dr. Charles M. Vest is president of the National Academy of Engineering. The Institute of Medicine was established in 1970 by the National Academy of Sciences to secure the services of eminent members of appropriate professions in the examination of policy matters pertaining to the health of the public. The Institute acts under the responsibility given to the National Academy of Sciences by its congressional charter to be an adviser to the federal government and, on its own initiative, to identify issues of medical care, research, and education. Dr. Harvey V. Fineberg is president of the Institute of Medicine.

The National Research Council was organized by the National Academy of Sciences in 1916 to associate the broad community of science and technology with the Academy’s purposes of furthering knowledge and advising the federal government. Functioning in accordance with general policies determined by the Academy, the Council has become the principal operating agency of both the National Academy of Sciences and the National Academy of Engineering in providing services to the government, the public, and the scientific and engineering communities. The Council is administered jointly by both Academies and the Institute of Medicine. Dr. Ralph J. Cicerone and Dr. Charles M. Vest are chair and vice chair, respectively, of the National Research Council.

The Transportation Research Board is one of six major divisions of the National Research Council. The mission of the Transporta- tion Research Board is to provide leadership in transportation innovation and progress through research and information exchange, conducted within a setting that is objective, interdisciplinary, and multimodal. The Board’s varied activities annually engage about 7,000 engineers, scientists, and other transportation researchers and practitioners from the public and private sectors and academia, all of whom contribute their expertise in the public interest. The program is supported by state transportation departments, federal agencies including the component administrations of the U.S. Department of Transportation, and other organizations and individu- als interested in the development of transportation. www.TRB.org

www.national-academies.org COOPERATIVE RESEARCH PROGRAMS

CRP STAFF FOR ACRP REPORT 58

Christopher W. Jenks, Director, Cooperative Research Programs Crawford F. Jencks, Deputy Director, Cooperative Research Programs Michael R. Salamone, ACRP Manager Joseph J. Brown-Snell, Program Associate Eileen P. Delaney, Director of Publications Margaret B. Hagood, Editor

ACRP PROJECT 11-02/TASK 15 PANEL Field of Special Projects

Joshua Abramson, Tupelo Regional Airport, Tupelo, MS John L. Collins, Aircraft Owners and Pilots Association, Frederick, MD Charles Foster, Oakland Port Authority (retired), Hercules, CA Robert H. Gould, Wilson, Price, Barranco, Blankenship & Billingsley, PC, Montgomery, AL Gabe Monzo, Arnold Palmer Regional Airport, Latrobe, PA Randy Murphy, Glenn County (CA) Planning & Public Works, Willows, CA Paul Sekula, Clearfield-Jefferson Counties Regional Airport Authority - c/o Sekula Signs, Inc., DuBois, PA Tom Slater, State Public Policy Group, Inc., Des Moines, IA Lori Pagnanelli, FAA Liaison

AUTHOR ACKNOWLEDGMENTS Illustrations by Gerald L. Lyons, Lyonshare Studios, LLC, Mason Neck, Virginia. FOREWORD

By Michael R. Salamone Staff Officer Transportation Research Board

Few airports have adequate budgets with which to develop a method to familiarize part- time policy-making leadership and key policy stakeholders on the myriad issues that affect airport policy decisions. Many airports are unable to send part-time commissioners, board members, new policy leaders, or other policy-related stakeholders to conferences or sem- inars to learn and discuss the regulatory or national-political framework within which airports must operate. The FAA, responsible for providing regulatory oversight for all airports, cannot interpret all nuances of their regulations to fit individual airport gover- nance, purpose, or motivation models. It is understood that part-time airport policy leadership may not need to know all of this information to the same degree of those who are working full-time within the airport, terminal, or airfield environment. ACRP Report 58 provides an overview of policy issues affecting airport administrative and operational decisions and provides airport policy leaders, stakeholders, and policy-related decision makers a common framework to understand administrative and operational necessity, thereby helping them make better informed policy decisions.

ACRP Report 58 addresses 20 topics germane to airport management organized into four broad subject areas: (1) general—things policy makers should know about their role, their duties, and basic information about airports; (2) the airport—topics related to the airport, including what is on the airport, who uses it, how it is operated, how it is planned for future growth, and how its neighbors are protected; (3) financial—airport budgets, capital improvement financing, and other financial aspects of the airport business; and (4) rules— the many rules and regulations that govern airport activities. A typical familiarization and training program for a new policy maker generally includes an orientation briefing about the airport organization, a report of airport issues, and a tour of airport facilities and activities. ACRP provides a primer report of issues affecting the airport industry as well as a customizable orientation program in the form of a Microsoft PowerPoint presentation. The PowerPoint presentation can be downloaded from http://www.trb.org/Main/Blurbs/ 166244.aspx. CONTENTS

1 Chapter 1 Introduction 3 Chapter 2 Issue Papers 4 1. The Roles of Airport Policy Maker and Airport Manager 6 2. Principles of Governance 8 3. Partners and Relationships 10 4. Your Airport in Context 12 5. Understanding and Conveying the Value of Your Airport 14 6. A Pilot’s Perspective of the Airport 16 7. Basic Elements of Your Airport 18 8. Your Airport in Action 20 9. What It Takes to Operate Your Airport 22 10. Planning and Developing Your Airport 26 11. Protecting and Preserving the Airport and Its Environs 28 12. National Issues with Local Significance 30 13. Sources and Uses of Operating Funds 32 14. Funding Capital Improvements 36 15. Your Airport as a Business 38 16. Purchasing Goods and Services for Your Airport 40 17. Use of Airport Revenue 42 18. What’s Expected of Airport Tenants and Users 44 19. Complying with Federal Grant Assurances 46 20. Alternate Uses and Restrictions of Your Airport 50 Appendix A The Aviation Library 52 Appendix B ACRONYMS—The Language of Airports 54 Appendix C Suggested Outline of an Airport Orientation Briefing

Note: Many of the photographs, figures, and tables in this report have been converted from color to grayscale for printing. The electronic version of the report (posted on the Web at www.trb.org) retains the color versions. CHAPTER 1

Introduction The administration and governance of an airport can prove quite challenging to a newly appointed policy maker or an airport manager without previous airport experience. While many serving in these roles possess some aviation experience or business background, few assume these positions with a broad understanding of the myriad of issues that affect the operation, maintenance, and development of aviation facilities.

In order to be effective and engaged, it is vital for an airport policy maker to understand the scope and magnitude of federal, state, and local issues that affect and influence the delivery of aviation services in their communities. This document is designed to offer policy makers and administrators with a concise, yet thorough, overview of these broad issues in order to provide context and orientation to their roles and responsibilities. Moreover, it serves as a means to underscore the fact that effective policy makers generally embrace the value of their airport and willingly serve as an advocate for its mission and success. This advocacy occurs in concert with the need for policy makers to support airport management; to understand, expect, and acknowledge the need for sound fundamental business practices in the delivery of airport services; and to garner an appreciation and respect for the many rules and regulations that govern airport activities.

A typical familiarization and training program for a new policy maker generally includes an orientation briefing about the airport, a primer report of airport issues, and a tour of airport facilities and activities. This document provides an overall orientation program as well as primer report. In addition, airport industry groups, such as the American Association of Airport Executives, Airports Council International, and state aviation organizations, help orient new policy makers through conferences and special programs.

How this Document is Organized This document consists of four elements:

• A primer addressing 20 issues germane to airport management organized into four broad subject areas:

General — things policy makers should know about their roles, their duties, and basic information about airports;

The Airport — issues related to one airport, including what is on the airport, who uses it, how it is operated, how it is planned for future growth, and how its neighbors are protected;

Financial — airport budgets, capital improvement financing, and other financial aspects of the airport business; and

Rules — the many rules and regulations that govern airport activities.

• Reference material to enable the reader to obtain additional information on aviation and airport issues (Appendix A).

• Acronyms often used in the airport industry (Appendix B).

• A proposed outline for a briefing that an airport administrator might use to provide orientation material to new policy makers and/or other key stakeholders (Appendix C).

1 This document is structured to be user-friendly with each issue discussed in two to four pages under headings entitled: Key Point, Discussion, and Application. The Key Point section offers a quick statement of the issue being reviewed while the Discussion element offers a broad overview of the issue. The purpose of the Application section is to provide suggestions for further learning as well as tips on how to apply what one has learned. There are several issues where certain concepts overlap other issue papers. In these instances the reader will find cross-references to other issue papers. The tabs along the sides of each issue paper help the reader locate other papers within the document.

For purposes of the primer, the term “part-time policy maker” refers to those persons not directly involved in the full- time management of airports, and includes airport board/commission/authority members, advisory groups, city councils, county boards, economic development boards, elected officials, and other key participants in airport policy discussions. The term “airport manager” refers to the manager, director, or the staff that provides day-to-day oversight and direction of the airport.

The terms “airport owner”, “airport sponsor”, and “airport operator” are used interchangeably in this document. When airport owners receive state or federal grants for airport development, they are typically referred to as an airport “sponsor.” “Airport operator” refers to the airport owner’s role in the many aspects of airfield operations.

2 CHAPTER 2 ISSUE PAPERS

GENERAL 1. The Roles of Airport Policy Maker and Airport Manager 2. Principles of Governance 3. Partners and Relationships 4. Your Airport in Context 5. Understanding and Conveying the Value of Your Airport 6. A Pilot’s Perspective of the Airport

The Airport 7. Basic Elements of Your Airport 8. Your Airport in Action 9. What It Takes to Operate Your Airport 10. Planning and Developing Your Airport 11. Protecting and Preserving the Airport and Its Environs 12. National Issues with Local Significance

FINANCIAL 13. Sources and Uses of Operating Funds 14. Funding Capital Improvements 15. Your Airport as a Business $ 16. Purchasing Goods and Services for Your Airport 17. Use of Airport Revenue

Rules 18. What’s Expected of Airport Tenants and Users 19. Complying with Federal Grant Assurances 20. Alternate Uses and Restrictions of Your Airport

3 1. The Roles of Airport Policy Maker and Airport Manager

Key Point general

Successful airports are characterized by an effective working relationship between airport policy makers and management. In this context, it is important that policy makers understand Local and appreciate the respective roles and responsibilities of each. In general, policy makers establish broad goalsPolicymakers and objectives for management to accomplish. In turn, airport management implements programs aimed at achieving these goals and objectives while operating the airport on a day- to-day basis. Airport Airport Owner Management

Discussion

In the United States, it is typical for a city, county, or other public body to own and operate public airports. The appointed officials of these entities serve as airport policy makers often organized as an airport board, commission, authority, or local governing body. The Airpor t The

Airport Policy Makers

Airport F I NANC AL Airport Owner Management l es ru

4 GENERAL Typical roles and responsibilities of the policy-making body and airport management are shown below:

Governing Body/Policy Maker Airport Management/Manager Establishes policy Implements policy Sets goals Runs the airport day-to-day Identifies strategies for fulfilling the vision Reports to the governing body Executes contracts Operates the airport safely and efficiently Serves as airport advocate Maintains the airport and its facilities Approves plans and programs Prepares financial plans Assigns and oversees the airport manager’s Oversees public relations responsibilities

Selects consultants and service providers Makes provisions for passengers and the public THE AIRPORT Recommends and enforces rules and regulations Oversees planning and construction projects Secures new business

Airport policy-making boards generally have several documents that govern their activities, including:

• Bylaws — rules of order and protocol for documenting official acts; • Contracts and ordinances — defines the board’s relationship with the airport users and tenants; • Rules and regulations — outline the board’s relationship with airport users not otherwise bound by contracts and ordinances (see Issue Paper - Rules # 18: What’s Expected of Airport Tenants and Users); • Job descriptions — position descriptions for airport staff; • Code of ethics — establishes policies as required by local/state law regarding the conduct of board members;

defines conflicts of interest; and FINANCIAL • Annual budget — outlines anticipated revenues and expenditures.

Application

Effective airport policy makers:

✓✓ Serve as airport advocates who understand and communicate the value of the airport to the community (see Issue Paper- General # 5: Understanding and Conveying the Value of Your Airport); ✓✓ Direct and support airport management; ✓✓ Are cognizant of the key financial information about their airport; ✓✓ Understand and have a tolerance for the myriad of federal, state, and local regulations; and

✓✓ Respect the board’s governing principles (see Issue Paper- General # 2: Principles of Governance). RULES

5 2. Principles of Governance

Key Point general

Members of airport governing bodies are charged with adhering to basic fundamental democratic principles of governance. These principles enable policy makers to effectively discharge their fiduciary duties, maintain public trust, and ensure that both individual actions and decisions, made as a whole, are at all times ethical and conform to both criminal and civil law.

Discussion

Airport governing bodies develop and adopt a “Code of Ethics” to govern their personal conduct, deliberations, and actions as a whole. Governing bodies also adopt policies and procedures for the conduct of their meetings. These measures are affirmed each calendar or fiscal year by recorded formal action.

In addition to broad-based principles of governance, Open Meetings states and localities have laws that govern how public

The Airpor t The officials are to conduct themselves. These laws Personal promote accountability and transparency by allowing Financial Gifts the general public to be fully informed about the actions of the governing body, with public access Relationships provided to how decisions are made and how funding Policy Maker is allocated. While they may vary by state and locality, Ethical local laws generally address the following: Issues Personal Use • Obligations and expectations associated Contract of Airport with the discharge of duties; Awards Property • Prohibited conduct including the acceptance of gifts and favors; • Restrictions on the acquisition and use of real estate;

F I NANC AL • Conflict of interest disclosures related to financial holdings and interests; • Freedom of Information Act (FOIA) requirements for advertising meeting dates and locations, conduct of meetings, and retention/release of public records and documents. In addition to basic principles of governance, policy makers should be aware of the many rules and regulations that govern airport activities. See Issue Papers 18-20 for a discussion of many of these. l es ru

6 Risks and Liabilities GENERAL Public entities and those that serve them are exposed to certain risks and liabilities. Newly appointed policy makers especially may not understand their responsibilities or their liability if they or the policy-making body take improper actions. Typical claims brought against a public entity, its employees, and volunteers are for alleged or actual breach of duty, neglect, error, misstatement, or omission in the course of public duties. These might relate to award of contracts, employee termination, an aircraft accident, or any other activity under the purview of the airport owner, policy-making board, or airport management. Insurance companies offer protection for individuals from this exposure.

Recommended practices that policy makers can take to help limit their liability include:

• Act within the authority granted by the governing documents and relevant statutes; • Avoid all conflicts of interest. This includes disclosing conflicts of interest and recusing oneself from participating in a vote where the member has a conflict of interest; • Attend the meetings of the policy-making body (board/commission, authority, etc.). Absence from a board meeting does not necessarily release one from the responsibility for decisions made. A pattern of absence may THE AIRPORT increase an individual’s liability because they cannot demonstrate a dedication to the obligations of the position; • Stay informed about issues and deal with them in a timely manner. Board members are often more at risk for taking no action than for taking the wrong action for the right reasons; • Ensure a record of all votes. It also helps to show when the board made serious consideration of an action before the action was taken; • Make a record with respect to all issues that arise at meetings. This includes attaching experts’ reports and counsel opinions to minutes of the meeting; • Ensure the policy-making board keeps comprehensive and up-to-date personnel policies; and • Review and understand financial statements and ensure employment and income taxes are paid.

Application FINANCIAL

✓✓ Request that airport management and legal counsel provide an overview of the ethics and laws related to your role as a policy maker;

✓✓ Anticipate ethical issues such as: CONFERENCE ROOM Can I accept a gift from a major airport tenant? Can we keep the public away from the upcoming controversial board meeting? Can we award a small marketing contract to the mayor’s brother?

✓✓ Additional information sources: The American Association of Airport Executives (AAAE) Code of Ethics: www.aaae.org/membership/codeofethics.cfm

The National Association of Counties (NACO) Code of Ethics:

http://www.naco.org/Counties/Pages/CodeofEthics.aspx RULES

CONFERENCE ROOM CONFERENCE7 ROOM 3. Partners and Relationships

Key Point general

Airports are typically owned and operated by local governments; however, it is not a lonely endeavor. State aviation agencies, the Federal Aviation Administration (FAA), the Transportation Security Administration (TSA), and airport industry groups are strong partners that provide technical guidance, set important standards, and in some cases help fund capital development. States, FAA, and TSA also regulate and control many aspects of aviation and airports. In addition to these organizations, there are many individual and stakeholder groups that airports impact. Local airport policy makers should have an awareness of the airport’s relationships with these partners and stakeholders.

Users Key Stakeholders • Concessionaires • Airport Customers • Airlines • Passengers • Tenants • Community • Fixed Base Operators ageme • Neighbors • Pilots an nt a t M nd • General Public • Hangar Owners r The Airpor t The o S p makin t r y- g B a i ic o A l a o r P d Airport Owner

Advocacy Industry Groups • American Association of Regulators/Government Airport Executives Partners • Airports Council International • Federal Aviation Administration • National Association of State • Transportation Security Aviation Officials Administration • Aircraft Owners and Pilots • State Aviation Agency Association • Local Agencies F I NANC AL • National Business Aviation Association

Discussion

Users Key Stakeholders Users, stakeholders, •and Concessionaires industry groups all influence airport operations• Airport Customers and plans. Correspondingly, state aviation agencies, the FAA, and• Airlines TSA exert the greatest influence on airports •and Passengers are more fully described below. • Tenants • Community • Fixed Base Operators • Neighbors anagement States generally have• aPilots staff dedicated to airport M and aviation an support• General — typically Public a department, division, or aeronautics rt d agency. Many states have• Hangar a formal Owners grant programo and can assist Slocal airports with planning, maintenance, construction, p aking t r ym B a land acquisition, terminal development,i securityc projects, ando some or all of the local financial share of federal grants. A li a

l es ru r o d Some states also license airports based on stateP standards. Airport 8 Owner

Advocacy Industry Groups • American Association of Regulators/Government Airport Executives Partners • Airports Council International • Federal Aviation Administration • National Association of State • Transportation Security Aviation Officials Administration • Aircraft Owners and Pilots • State Aviation Agency Association • Local Agencies • National Business Aviation Association FAA is the federal agency charged with the regulation and safety of civil aviation. FAA’s primary roles and responsibilities GENERAL include:

• Operating the air navigation and air traffic control systems (owning facilities on some airports); • Administering a multi-billion dollar Airport Improvement Program for the planning and development of airports (see Issue Paper # 14 - Financial: Funding Capital Improvements); • Certifying pilots, aircraft, and commercial airports; • Maintaining standards for development of airports; • Regulating air travel; • Publishing the National Plan of Integrated Airport Systems (NPIAS); and • Promoting environmental compatibility of aircraft, flight procedures, airport operations, and airport development. Airports primarily interface with an FAA Airports District Office or Regional Airports Division on most issues. FAA’s

Air Traffic Organization often assists with matters related to navigational aids, air traffic control, and development of THE AIRPORT instrument flight procedures.

TSA is the federal agency responsible for overseeing aviation security and issues rules and regulations for airports serving commercial air carrier and cargo operations. Although there are no similar regulations for general aviation airports, TSA has published guidelines for these facilities.

A primary feature of airport relationships is the span of control and authority vested in these government organizations. The following table provides examples of federal, state, and local government control and oversight:

State and Local Control Federal Control Airport ordinances and resolutions Navigable airspace (exclusive control) Zoning and land use Aircraft, pilot, and airport certification FINANCIAL Building codes Aircraft noise standards Rules and regulations Regulation of airports Minimum standards Regulation of pilots and aircraft Taxes and impact fees Noise abatement and mitigation

Application

✓✓ Become familiar with the state aviation organization and know how it can help. ✓✓ Work with the airport manager to understand key relationships, especially FAA. RULES

9 4. Your Airport in Context

Key Point general

The National Airspace System (NAS) is a complex collection of air navigation and air traffic control facilities, systems, equipment, and airports located throughout the United States. The U.S. Congress recognized the importance of ensuring that all communities and citizens have access to air transportation by establishing the NAS and provides funding for its ongoing development, operation, and maintenance.

Discussion

The NAS includes approximately 500 commercial service airports and 2,800 public-use general aviation airports located across the nation as designated by the FAA in the NPIAS. Airports included in the NPIAS are eligible for federal financial assistance through the FAA-administered Airport Improvement Program (AIP). AIP grants provide much of the funding for airport capital improvement projects that enhance capacity, safety, and security, preserve existing infrastructure, and mitigate environmental impacts. The Airpor t The

Airport State Master Plan System Plan

NPIAS

F I NANC AL Airports are classified in the NPIAS as follows:

• Commercial service — scheduled airline service with more than 2,500 passengers annually; • Primary airports — commercial service airports with more than 10,000 passengers annually. Primary airports also are classified as large, medium, small, and non-hub based on their percentage of the nation’s passengers; • General aviation — minimal or no scheduled airline service, boarding less than 2,500 passengers annually; and • Reliever — general aviation airports specially designated to reduce congestion at nearby busy primary airports.

An airport’s classification plays an important part in how FAA allocates funding for airport development under its grant program (see Issue Paper#14 – Financial: Funding Capital Improvements). l es ru

10 FAA identifies the following basic principles of the NPIAS. Many of these are based on law and are reflected in FAA’s GENERAL programs, regulations, and policies. The NPIAS holds that airports should be:

• Safe and efficient, located at optimum sites, and developed and maintained to appropriate standards; • Affordable to both users and government, relying primarily on user fees, and placing minimal burden on the general revenues of federal, state, and local governments; • Flexible and expandable, able to meet increased demand and to accommodate new aircraft types; • Permanent, with assurance that they will remain open for aeronautical use over the long-term; • Compatible with surrounding communities, maintaining a balance between the needs of aviation and the requirements of residents in neighboring areas. An old phrase among airport managers is that “If you have seen one airport, you have seen ONE airport!” This is intended to express the uniqueness of all airports, a fact that adds to the challenge of managing and leading public aviation facilities. Airports can vary significantly relative to airport activity, infrastructure needs, and airspace requirements. Some states develop a state airport system plan that may group airports based on their roles, geographical areas of influence, and THE AIRPORT infrastructure needs. The state system plan will help guide state aviation officials in making resource and funding decisions.

Application

✓✓ Learn how well your airport meets the basic goals of the NPIAS. ✓✓ Learn about your airport’s current and planned classification and how that relates to FAA grant funding. ✓✓ Find out if your state has a system plan and learn about your airport’s role within that plan. ✓✓ Become familiar with how your airport compares with other nearby airports. FINANCIAL RULES

11 5. Understanding and Conveying the Value of Your Airport

Key Point general

The value of an airport to a community can be significant because it provides access to the national airspace system and serves the needs of businesses, the flying public, emergency medical activities, aerial firefighting, aerial agriculture, search and rescue operations, law enforcement, and other uses. An airport generates considerable direct and indirect economic value to a community by generating jobs, services, and taxes. Promoting the airport in the community, making the public aware of its value, and generally building good relations with stakeholders is critical to the airport’s successful operation.

Discussion

The Value of an Airport Commercial service airports obviously provide great value to the airlines and their customers. However, both commercial service and general aviation airports provide access to the national air system for a wide range of general aviation uses including: The Airpor t The • aerial agricultural • delivery of fresh food • personal/recreation applications • disaster relief • pest control • aerial firefighting • drug enforcement • power line inspections • aerial mapping • emergency medical service • search and rescue • air ambulance • external load hoisting • sight-seeing • air taxi/passengers on- • flight instruction • traffic advisory demand • forestry management • transporting human • air tours organs • government use • business/corporate uses • weather observations • overnight packages • damage assessments • wildlife management F I NANC AL

All airports :

Attract businesses. The airport is an important element in the attraction and retention of businesses. It serves as a gateway for the community by providing air access for business and corporate activities.

Support aviation-related firms and businesses. The airport supports businesses that provide aviation-related services. These businesses employ people, pay taxes, and attract visitors.

Serve individual needs. The airport provides air access to the local community for emergency airlift, personal recreation, business, or commercial purposes. l es ru

12 The National Business Aviation Association reported in 2010 that business aviation contributes $150 billion to U.S. GENERAL economic output and employs more than 1.2 million people. Many local governments and states have undertaken economic impact studies for their airports. These studies assist with strategic economic investment decisions, evaluation of airport expansion alternatives, and informing decisions about land use and commercial projects in the vicinity of the airport. They also support public relations programs for educating policy makers, airport users, and the general public about the economic value of the airport.

Promoting the Airport Promoting the airport within the community and building a positive relationship with local media are essential to achieving success for your airport. Public relations activities not only communicate the airport’s vision, goals, and value, but also address potential negative opinions of the airport and aid with addressing emergency situations when they arise. Effective community outreach programs often include the following tools and topics:

Tools Topics THE AIRPORT • Presentations about the airport • Airport history to local civic groups • Airport operations and airport users • Aviation career day in schools • Economic impact of the airport • Airport tours • What the future holds • Airport open house • How the airport is protecting its neighbors • “Media Day” to showcase the • How the airport receives funding airport • Regular media briefings • Meetings with airport advocacy groups and concerned citizens FINANCIAL

Application

✓✓ Educate yourself about the airport’s vision, the value of the airport, and who uses it. ✓✓ Share information with others about the value of the airport. ✓✓ Build a relationship with local airport advocacy groups, concerned citizens, airport neighborhood groups, and locally elected officials. ✓✓ Learn who local, state, and federal decision makers are and be prepared to work with the airport manager to promote your airport’s needs to these individuals. ✓✓ See publications and websites from airport industry groups. RULES

13 6. A Pilot’s Perspective of the Airport

Key Point general

Pilots are the most important users of an airport; therefore, it is important to understand their perspective primarily as it relates to the adequacy of the airport’s infrastructure and how its layout and systems contribute to their flying experience. These systems include the runway(s), runway approach procedures in poor visibility conditions, air traffic control and communications systems, and other support systems for the pilot.

Discussion

The Runway The airway system and airports can be particularly confusing for non-pilots, but a policy maker should know that the rules of the sky are integrally linked to the design criteria for airports and the specific categories of aircraft they serve. Once a particular aircraft type or class is documented as “routinely” using an airport (more than 500 annual combined aircraft takeoffs and landings) then that aircraft or family of aircraft represents the “critical design aircraft” for airport development — specifically the runway and airfield geometry. The Airpor t The Pilots understand the performance characteristics of their aircraft and will review the runway’s length, width, and pavement strength to ensure their flight operations will be safe. Common terminology that pilots and air traffic controllers use relative to runways are “preferred” and “primary” runways. The primary runway is normally the one that is longest and/or has the best navigational aid capability. The preferred runway is often the primary runway but might be another runway based on the pilot’s location on the airfield and wind conditions.

Airport management works with the FAA to monitor airport activity and periodically updates the Airport Layout Plan (ALP) to meet the demand. The required runway length is a typical topic of discussion tied directly to the critical design aircraft. The following graphic depicts the relative runway length requirements for takeoff of specific aircraft, ranging from 3,000 to 12,000 feet.

Commercial Jet - B747 F I NANC AL Commercial Jet - B757

Large Corporate - GV

Medium Corporate Jet - Hawker 800

Small Corporate Jet - Citation II

Turboprop - King Air

Light Twin - Beech Baron l es ru Single Eng. - Cessna

14

Commercial Jet - B747

Commercial Jet - B757

Commercial Jet - B737

Large Corporate - GV

Medium Corporate Jet - Hawker 800

Small Corporate Jet - Citation II

Turboprop - King Air

Light Twin - Beech Baron

Single Eng. - Cessna Runway Approach Capability During GENERAL Poor Visibility

Pilots cannot land on runways during poor visibility conditions unless they are appropriately licensed and the runway has an instrument approach procedure. These procedures are published by the FAA and achieved with the help of navigational equipment such as a localizer, full instrument landing system, or satellite based procedures.

Air Traffic Control and Pilot Communications RunwayRunway Approach DuringDuring Poor Poor Visibility Visibility Some airports have an air traffic control tower (ATCT) where ATCT staff communicates with pilots to ensure aircraft are

properly separated when taking off or landing. When there is THE AIRPORT no ATCT or it is closed, pilots use a Common Traffic Advisory Frequency to communicate with one another. Airport staff also advise pilots of unusual conditions such as closed taxiways or runways by issuing Notices to Airmen.

A Pilot’s Perspective on Airport Safety Airport staff, engineers, and planners can help provide a safe environment for pilots by having good airfield signage and marking that meets FAA standards, by eliminating confusing or complex geometry on the airfield, and providing takeoff and landing paths free of obstructions. Examples of complex geometry that can create runway incursions are when several taxiways and one or more runways meet at one intersection.

Air Tra c Control and Pilot Communications Air Tra c Control and Pilot Communications FINANCIAL

Application

✓✓ Talk to pilots that use your airport to find out their views about how safe and efficient your airport is and what improvements may be needed. ✓✓ Learn more about a pilot’s view from the Aeronautical Information Manual: http://www.faa.gov/air_traffic/publications/ATPubs/AIM/aim.pdf. RULES

15 rules FINANCIAL The Airport general 16 depicting airside basic the elements of an airport: general aviation are airports obviously much differentthan large airports. Following commercialservice is adiagram vehicles, passengers and cargo, parking lots, garages, entrance roads, and non-secure areas.basic The elements of small air.the Thelandside of is an planned,airport developed, and managed to accommodatethe movement ground-basedof planned, developed, and managed to accommodate movement the of aircraft around as the well as airport to fromand An airport’s infrastructure is often in terms discussed landsideof and airside facilities. The airside of is an airport Key Point of Elements 7. Basic Your Airport RPZ Fueling Aireld Maintenance Aireld Maintenance Apron Runway Protection Zone (RPZ) Taxiways Hangars Air Tra cControl Hangars Runways Runways Terminal Aireld Security Aireld

Runway Safety Area Deicing Apron Crash/Fire/Rescue Passenger Bridges Aireld Lighting Aireld TSA Operations Snow Removal Fueling GENERAL THE AIRPORT FINANCIAL RULES 17 The airport owner ensures landside features such as access roads, circulatory roads, circulatory as access such features landside airport ensures owner The appropriately are and capacity sufficient of are parking auto and roads, seen on needs. Other features customer and meet passenger to maintained related non-aviation and both aviation airport include an of thelandside facilities. and buildings, support businesses, the airport the critical link of between the airside provide areas Terminal to processes and facilities the provides area terminal The access. ground and are There aircraft. off and onto cargo and crew, passengers, move efficiently the around used configurations layout building commercial different many Tour the basic elements of both the landside and airside of your airport. your of airside and both the landside of the basic elements Tour to Takes It Airport: What The #9 – Paper the airport (see Issue operate takes to it what with Become familiar Airport). Your Operate layout. airport’s your with familiar become See ALP to your ✓ ✓ ✓ ✓ ✓ ✓ Application Discussion The size of runways and taxiways are determined largely by the critical aircraft performance characteristics at the airport’s airport’s atthe characteristics performance by aircraft criticalthe determined largely are and taxiways of runways size The a 4,000- have may typically elevations lower airports at aviation Small general temperature. average hottest and elevation of a runway have airport, reliever may as a classified airport, possibly aviation size general A medium runway. long foot on serving aircraft service to carrier it runways large air jets. Commercial enables small business that more or 5,500 feet using the airport aircraft dictate of the configuration gear and weight The feet in length. be 9,000 might flights range long thickness. and structure pavement the required There are also important land features such as runway protection zones zones protection as such runway features land also important are There from property and people protect help to runways to (RPZs) in the approaches of development keep to them in RPZs free the interest land own adequate should Airportowners operations. aircraft that aircraft accommodate designed to are that taxiways and the runways around airports.with Areas compatible not feature. safety another create the pavements off veer or undershoot, overrun, Airside and airfield components of an airport include aircraft parking areas, parking aircraft airportan include of components airfield and Airside and navigational and marking, signage, systems, lighting runways, taxiways, and directional provide signs airfield and lighting edge Pavement visual aids. operation in the safe aid that facilities addition, In pilots. to guidance situational rescuefire aircraft as such the airfield, close to or on located the airport are of facilities, fuel stations, deicing aircraft removal, snow (ARFF) facilities, fighting equipment. reporting weather and country. When airports experience growth, some terminal buildings are expanded, whereas it may be necessary may build to it whereas expanded, are terminal buildings airports some experience When growth, country. curbside activities, include terminal building a commercial of components airports. Typical other at new terminal areas to jetways and gates, areas, holding concourses, screening/security, passenger handling, baggage concessions, ticketing, flight lounge, pilot’s area, waiting a service building willterminal include counter, aviation general A typical aircraft. room. a conference and planning, rules FINANCIAL The Airport general 18 and maintenance operations. fightingcapability, with personnel. associated also They may have on-site snow removal equipment, de-icing capability, relative to operating and airports Air carrier afew general airport. the aviation have airports on-site aircraft and firerescue IssueSee Paper #9–TheWhat Airport: it Takes Operateto Yourfor Airport information activities owner about airport than FAA employees. security, customs, and At inspection. federal someair airports, traffic control be may handled byaprivate company rather Government on activities an may airport include air traffic control, maintenance of navigational equipment, passenger (SASOs) offer which asingle or complementarysuch as aircraftservice rental and flight training. forterminal automated flight activities. In additionsome have to FBOs, airports Specialized Operators Aviation Service maintenance. typically provide also FBOs an area facility intheir for flight planning, weather briefings, and a computer variety of other revenue such generating as aircraft services rentals sales, charterand flights,pilot training, specialty and or city/county/state owned. generally offer FBOs fuel, oil, FBOsand aircraft offer a maintenance Full-service services. aviation General costs, landing fees, counter and office rentals, and costsnew inaassociated community.with launching service generated against estimated the cost of providing Airlines on focus sizeof the and actual the service. potential market, fuel an, whether Air airline carriers or cargo carrier, by markets which weighing decide projected serve they revenue to be separated can activities be intoAirport four broad categories. rolesince primary their is to safely transport people and cargo. communities link airports all to national the air transportation network and are as places of seen actionand commerce fairly others while are calm large and bustling with activity for much of day. the Although unique as standalone entities, own their possess uniqueAirports financial,political, operational, and environmental Somechallenges. are small and Discussion Key Point Related Activities Air Carrier and 8. Your inAction Airport services are usually provided services by may afixed-base operatorbe a An FBO private (FBO). enterprise General/Corporate Related Activities Aviation and Government Activities Activities Owner Airport GENERAL THE AIRPORT FINANCIAL RULES 19  (Small) Airport General Aviation Aviation General       Airport (Busy/Reliever) General Aviation Aviation General                (Small) Air Carrier Airport Carrier Air                  (Large Hub/ (Large International) Air Carrier Airport Carrier Air Tour your airport to become aware of its activities, services, its of tenants. and airport aware become to your Tour Service ✓ ✓ Type of Activity/ Type Application removal/ Snow de-icing Airport maintenance Airport maintenance on-site Federal passenger passenger Federal security operations Airport rescue fighting fire and operations Federal customs/ Federal inspection Medivac facilities Medivac control traffic Air Cargo facilities Cargo training Flight Fixed-base operator Fixed-base operator full-service Fixed-base operator serviceminor Concession shops Concession serviceCharter Food serviceFood site on Taxis General aviation General aviation terminal Airlines terminal Passenger

The table below illustrates the wide variety of services and activities typically found at an airport. As shown, these activities shown, airport.As an at of services wide variety the found activities typically and illustrates below The table some and the activities all shown of have vary not carrier airport. type airports Smaller air based the of size and may upon only to be limited services the federal activities may while of some more shown, than have airports may aviation general certain airports. rules FINANCIAL The Airport general 20 ongenerally focuses airfieldsafety, security, maintenance, and emergency preparedness. for fewgoal people.is to airports ofhave Aprimary functions with all all very these an effective operations programthat landside operations, terminal building operations, and airside operations general. Small aviation may airports handle may airports haveservice an organization staffsplanning engineering, handling with full administration, finance, and The complexity of operating obviouslyan airport varies depending theLargetype uponand size of commercialairport. to personnel airmen needed, when training, and noise abatement procedures. tower staffthere (if is one), a program to preventrunway incursions, management wildlife hazards,of issuance of notices elementsOther operations of airport agood program include acommunications protocol traffic with airport the control bestThis done is the course in dailyof operationswith a the of processairport, that includes: In addition to regulatory the requirements for all certificated airports, response time. certificated and asimulatedairports theto determine emergency if staff ARFFdrill and equipment themeet can required must respond to an emergency, and minimum training for firefighters. performperiodic of inspection staff a FAA and The firefighting services. FAA regulationspecifies minimum equipment, how thisquickly equipmentpersonnel and Discussion Key Point certain facilities certain inspection of Routine 9. What It Takes to Operate Your Airport ??? ??? Identification of discrepancies The most costly requirement of FAR the 139 Part is provision of aircraft rescue shown Sample inthe Inspection on Checklist following the page. safety and include condition the airfield of and elements, several adequacy as Elements of all seats or unscheduled air operations carrier inaircraftwith morethanseats. 30 applies air scheduled aircraft carrier that to airports serve with morethan nine Regulations (FAR) Part 139outlines “competency” these requirements and “competency,” are airports certain required to same. dothe Federal Aviation Just as pilots are required to receive an FAA certificate demonstratingtheir airport safety airport programs should on focus operational airfield discrepancies to the flyingpublic Reporting of Reporting significant

NOTICE should airports maintain and operate asafe airport. Timely correction of discrepancies GENERAL THE AIRPORT FINANCIAL RULES

21

Alert and Warning Alert and

Communications

Operations and Maintenance and Operations

Emergency Public Information EmergencyPublic

Resource Management Resource

Command and Control and Command

Health and Medical and Health

Law Enforcement Law

Fire and Rescue and Fire Protective Actions Protective Alert and Warning Communications Operations and Maintenance Operations Emergency Public Information Emergency Public Resource Management Resource Command and Control Command Health and Medical Law Enforcement Law Fire and Rescue Fire Protective Actions Protective nspection Checklist Sample I airports should have a plan for how to handle handle to how for a plan have airports should Request that airport management provide an overview of the airport’s operations programs and emergency plan. emergency and programs operations overview the airport’s an of provide airport management that Request ✓ ✓ ; however, all ; however, Application Part 139 certificated airports are required to have an emergency have to required airportsare 139 certificated Part plan Similar to the safety requirements of airports, the TSA of has requirements the safety to Similar air of operation the secure for requirements regulatory specific airportto the access controlling carrier airports. These include The enforcement. law and perimeter security, area, operations in procedures and the security program outlines airport owner TSA. TSA by also approved is Airport that an Security Manual aviation security general of for advisory information provides airports. emergencies. The plan should be coordinated closely with other with closely coordinated be should plan The emergencies. range can Emergencies agencies. and plans emergency regional disaster. natural to a incident aircraft an from rules FINANCIAL The Airport general 22 region or area, now both and future. inthe Master plans consider also state or regional system plans assist which with understanding how fits airport larger the ina involvement. elements The primary of masteran airport plan include: ownersSome airport prepare or update acomprehensive master airport plan with significant public and community Master Plans Airport more information detailed is available, funding the plan may change. impacts, project, the design and construct then it. Development of ACIP the normally process. parallels this As or new Thetypical process for development airport is to planthe project or development, assess potentialits environmental annually, ALP the is updated while as frequently as active development fivebut is being undertaken, years. typically every require submission of an annual ACIP, typically covering next the five years of projects. The ACIP isupdated least at maintain acurrent ALPas acondition to receiving grant federal assistance. The FAA and statefunding agencies also ALPshows the while proposed the development inagraphic/drawing format. The FAA requires sponsoran airport to plan (ACIP) that outlines cost, the funding, and timing for eachcapital item. The ACIP is often ina spreadsheet format, prepared of as part an master airport planning process. sponsors Airport prepare also an capital airport improvement 20-year plan for growth. Thethe ALPdepicts existing and land proposed uses andairport infrastructure sometimesand is coordinated plan to guidegrowth with airport’s the aligned vision. An ALPis document the that depicts your airport’s When developing physical the elements of your it airport, is important to have athoughtful, comprehensive, and well- Discussion Key Point • • • Airport Planning Airport Airport Planning Airport anticipated aviation activity; identification of facility requirements to meet activity; development of 20year forecast of aviation inventory of existing facilities; 10. Planning and Developing Your Airport Environmental Environmental Impact Review Impact Review Project Design Project Design • • • • proposed development. preparation of an ALP, showing 20-year the analysis of financial feasibility; of environmentaloverview impacts; consideration of alternatives; Construction Construction Project Project GENERAL THE AIRPORT FINANCIAL RULES 23 When FAA approves an ALP it is is ALP it an approves FAA When the airport with owner’s concurring The airport development. for plan geometric meets FAA generally plan this does not design however, criteria; the funding with concurs FAA mean FAA The development. proposed of and utility the overall also considers layout proposed efficiency ofthe airport The when reviewing the ALP. willused meetto land be effectively revenue and demand aeronautical the existing/proposed needs,and an and capacity sufficient of is airfield The airport sponsor must develop, develop, must airport sponsor The the airport in maintain and operate, approved the latest with accordance an of approval state or FAA ALP. that a commitment not ALP is they will fund the development they will Also, the ALP. on shown an approve “conditionally” often of final completion ALP pending and documents environmental no significant of a finding of issuance impact. environmental efficient layout. efficient Terminal Area Plan Area Terminal Plan Area Terminal Airport Plan Land Use Airport Plan Land Use — airport property boundary, inner parcels, and adjacent properties. Includes acquisition acquisition Includes properties. adjacent and parcels, inner boundary, — airportproperty to what, where, and when certain facilities should go on an airport; an on go when certain should facilities and where, what, to to facilitate discussions with the FAA about Airport Improvement Program grant funds. grant Program Airport Improvement about the FAA with discussions facilitate to A guide criteria; FAA with in accordance development use airport and land for A blueprint requirements; aeronautical A public present and record future of A tool — existing and proposed facilities (the facilities primary drawing); proposed and Airport — existing Drawing Plan Layout access/parking; auto and hangars, aprons, terminals, view of — enlarged Plan Area Terminal the airport; “imaginary” surrounding Airport surfaces in airspace — protected Airspace Plan airport property; and around and use on land future and — existing Map Land Use Airport Property Map acquisition. land future and easements, proposed and existing history, Airport Plan Airspace Airport Plan Airspace Airport Plan Layout Airport Plan Layout • • • • • • • • • An ALP is important because it serves because it as: important ALP is An Airport Layout Plans Plans Airport Layout The ALP shows runways, taxiways, aprons, buildings, navigation aids, pertinent safety clearances, and anticipated timing timing anticipated and clearances, aids, safety pertinent navigation buildings, aprons, taxiways, runways, shows ALP The the ALP actually sheet, the primary to drawing refers typically the “ALP” term use of While facility. each proposed for which includes: drawings set of entire an of consists rules FINANCIAL The Airport general federal agencies,federal and public involvement. required coordination state, with local, and manythese impact categories, as well as the much longer than anticipated of because The environmental approval processcan take regional environmental requirements. review In addition, there may state, unique be local, and impact categories, including: impact is normally examined relative to up to sixteen environmental FAA prescribes how indetail to prepare documents. Aproject’s these For more discussion about Issue of funding, see types actual Paper #14–Financial: Funding Capital Improvements. 24 including: and regulations and require one of of three types documentation of aproject’s environmental impacts and mitigation, laws, regulations, and processes. FAA requirements for addressing environmental impacts are on federal law based Prior aproject, to is responsible undertaking airport the for ensuring that it is incompliance with applicable environmental Environmental I An ACIP is important as: it because serves under AIP. the Asponsor’s ACIP represents five-year their program for planning and development their at airport. capital for needs an The airport. FAA relies the on thebasis as fortheserve ACIP distribution to of limitedgrant funds The thetool ACIP is forprimary systematically identifying, prioritizing, and assigningfunds to support development and Capital I Airport • • • • • • • • • • • 3. 2. 1. significance. historical, architectural, cultural prime farmland, and fish andwildlife, wetlands, hazardous materials, noise, air quality, Environmental impact statement (example project: air runway new carrier at alarge hub airport). Environmental assessment (example project: runway extension at ageneral aviation and airport); Categorical exclusion (example project: apron overlay); instrument forA necessary applying for FAA and most state grant funds. A tool A resource A guide for FAA and state the to effectively plan and programfunding overthe long term; for FAA, state, and airport, other agencies to evaluate funding needs; for FAA evaluating when an airport’s versus needs of those an entire region; mpacts mprovement Plan(ACIP) Environmental Paper GENERAL THE AIRPORT FINANCIAL RULES 25 Construction Construction Design Progress Progress Design Monitoring Monitoring Progress Progress Monitoring Monitoring Safety Safety (see Issue Paper # 16 – Paper (see Issue

Become familiar with the airport’s vision and its ALP. its and vision the airport’s with Become familiar based demonstrated plan on achievable a realistic, rather but be a wish-list, not should It real. ACIP your Keep need. the airport. when developing standards meet safety always a goal to Embrace the environment. of steward Be a responsible ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ Application Assuming projects are consistent with an approved ALP and ALP and approved an with consistent are projects Assuming is construction for funding and approval environmental have of preparation with proceed normally certain, sponsors fairly There construction. project detailed and design documents these how services for requirements federal specific are are procured award, contract bidding, phase includes construction The important Two closeout. project and actual construction, control. quality and safety are construction during requirements construction” during a “safety through Airport addressed is safety that ensures plan This documents. the contract part is of that plan is the construction of Quality control taxiways. and runways active from away stay equipment and personnel contractor pavement example, For materials. construction of testing inspection and resident appropriate through addressed normally inspection isalso final a There actually placedis meets specifications. what ensure to tested are earthwork and materials and associated complete project is confirm the federal officials and airport, state, where the project of the completion at closed. be can administratively grants Project Design and Construction Design Project typically process designThe a consultant, selection of includes design conference, a predesign review theairport with meetings airport key stakeholders, and owner preparation and report, engineer’s an specifications. and plans construction of Financial: Purchasing Goods and Purchasing Financial: Airport). Services Your for rules FINANCIAL The Airport general 26 institute aprocess where coordination this is done early planning inthe process. proposed structures are near airports required to obtain FAA approval prior governments to construction. Local should protect safe airport, the movement of aircraft, personsand that live or workthevicinity in the Proponentsof airport. of municipalities or state statute. When feasible, should they include height both and land restrictions use to adequately zoning associated is development the with airports of an zoning airport ordinance. These aretypically sponsored by local aproposeddeem ahazard, object halt issuance the inmost which will cases of abuilding Acommon permit. form of zoningBoth and building the permitting process are to help used prevent around objects tall FAA airports. may also should kept be of free penetrations. is surfaces approach the One of imaginary these slope to runway the threshold. appropriate. FAA’s Regulation Part Affecting 77,Objects Navigable surfaces”Airspace, “imaginary defines that generally Tall such objects as towers, cell water wind farms, tanks, or trees that penetrate airspace where aircraft fly are obviously not O “obstructions”), aircraft noise impacts, and hazards created the by presence wildlife.of threeThe areas concern of forthebothprimary protection safetyand of an areairport height (typicallycalled of objects development include zoning, land plans, use ordinances, building and permits, land acquisition. to operations impact airport and tools versa. available vice Primary governments to local to prevent incompatible to airport’s the longterm viability. Prevention of incompatible around uses of because is critical potential their airport the It is common for acommunity to develop around an and airport encroach on land the and airspace that is often critical Discussion Key Point bstructions T r ee P 11. Protectingand Its theAirport and Preserving Environs enetr a tion T r ee P

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TECTION AREA TECTION T o C w ell er P T r ee P T enetr o enetr w PICK ONE a er P T tion r a ee P tion T enetr r ee P enetr enetr a tion a a tion tion T r ee P enetr a tion GENERAL THE AIRPORT FINANCIAL RULES 27 Wildlife Hazards Wildlife should birds deer as and wildlife such attract the airport near that or on Activities and airports fencing use Many hazards. aircraft prevent to managed or be avoided specific has guidelines FAA animals. land out keep practices to vegetation employ water and landfills as such attractants bird of location and the management for policy about experts airport safety advise airport can management FAA’s areas. Local be codes amended should wildlife zoning hazards. to practices related and the airport. of in the vicinity ponds as such restrict wildlife attractants or reduce to Learn what measures your local government has taken regarding land use land taken regarding has local government your measures Learn what the airport. around zoning and planning Work with FAA to modify flight track location to overfly corridors of compatible land land use; compatible of corridors overfly to modify to location track flight FAA with Work and weather tracks when flight and certain runways maximizing use programs, runway voluntary Establish permit;activity and operations; engine run-up aircraft of location time and Manage schools. and churches, residences, as such properties noise-impacted soundproof or Acquire ✓ ✓ • • • • Application Project Assessments Project proposed by caused impacts environmental any mitigate identifyand to theairport sponsor requires generally law Federal met. is requirement this ensure to staff FAA directly with works airport owner The projects. airport development Techniques used to mitigate aircraft noise impacts include: impacts noise aircraft used mitigate to Techniques Considerable progress has been made over the past 20 years to reduce aircraft engine noise; however, this issue remains as as remains issue this however, noise; engine aircraft reduce to 20 years the past been has over made progress Considerable of amount total the about only not is concerned public The between their neighbors. airports and controversy of a point noise individual the home, their over pass that flights of the number exposed, also about is is concerned which it it to noise ground. to the proximity in height aircraft’s andthe over, pass aircraft or night of day the time aircraft, from emitted levels of as the threshold (DNL) level noise FAA selected 65 day-night noise, on Committee Interagency federal a Through nuisance of a more normally noise as aircraft nighttime considers that noise of rating a composite is DNL significance. with landings, and takeoffs aircraft multiple of noise of the consideration includes DNL rating This noise. day-time than contours identify the DNL that maps noise prepared airports have Many 10 times those in the day. counting night those at to zoning and use plans land responsible of guide the adoption to use maps these their noise airport. Communities for neighbors. both its the airport and protect Noise A land use could be deemed incompatible due to noise sensitivity or due to the need to keep certain areas surrounding an an surrounding certain the need keep areas to to due or sensitivity noise to due be use could deemedA land incompatible Your of Airport: #7 – The Basic Elements Paper (see RPZs people. Issue of congregations and structures of airport clear airport and the of each runway at end the located are areas These the ground. on property and people Airport)protect objects, land use, of incompatible all clear area the maintain and achieve to interest property sufficient hold should owner activities. and rules FINANCIAL The Airport general 28 Some of significant the national issuesthat potentialholdthe to havegreatestthe impact are: local makersis essential for inorder policy all for to them govern effectively. germane to aviation and Keeping airports. informed on emerging national issues and how may they affectoperations local essential that have they knowledge abasic about pending national legislative and regulatory matters and programs new and operational impacts on governing While airport airports. are on issues bodies their focused facility,to specific it is Proposed or changing programs, federal regulations, and Congressional actions hold potential the for profound financial Discussion Key Point • • • future. aware of how NextGen currently is impactingboth airport, their and inthe and reduced environmental makers should policy become impact. Local increased safety,see greater flexibility, design better use of existingcapacity, access fromfrom benefit air the —will the transition. NextGen will Airports systemairport —from runway, the to taxiway, the apron, gate, terminal, and to asatellite-based system capable of handling future aviation demand. The referred to as NextGen and is atransformation of entire the aviation system satellite-based navigation. This “next generation” navigation system is FAA management of the Air Traffic ControlSystem and transition toward pending changes that may airport. impact local their makers aware to need be policy may Local of impact airports. proposed or typically involveThese safety, security, or environmental requirementsthat relative operations to airport and development. changes to law, federal regulations, and policies andregulations, policies. FAA, and TSA, other federal agency legislation, annualthe appropriation of funding. aviation taxes, revenue and programs, as well as currentthe status of authorization federal the for makers aware to need be policy Local ofairports. of wouldtypes activities negatively impact many security. Thelack of sustainablefunding for these systems and navigational aids, and airport operation and maintenance of air traffic control suchactivities development, as airport federal heavily depend airports on funding federal for ofand federal use aviation Many tax revenues. development airport for funding Sustainable Significance 12. National Issues Local with There are often proposed GENERAL THE AIRPORT FINANCIAL RULES 29 Airport staffs typically engage their Congressional representatives in representatives their Congressional Airportengage typically staffs correspondence through pertinent issues other these and on discussions actions regulatory or federal legislative how about briefings on-site and organizations on airports rely many will local impact addition, airports. In Airport Airports (AAAE), of Executives Association the American as such (NACO), Counties of Association National (ACI), Council International and data, documents, relevant provide to Cities League of National and interface This decisions. regulatory and both legislative on reports status insights with agencies federal and representatives Congressional provides In decisions. informed and they appropriate need make to information and local vital that is airport policy it take everythe end, makers opportunity them with provide to representatives their Congressional engage to aviation national broad they on make the decisions how on information will their localissues impact constituents. Remain aware of national issues that impact local airport operations. Attend conference sessions where these where sessions conference Attend local impact airport operations. that issues national of aware Remain these matters. on industry groups of positions and review information discussed. Also, are issues http://www.aaae.org/federal_affairs/. website: See Affairs the AAAE Federal . Just as aircraft aircraft as airportairport and on . Just impact operations development their and development aircraft in Trends range may types.These new aircraft develop to jets, industry to continues Flyer the Wright from evolved have since they of changes these abreast stay Airport very wide-bodiedvery planners jets to from light large aircraft. airports. airport Localwith needsinfrastructure of policywork need to future makers and the existing impact for infrastructure requirements and theoperational impact might these changes how anticipate and management their airport. ✓ ✓ ✓ ✓ • Application rules FINANCIAL The Airport general 30 operations of airport. the to maintain current the basis and are required onnormally aregular occur (O&M).O&Mcosts expenses and maintenance Operation Improvements). #14 –Financial: Funding Capital equipment, and Issue land (see Paper and lighting systems, buildings, terminal infrastructure, such as airfieldpavements relate to improvement or expansion of airport improvement are expenses generally large and Capital improvement Capital expenses. normallyinto fall expenses twoAirport areas: state financial and local audit requirements, grantand federal assurances and obligations. ofreview airport’s the financial records and activities to ensure compliancewith generally accepted accounting principles, importantEqually to is need retain the (internal/external financial aqualified expert auditors) to conduct an annual should include appropriate oversight of finances airport and acomparisonperformance of actual the adoptedto budget. operating budget, governingthe should body and review evaluate financial records on an ongoingbasis. Thisreview operating expenditures and revenues. While size andthe of generally type airport dictate of and scope the the scale develop and implement financial managementpolicies and procedures, including an annual operating budget, for To ensure effective the and efficientserve, ofservices delivery the to airportaviation community bodies they governing Discussion Key Point $ 13. Sources and Uses of Operating Funds Gates/Loading Custodial and Maintenance Services Bridges of Automobile Maintenance Parking Areas Access Road Maintenance Property, Peril, Landscaping Insurance Owners & Owners Directors Liability, Grounds Custodial and Maintenance Buildings and Services Service Debt Expenses O& M Retirement Plans Environmental Compliance and Health Insurance Employee Salaries Development, and Snow Removal Conferences Employee Training, Industry Maintenance Roads, andAir eld Taxiways, Apron Utilities Areas, Service Fleet Maintenance of Runways, Lighting

GENERAL THE AIRPORT FINANCIAL RULES 31 include: Airfield — landing fees, aircraft parking, and fuel flowage; and fuel parking, aircraft fees, — Airfield landing hotels, parking, automobile services, travel amusements, specialty shops, — restaurants, concessions Terminal transportation; ground and leases the leased airlines; Airline — all by areas non-aeronautical and operators, cargo areas, industrial units, governmental Other leasesoperators, — fixed-base leases; airport operations, needed for not the airport but by owned properties lease — sale of or revenue Non-operating and grants; local federal/state and taxes, investments, earned on interest mineral rights. sub-surface as — such Airport resources Become familiar with your airport’s annual budget, specifically how it generates revenue and its major expenditures. major its and revenue generates it specificallyhow budget, annual airport’s your with Become familiar difficult times. during decisions tough make to Be prepared process. audit annual your of Be aware do otherwise. to beingpressured expenses. non-airport Anticipate for DO illegally use NOT airport revenue Paper (see very Issue is important budget a well-thought managing and airport a business is an Recognize that Airport a Business). as Your #15 – Financial: Establish aeronautical rates and charges at a level such that the facility is as self-sufficient as possible. Nonetheless, Nonetheless, as possible. self-sufficient as is the facility that such a level at charges and rates aeronautical Establish from derived the revenues that set ensure to generally are facilities and airport premises for users to charged rates airport operations; for the service used exclusively are and providing of cost the airport’s use cover such Airport of Revenue). Use #17 – Financial: airport Paper purposes for (see Issue revenue airport-generated Use ✓ ✓ ✓ ✓ ✓ • • • • • • ✓ ✓ ✓ ✓ ✓ • • Application As a recipient of federal grant-in-aid funding, airport operators are obligated to: obligated are airport funding, operators federal grant-in-aid of a recipient As Sources of airport revenue of Sources rules FINANCIAL The Airport general significantly thebased upon identified airport. needs specific the of coordination,and by review federal, state, agencies. andscope local The and magnitude capital of airport programs vary available. to be funding is expected Execution of capital plans are multi-year endeavors requiring extensive planning, eligiblelegally for funding, federal justifiedconsistentbased need, on actual with an approved ALP, and complete of programsEach these has its own requirements. The prerequisitesprimary forgrants federal arethat the work is 32 developmentAirport funding is principally provided through: Proposed funding for implementation the of an airport’s capital improvement program is outlined airport’s inthe ACIP. Key Point $ • • • • • • Local and/or funds. reserve airport Local Issuance of bonds or other forms of debt; and Third party private financing; Passenger Facility Charge (PFC) revenues (commercial only); airports State grants; FAA AIPgrants; 14. Funding Capital Improvements Sample ACSample IP Sketch GENERAL THE AIRPORT FINANCIAL RULES 33 Ineligible Projects and vehicles equipment Maintenance Offices equipment office and farms (with some exceptions) Fuel landscaping Decorative Artwork hangars (with some exceptions) Aircraft Industrial park development Marketing plans Training of buildings or repairs Maintenance furniture Movable salaries Employee parkingEmployee lots airport for purposes Roads not exclusively aprons Non-public aircraft mprovement Plan mprovement Funding is derived from user fees (e.g. passenger ticket taxes and fuel taxes) that are established by by established are fuel that taxes) and taxes ticket passenger user (e.g. fees from derived is Funding Source of Funds: user aviation of level typeand the to establishing addition In Fund. Trust Aviation Federal to the flow and Congress of distribution for levels appropriation and authorization annual establishes that also enacts legislation Congress fees, airportto sponsors. awards make grant to directives utilizes FAA these legislative The AIP funds. in the NPIAS. be included airport must an AIP grant, an receive to order In Inclusion: NPIAS of development and planning the usedfor are AIP grants under law. the eligible must be AIP Eligibility:project The be used for cannot AIP funds programs. compatibility noise and acquisition, land infrastructure, airports including projects: ineligible and eligible of of AIP typesthe examples provides table following expenses. The airport operating Discussion Eligible Projects Eligible Runway construction/rehabilitation Runway construction/rehabilitation Taxiway construction/rehabilitation Apron Airport and signage marking, lighting, Airport regulatory safety/security projects Airfield drainage Land acquisition observation weather and reporting aviation Automated systems aids Some navigational planning studies Aviation impact studies Environmental improvements area safety Runway Airport plans layout on airport located roads propertyAccess of airportRemoval hazards 1. 2. 3. The FAA provides grants to airports through the AIP. Important elements of AIP include: the elements Important airports AIP. to the through grants provides FAA The AIP Airport sponsors prepare an ACIP that outlines the cost, type of funding, and timing for each capital item. The FAA and and FAA The item. each capital for timing and type funding, the cost, of outlines that ACIP an prepare Airport sponsors isthe ACIP The projects. of years five covering typically ACIP, annual an of submission require agencies funding state FAA The critical to airport funds development. assigning and identifying, prioritizing, systematically primary for tool the AIP. under funds grant limited of serve the to distribution the for basis as the ACIP on relies Airport I Capital rules FINANCIAL The Airport general 34 Pennsylvania, Tennessee, Texas, and Wisconsin. FAA.the grant”“block These states includeGeorgia, Illinois, Michigan, Missouri, New Hampshire, Carolina, North yearfiscal 2010,10Congressionallystates, under a special approved provision, administeredthe AIP program in lieu of The AIP is administered by FAA’s OfficeAirports through of regionalDivisionAirports Office.a Airports District In or 7. 6. 5. 4. government and sponsor Issue airport the (see Paper #19–Rules: Complying with Federal Grant Assurances). as acondition for receiving funds.assurances federal These represent a binding legal agreementthe between federal UponGrant Assurances: acceptance of an AIPgrant, an sponsor airport pledges to adhere to anumber of assurances project priorities, with required safety receiving needs and highest security the ranking and consideration. aviation on sizeand the based airports population of state. the funds are Discretionary generally awarded on based compete for AIPgrants through state apportionment allocations. state Each receives an apportionment for general entitlement amount ageneral aviation could obtain airport year. was $150,000per aviation General can also airports on amount the of development that an has identified airport withinthe NPIAS. the In theyear 2010, maximum passengers as well as volume the of cargo generated at Funding airport. the for general aviation is based airports for funds. FAA discretionary entitlement grants for commercial are on airports number the based of enplaned Type of Funds: to current meet demand. that longer the needs runway. TheofAIP is notpurpose to support a “buildgoal of come,”it will they and but rather onshould ademonstrated based be of need at least 500annual combined takeoffs andlandings the critical by aircraft Demonstration of Need: Projects must justified based onneed. be actual For example, a project runwayto lengthen a Planning and Developing Your Airport). construction of improvement airport and/or acquisition of land or equipment Issue (see Paper #10–The Airport: have undergone athorough environmental impact review, and must conform to standards federal for and design the AIPgrant LayoutAirport work Plan Consistency: items are required consistent to be with an FAA approved ALP, Both commercialBoth and general aviation receive airports entitlement grant funds and compete can also GENERAL THE AIRPORT FINANCIAL RULES 35 ther Forms of Debt ther Forms Recognize that the total demand for AIP resources far exceeds available funds. Work with FAA to seek to funding FAA with Work funds. available exceeds far AIP resources for demand the total Recognize that of AIP. requirements justification and the eligibility acknowledge be and realistic but projects for airport. your of development for ACIP reasonable and a well-thought Develop complements it learn how and program funding improvement airport capital state your with Become familiar available. not when are AIP funds assist can it how AIP and ✓ ✓ ✓ ✓ ✓ ✓ ssuance of Bonds or O ssuance Application Commercial airports generate revenue for capital projects from landing fees, airport leases, concessions, and automobile automobile and airport fees, leases, concessions, landing from projects capital for revenue airportsCommercial generate leases, FBOland fees,hangar fuel flowage airports are aviation general for revenue of Primary fees. sources parking these do activities normally from derived revenues leases; however, leases, non-aeronautical other agricultural leases, and projects. improvement capital for available not therefore are the airport and operating of exceed the cost not Local Funds and Airport Revenue Funds Local airport improvement support to funds general its from bodyresources allocates the local governing instances, some In other from local of competition funds, the scarcity given these be can funds of limited the availability However, projects. groups. interest citizen from opposition and needs in the community, For smaller airports, it is possible to obtain debt financing for projects by “piggy-backing” local general obligation bond bond localobligation “piggy-backing” general by projects for financing debt obtain to possible smaller is airports,it For projects “pooled” and/or loans commercial Finally, body willtheif local theairport participate. allow to issues governing be available. also may programs state-backed through sponsored I and only large generally however, airport improvements; for of funding source is single largest the of bonds issuance The sufficient generate facilities serviceTheselarger commercial financing. of airports undertake hub can this form medium unlike small, non-hub the bonds, of the issuance service the from debt retire resulting and fund operations to revenues airports. aviation general and Provided an airport’s enabling legislation authorizes such activity, third-party financing of airport improvements is also airportof improvements third-party financing activity, such authorizes legislation enabling airport’s an Provided the lease involves typically of financing form This activity. aviation needed support infrastructure to provide to available or cargo areas, parking automobile hangars, aircraft of operation and construction for entity a private to airport land of standards with the airport to accordance in cost no or little at the facilities construct developers Private facilities. handling the airport sponsor. of the ownership to lease, reverts the facility the land of the end the airport. At by developed Third Party Private Financing Party Private Third Passenger Facility Charge (PFC) Program (PFC) Program Charge Facility Passenger airport The (PFC). charge facility a passenger as known passengers on a fee assess to permitted airportsCommercial are $3 to from they range generally and revenues use PFC and impose to theauthorization for the FAA to apply must sponsor collectthe ticketing PFCs Airlines through ticket. roundtrip of $18.00 per PFC maximum a with $4.50 persegment flight airportof improvements. construction finance to collected airport to funds sponsors transmit and process Most states offer an airport grant-in-aid program to provide matching funds for AIP allocations. In addition, some have have some In addition, AIP allocations. for funds matching provide to program airportan grant-in-aid offer states Most other and projects maintenance airfield/building as items such for assistance funding provide that programs grant robust federal aid. for eligible not typically initiatives State Grants State rules FINANCIAL The Airport general 36 Complying with Federal Grant Assurances). ofmade part its grant agreements Issue (see Paper # 19 – Rules: business practice, FAA the mandates assurances inthe this sufficient possible. as Notonly this is objective in founded sound striving to ensure that operations airport the as financiallyself- be Funds). Policy makers to need understand importance the of Issue Paper #13–Financial: Sources and Uses of Operating Annual Budgets Budget. on and focus expenses revenues (see individualthe tasks included airport’s inthe strategic plans. Broad objectivesAnnual and Goals. goals typically flowfrom right.the size and challenges, but elementsthe of plan this generally include shown those to The depthairport. of an airport’s strategic plan normally varies depending upon its Plan. Strategic aviationMission. missionthe Atypical airport might to serve be of needs community, the safely and efficiently. to world, the and apremier provider of customer service. Vision. Visions of course, vary but many as front the on seen being focus airport the door to community, the agateway A typical business process includes following: the are below, discussed but are generally driven by airport’s the vision, mission, and strategic plan. toneed employ business good practicesto achieve of success delivery to inthe aviation public. the These practices services host of characteristics that mirror public utilities. However, it is important makers that understand policy and affirm the operateAirports inan environment extensively regulated by federal, state, governmental and local agencies and a possess Discussion Key Point $ Vision 15. Your asaBusiness Airport A good strategic Agood plan establishes direction the and priorities of the Master Plan Land Use Airport Plan Plan Mission A Typical BusinessProcess: Strategic Strategic Plan Business Strategic Plan Plan Plan Vision Master Plan Land Use Airport Plan Plan Mission A Typical BusinessProcess: Annual Goals Marketing Air Service Strategic Plan Plan Strategic Plan Business Strategic Plan Plan Plan Budget Annual Annual Goals Marketing Air Service Plan Plan Budget Annual GENERAL THE AIRPORT FINANCIAL RULES 37 Enactment and employment of basic business practices are also necessary in order for the airport also for necessary practices are in order basic business of employment and Enactment Become familiar with the business practices your airport employs. practices your the business with Become familiar them. of implementation daily in its airport management support and above noted the principles Embrace budgets. tight with even staff, of training and development Support goals. similar with size and similar airports of other practices to business airport’s your Compare Using revenue derived from the airport solely for airport capital and operating costs (see Issue Paper #17 – Paper (see costs Issue operating and airport capital for the airport solely from derived revenue Using Airport of Revenue); Use Financial: airports; use and of non-aeronautical for value market fair Charging to apply do not discrimination economic and fees of reasonableness policies on and federal law that Being aware uses. non-aeronautical ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ • • • Application

Establishing nondiscriminatory rates and charges for use of airport facilities and amenities amenities airport and use facilities of for charges and rates nondiscriminatory Airport Charges.and Establishing Rates those for the FAA by mandated is practice but a good business only not is conditions and terms reasonable and fair on include: the FAA by dictated as procedures airport rate-making of Other principles AIP grants. airports accepting Airport Practices Business Transparency. Codifying possible. manner policies and responsible and transparent in the most business its body conduct to governing of investment for services, avenues goods and of acceptable and thepractices, procurement accounting for procedures body governing airport’s of the members and staff management as well as public the general that airport ensures funds affairs. its the airport conducts how understand clearly A good business plan will normally include elements related to human resources and staffing staffing and resources human to related elements will include plan normally A good Plan. business Resource Human well airport as of staff development professional and learning continuous provide focusesneed on to plan the needs. This practices. best management other of employment as The adoption and use of airport minimum standards, and rules, standards, airportof use minimum and adoption The Standards. Minimum and Regulations and Rules to those obligations and expectations, responsibilities, clarifyroles, and define policies clearly leasing and regulations Expected Airportof Tenants What’s Rules: #18 – Paper (see airport utilize Issue property or business conduct seeking to Users). and Many airports establish standards and then measure performance. Customer service an is Customer performance. then measure and standards airports establish Many Measurement. Performance determine airports,help to large especially practice, for also is a common Benchmarking activity. such one of example the governing surveys performance, peer measuring other conducting and airports. to By relative performing is it how the public. to services provided aviation are the quality highest that possible, extent the greatest to body ensuring, is rules FINANCIAL The Airport general 38 receives acontract to and design construct project. the sometimes procured under non-traditional An example methods. of might this where be one firm to submit bid. aprice-based This typicallyis for used large Large critical projects. projects are wherebyused contractors submit and experience their qualifications in orderbe eligibleto inexpensive of scopes work. Also, insome instances, apre-qualification process maybe law lowest the to seek qualified bidder. There are exceptions this to for minor,projects with contractorsConstruction are through normally an process selected openly advertised local per Construction if AIPparticipation cost inthe of consultant is desired. services negotiated afterSelectionsservices based selection on costis made. proposals are notpermitted ofselection architectural must qualification-based, and be with engineering services fees for state procurement regulations. For AIPand most state programs, consultant are procured inaccordance services with and federal eligible planning, development, or equipment project, and the most state programs, provided costs the are associated with an The cost of consultant is allowablean services cost under AIP and studies, preparation of environmental project reviews, and design, construction administration. and experience qualifications.Consultantsspecialized are normally contracted for planning most lack sufficient airports in-house resources. Thedesign and planningairports of require consultants are typicallydue utilized to nature technical the of work the and that fact the architectural, For engineering, and planning most services. capital projects and studies, It is sponsor’sthe responsibility to ensure qualified technical resources are forused airport Architecture/Engineering Consultant Services and for other needed goods day-to-day the operation of airport. the State procurement and local requirements generally govern purchase the of supplies airport Goods procurementBasic principles follow airports include: about procurement aware to need be of regulations. these contracts, land acquisition procedures, and equipment purchased through AIP.the Those chargedwith making decisions Correspondingly, regulations federal (49CFRPart 18)dictate award the of engineering contracts, design construction for items, these state laws and local and regulations have established been to govern how purchases these are made. purchaseAirports array awide of equipment, supplies, services, and evenland. public Because funds are expended Discussion Key Point $ • • • • • Give suppliers afair opportunity to compete. Assure acontinuing supply and and of goods services; needed and when where needed; Deliver and goods services Obtain possible best prices for and goods services; Purchase quality and goods services; 16. Purchasing Goods and Services for Your and Services 16. Purchasing Goods Airport Perform Independent (Perform Independent Fee Analysis) Procuring Professional and cost proposal from Receive scope project Short-list/Interview/ selected consultantselected Publish for Request Evaluate basedon selection criteria selection Award Contract Qualifications Services Negotiate (notcost) Select GENERAL THE AIRPORT FINANCIAL RULES 39 Be very conscious of the fact that federal/state programs and the law specify procurement requirements, which requirements, specify the law and procurement programs federal/state Be the fact that of very conscious services. goods and the airport in purchasing by be to followed are engineering, architectural, the selectionof about information more 150/5100-14 for Circular Advisory See FAA services projects. airport grant for consultant planning and Establishing through an appraisal process the fair market value of the property to be acquired before negotiations negotiations before be to acquired the property of value market the fair process appraisal an through Establishing conducted; are the landowner with report; in the appraisal results including and property the proposal of audit environmental an Conducting and agreement; secure to an fail negotiations should condemnation through the land Taking the by displaced businesses and those residents for program assistance relocation adequate an Providing Act. the Uniform under obligated is as acquisition ✓ ✓ ✓ ✓ • • • • Application Disadvantaged Business Enterprises (DBE) Business Enterprises Disadvantaged minority/disadvantaged for goals establishes that program a DBE have airport must an AIP funding, receive to order In are AIP funds (even though all as well concessions as procurements, and projects in AIP-funded participation business concessions). utilized for not Businesses on Your Airport Your Businesses on competitively typically are concessionaires, other foodOther services serviceand agencies, car FBOs, as rental such tenants, forthese revenue of share or a payment, rent, airport The receives bid. based the qualified highest on procured and bid types services. of Land property acquires airport sponsor an how govern Act Relocation and Acquisition in the Uniform established Procedures include: procedures These AIP. through Equipment needed on an airport to ensure its safe operation is eligible for AIP or state funding. Suppliers are solicited solicited are Suppliers funding. state AIP or for eligible is operation safe its airport ensure to an needed on Equipment an usedon of equipment Examples bidder. qualified thelowest to made award with process bidding open an through (ARFF) rescue fire-fighting and aircraft vehicles, and equipment removal snow include operation safe its airport ensure to state and FAA meet applicable must these items of Acquisition equipment. airport lighting and vehicles, and equipment etc. ARFF index, applicable plans, removal snow by be necessary and demonstrated as standards, Equipment Projects funded under AIP are developed in accordance with FAA policies, standards, and specifications. FAA has has the FAA specifications. and policies,standards, FAA with accordance in developed fundedare AIP under Projects with accordance in the AIP is under accomplished work all construction not whether or determining of responsibility federal standards. Construction contractors need to be properly licensed and bonded and must comply with the construction plans and and plans the construction with comply must and bonded licensed and be need to properly Construction contractors form, whilethe in a graphic requirements project the show plans construction The project. the for developed specifications methods, assurance to used,testing/quality be materials of the requirements detail the describe in specifications greater requirements. rates wage employee and schedule/time, payment, for accepted and measured is work how rules FINANCIAL The Airport general FAA and policy the specificexamples law diversion, identify of revenue as: such FAA including: and policy specificexamplesrevenue federalof several uses of permitted lawairport identify mineralssurface is considered revenue; airport to be however, FAA contact local the office Airports policy.specific for agreements,lease etc. and is considered revenue. airport to be Revenue generated from natural resources such as sub- Thesponsor’s airport revenuefrom the tenant’s occupancy and businessrights is normallypaidthe in form of fees, rentals, Revenue generated by atenant normal inthe course of that tenant’s business is tenant’s the revenue, not revenue. airport 40 includes: revenue Airport operating costs. referred to as revenue diversion airport-generated because funds are for other used being capital than airport purposes or AIP, law federal prohibits using airport-generated revenue for non-airport Use uses. of revenue airport fashion inthis is It thatmakers is critical for policy your understand airport that once an receives airport grant-in-aid funding through the Discussion Key Point exception of afew grandfathered situations, revenue diversion violates federal law. Revenue diversion the is of use airport revenue for purposes other than airport capital or operating costs. With the $ • • • • • • • • • • • General economicGeneral development; airport; Inconsistent or inequitable governing by costs to allocated airport the alocal providing to body the services provided to airport; the Direct or indirect payment by that airport the fair exceeds the and reasonable and facilities value of services those air operations. carrier Operating costs for promotion the and competition of air new service at but airport, the not directly subsidizing Operating costs such as promotion the of public and awareness industry of airport’s the and facilities and services; operatingGeneral costs of airport; the Capital development of facilities; airport State aviation and local taxes fuel ineffect December 30,1987. after Revenue received from sponsor at activities and airport; the Proceeds from orof property; sale disposal airport the Fees, rents, charges, or other payments received by sponsor; airport the 17. Use Revenue of Airport GENERAL THE AIRPORT FINANCIAL RULES 41 Be careful. From time to time, you will be approached by local officials or constituents to use airport-generated airport-generated to use constituents or local by officials will be you approached time, time to Be From careful. purposes. generally illegal. non-airport is This for revenue http:// September2009: 5190.6B, Order Manual, Airport Compliance 15, FAA see Chapter further reference, For www.faa.gov/airports/resources/publications/orders/compliance_5190_6/media/5190_6b_chap15.pdf. Marketing and promotion unrelated to airport to operations; unrelated promotion and Marketing market fair than less purposes at non-aeronautical for the airport sponsor by, land use of or to, land of Rental rent; value the by services of the exceeds value body provided facilities that or governmental any assessed fees by Impact airport; use or events, in community activities, participate (non-airport) community airport support to funds of Use purposes; and commercial for airport property discounted or fees of waivers include do not subsidies direct Prohibited carrier operations. air of subsidy Direct promotional the same offer must the airport owner period. However, a promotional during fees other or landing of level type the same and the airport provide willing of users to situated all to similarly discount or waiver, fee, offering. the promotional with new service consistent ✓ ✓ ✓ ✓ • • • • • Application There are many other examples of permitted and prohibited uses of airport revenue. Local FAA offices can assist airport assist can offices FAA Localairport revenue. of uses prohibited and of permitted other examples many are There the also can advise about FAA airport the use revenue. to of relative the legal requirements understand better to sponsors the airport. from revenue divert to legally permitted certain airports where are situations grandfathered few rules FINANCIAL The Airport general 42 Following are some topics basic owners airport should consider developing when and regulations. rules airport RulesandRegulations Airport and regulations rules Airport and minimum standards: contributes safety, to airport and compliance quality of services, withprohibition federal the against exclusive rights. promotes uniform rates and charges for aeronautical business on activities makes good airport, the and sense, positively establish minimum standards for commercial aeronautical conducted activities at Utilization airport. the of tools these operation of These measures airport. their should applypersons all to Also,using the airport. airport owners should ownersAirport should establish and enforce and rules regulations in order to ensure safe,the orderly, and efficient Discussion Key Point • • • • • • a minimum level of insurance coverage, thereby reducing owner’s airport the liability. protect owner airport providers the by ensuring service maintain potential complaints; prevent disputes aeronautical between providers and reduces promote orderly development of land; airport and services; protect users from and airport unlicensed unauthorized products maintain for users; quality higher airport of service promote activities; airport safety inall 18. What’s Tenants of Airport Expected and Users ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ Courtesy VehiclesCourtesy Access Control Personal Conduct Premises on Airport Use of Hangars Rules AircraftRegistration Operatingand Wreckage Non-Airworthy Aircraft Removal of Disabled Aircraft Fire Safety ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ Activities Minimum Standards for Commercial Agricultural Operations Aerial Advertising Flying Clubs, Skydiving Insurance Requirements Environmental Restrictions Self-Fueling Regulations Hazardous Materials and Liquids Taxis,Limos, Vehicles/Pedestrians GENERAL THE AIRPORT FINANCIAL RULES 43 A through-the-fence operation is when an entity on property adjoining the airport has adjoining property on entity when is an operation A through-the-fence One of the many important requirements that an airport sponsor must consider when developing minimum minimum when developing consider must airport sponsor an that requirements important the many of One Occasionally, disputes relating to the application of minimum standards will occur. While the FAA does have a does have the FAA While will occur. standards minimum of the application to relating disputes Occasionally, Become familiar with your airport’s rules and regulations and minimum standards for commercial aeronautical aeronautical commercial for standards minimum and rulesregulations and airport’s your with Become familiar them. adopt to the airport with manager working consider none, are there activities. If to non-discriminatory and reasonable are standards minimum and airport rules regulations your and sure Make services. aeronautical Impose conditions that ensure safe and efficient operation of the airport; ofthe operation efficient and safe ensure that conditions Impose the investment protect reasonably and applied, uniformly attainable, discriminatory, unjustly not Be reasonable, services standards; who meet minimum aeronautical of providers of which they the to activity apply; to Be relevant services within the aeronautical their offer to standards who meet minimum newcomers for opportunity Provide service. such for demand market ✓ ✓ ✓ ✓ • • • • Application Through-the-fence activities. Through-the-fence allow to obligation no under is the airport owner and these operations discourages airport to FAA facilities. access direct federalmeetto ability airport’s the jeopardize can and standards minimum undermine to the potential them.They have self-sufficiency. economic and safety regarding assurances grant Disputes. the airport owner of in the best is interest it discrimination, unjust of complaints formal adjudicate to established process mediation. consider or locally, the issue resolve to work to tenant and Airport owners may deny airport users the opportunity to conduct specific aeronautical activities because of activities because specific aeronautical conduct to airport the users opportunity deny may Airport owners “No”. Saying restrictions. such imposing to prior concurrence FAA require generally determinations such efficiency; or safety however, There is no requirement to include non-aeronautical activities in minimum standards since since standards minimum activities in non-aeronautical include to requirement no is activities.There Non-aeronautical assurances. federal grant by covered not those activities are standards is insurance requirements for commercial aeronautical service providers. Policies typically cover three areas: areas: three cover typically Policies service providers. aeronautical commercial for requirements insurance is standards liability. product and premises, liability, keeper’s hangar Insurance. Insurance. Special Considerations services of aeronautical or the all any Airport services. of owner as provider provide elect to may airport owner The are exceptions The enterprises. private profit-motivated by theseprovided services best often are airport; however, an at not may it it does If so, fuel serviceparking. aircraft those electsusually provide or to cases airport owner in which an and ownwith personnel their aircraft own to fuel their or individuals school, taxi, flight air carrier, air permit an to refuse equipment. Airports should publish minimum standards for commercial aeronautical activities. These normally include leasehold leasehold include activities.Thesenormally aeronautical commercial for standards minimum publish Airports should Standards insurance. and equipment, personnel, for requirements and operation, of hours sizes, building/hangar size, should: Minimum Standards rules FINANCIAL The Airport general 44 and Its Airport the Environs). to aircraft the approaches the extentto reasonablypossible (see Issue Paper #11– The Airport: Protecting and Preserving Protection of Approaches. Prevent growth the or establishment of obstructions (e.g., trees, towers, cell buildings, etc.) Operate inasafe airport Operation the manner of theAirport. and for benefit the the of public. Maintenance and Preserve maintain of theAirport. condition. inasafe airport the and serviceable ownerairport may provide exclusively. activities these such ofairport, as sale aviation fuel, air and taxi charter operations, aircraft storage, etc. However, thesponsor airport as Prohibition.Exclusive Rights not Do grant or any permit exclusive right to conduct any aeronautical activity at the FAAand local the office that administers grants. the projects are eligible.grant These assurances are found grantwithinthe specific agreements retainedthe in office airport 14 – Financial: Funding Capital Improvements for more information about how to get grant funds and what kinds of normally 20years. Obligations related to funding the of land acquisition remain inforce inperpetuity. Issue See Paper to use, the operation, and maintenance of These airport. the remain throughout in effect life useful the the of facilities, Typical grant federal agreements contain over 30assurances. Beloware afew of more the important ones that relate assurances are of part contract the FAA the between and sponsor airport the and are on law. federal based sponsorsAirport must makeassurances certain to government federal the grant federal when funds are received. These Discussion Key Point of future federal funds and civil action if they fail to comply with these obligations. The airport owner agrees to accept certain obligations in exchange for federal money or land. risk Airport owners loss 19. Complying with Federal Grant Federal Assurances with 19. Complying Part 77Clearance Slope Tree to beremoved obstructions Runway GENERAL THE AIRPORT FINANCIAL RULES 45 Implement a proactive and responsible pavement maintenance–management maintenance–management pavement responsible and a proactive Implement Spending airport revenue to help build or operate the city’s animal control facility; control animal the city’s operate or build help to airport revenue Spending the airport; sell to fuel at right exclusive a local businessperson Giving approval; FAA party a third without to Deeding over airport land value. market fair receiving not and company Deeding a furniture to airport land » » » » » » » » Become familiar with the formal grant assurances with which airport sponsors agree to comply when accepting when accepting comply to agree which airport with sponsors assurances grant the formal with Become familiar ofthe the text provide full Airports Districtcan Office the FAA or airport manager Your funds. federal grant 5100.38. Order Handbook, in AIP the They found also can be assurances. current Examples: assurances. with the grant conflict that proposals to “no” say to time having time to from Anticipate ✓ ✓ ✓ ✓ Application Pavement PreventivePavement Maintenance. Maintain a fee and rental structure for airport facilities and servicesairport and facilities the airport for make as structure to rental and a fee Maintain Structure. Rental and Fee activities. non-aeronautical for value market must be fair This possible. as self-sustaining Use all airport revenues for the capital or operating costs of the airport. If the airport is owned theairport owned is the airport. If of costs operating or the capital for all airport revenues Airport of Use Revenue. Use – 17 Paper purposes (see Issue audit for required are accounts separate authority, an of instead agency municipal a by assurance). grant this important of discussion complete a more for Airport of Revenue Use Financial: life maximum ensure programs These areas. all the useful maximize funded federally to of pavement airfield life program utilized. be can effectively dollars so scarce expectancy pavements for Develop, operate, and maintain the airport in accordance with the latest approved ALP (see Issue (seeALP Issue approved the latest with the airport accordance in maintain and operate, Develop, the ALP. to Adherence property on latest the airportshown land Airport).In addition, Your and Developing Airport: 10 – The Planning Paper FAA prior without encumbered be disposed or cannot of Map) property A” “Exhibit an as FAA by to (referred map approval. Operate the airport for the use and benefit of the public and make it available available it make and public of the benefit the use and the airport for Operate Terms. Reasonable and Fair on Availability (see discrimination unjust without and terms reasonable and fair on activity aeronautical all of classes to types, and kinds, Users). and Expected Airport of Tenants What’s – Rules: #18 Paper Issue Take appropriate action, to the greatest extent possible, to restrict the use of lands in the vicinity of of in the vicinity lands the restrict use to of possible, extent the greatest to action, appropriate Take LandCompatible Use. The #11 – Paper (see Issue operations aeronautical normal with compatible are purposesthe airport activities and that to Environs). Preserving the Airport Its and and Airport: Protecting rules FINANCIAL The Airport general 46 Some of of types aeronautical the that uses owners airport consider or are asked to consider restricting include: appropriate insurance, can etc.) to take airport the better manage activities. the activity,the there are actionsvoluntary (i.e., specific times specify of operations, charge reasonable use fees, require restrictions are reasonable limitations consistent with FAA policy. Although owner airport the may not able be to prohibit Many attempts have made to restrictunwanted been aeronautical operations, but an owner airport must ensure such aeronautical restrictionson safety based and/or efficiency atfederally obligated airports. aviationcivil of needs public. the The FAA, not the owner,airport maintainsthe authority to approve or disapprove aeronautical restriction use, ifthe is reasonable for and safe the necessary operation to serve of or airport the necessary and without unjust discrimination. However, sponsor the may prohibit or limit any non-aeronautical use, and even benefit the of public and to make it kinds,available types, and all to classes of aeronautical activity on reasonable terms The sponsor of anywith developed financial federal airport assistance isrequired tooperate the use airport thefor and Restrictions Airport is consistent use the with FAA the approved layout airport plan. facilities may warranted be for revenue generation provided FAA first approvesthe fair use, market value is received, and should not restricted unlessclearly be for safety orreasons. efficiency Also, non-aeronauticaluse land of airport and or not questionablethe or use restriction is aeronautical or non-aeronautical in nature. Generally, aeronautical uses to as an itsAkey consideration airport. purpose maker that must apolicy make inconsidering proposals these is whether Policy makers are sometimes asked also to approve of land use the airport and/or facilities for not clearly purposes related makers are policy Airport sometimes asked to consider of or restricting use the airport the to activities. disallow certain Discussion Key Point • • • • • • Glider operations. Banner towing; and Ultralight vehicle operations; Parachute jumping; Nighttime aircraft operations; Aircraftperceived be excessively to noisy large;or 20. Alternate Uses and Restrictions of Your Airport GENERAL THE AIRPORT FINANCIAL RULES 47 Generally, airports cannot restrict certain aircraft certain restrict aircraft airports cannot Generally, they can restrict nor be to noisy, perceived regulatory complex are There operations. nighttime contact should one this and doing for requirements FAA Regional Airports or District Office FAA’s action. such considering before Airports Division been successful in getting have airportSome owners of to certain times flying restrict voluntarily to pilots should one Again, use tracks. certain to flight or day this. when considering FAA contact Support airport management in situations where it makes sense to disallow non-aeronautical use of the airport.use of non-aeronautical sense disallow makes to it where in situations airport management Support short The the weekend. closed on or if the night airport be can asking closed airport at neighbors Anticipate “no.” is answer Combining auto shows or related events with an airshow; an with events related or shows auto Combining and activities; other community with along a fly-in event Hosting ensured. security aircraft and airfield proper with events private or community for a hangar Renting ✓ ✓ ✓ ✓ • • • Application Some examples of allowable airport-promotion events with non-aeronautical uses: non-aeronautical with events airport-promotion allowable of examples Some Airport owners have been successful in attracting and managing non-aeronautical uses of airport property and facilities, facilities, and airport uses property of non-aeronautical managing and been successful in attracting have Airport owners purposes be closed of not for policy airport An may guidelines. FAA within remaining and revenue, generate to helping of promotion incorporates if the event but event, similar or rally, sports car fair, a county as such events non-aeronautical available. is latitude greater then much airport restrict normal operations, does not or aviation Alternative Uses of Airport Uses Land and Facilities Alternative Appendices Appendix A: The Aviation Library A large library of documents exist to help direct and guide airport activities. In addition to local and state resources, there are federal regulations, advisory circulars, and orders, and industry group publications. Information about these follows.

Local Useful information at the local level includes:

• The airport’s layout plan and master plan; • The airport’s rules and regulations; • The airport’s minimum standards; and • Local ordinances and land use plan.

State Several state aviation offices have published guidance and websites that provide useful information regarding aviation airport programs.

Federal An extensive set of federal regulations govern aviation activities, including airports, pilots, general aviation, and airlines. These are found in the U.S. Code of Federal Regulations (CFR). The CFR is broken into various titles that in turn are divided into Parts. All federal regulations can be found on the web at http://www.gpoaccess.gov/cfr.

The following are some of the most frequently referenced regulations:

Title 14 Part 1 Definitions and Abbreviations Title 14 Part 77 Objects Affecting Navigable Airspace Title 14 Part 91 General Operating and Flight Rules Title 14 Part 121 Air Carrier Certification Title 14 Part 135 Operating Requirements for Commuter and On-Demand Aircraft Title 14 Part 139 Certification and Operations: Land Airports Serving Certain Air Carriers Title 14 Part 150 Airport Noise Compatibility Planning Title 49 Part 18 Uniform Administrative Requirements for Grants Title 49 Part 1542 Airport Security

The FAA makes available a series of advisory circulars (ACs) to help persons understand and apply standards for the planning, operation, maintenance, design, and construction of airports. The ACs specific to airports are compiled into the “150” series of ACs. They can be found on the FAA website at http://www.faa.gov/airports/. A few often used ones are:

150/5100-14 Architectural Engineering, and Planning Consultant Services for Airport Grant Projects 150/5190-5 Exclusive Rights and Minimum Standards for Commercial Aeronautical Activities 150/5300-13 Airport Design

50 FAA uses orders to provide guidance and set forth policy and procedures to be used in the administration of their programs. Although orders are generally to help FAA internal staff, they are available to the public. A few of the most useful ones relative to airport programs are:

Order 5050.4 National Environmental Policy Act Implementing Instructions for Airport Actions Order 5100.38 Airport Improvement Program Handbook Order 5190.6 FAA Airport Compliance Manual

Aviation Industry Groups

Aviation industry groups such as the AAAE and the Aircraft Owners and Pilots Association (AOPA) have published helpful guidance for airports. One example is AOPA’s Guide for Airport Advocates.

Airport Cooperative Research Program (ACRP) In addition to this primer on airport issues for the part-time policy maker, ACRP has published several useful reports and guidebooks. Their publications may be found at http://www.trb.org/ACRP/Public.

Examples are:

Report 15 Aircraft Noise: A Toolkit for Managing Community Expectations Report 16 Guidebook for Managing Small Airports Report 18 Passenger Air Service Development Techniques Report 28 Marketing Guidebook for Small Airports Report 32 Guidebook for Addressing Aircraft/Wildlife Hazards at General Aviation Airports

51 Appendix B: ACRONYMS – The Language of Airports

Someone new to the business of airports can quickly get frustrated with the sea of acronyms. It is common to hear or read something like: “FAA’s ADO says the EA, FONSI, ACIP, and ALP need to be finished before they can approve PFC or AIP funds for the ILS, RPZ land, and RWY project.” Below are some of the more common acronyms that are used. ACIP – Airport Capital Improvement Plan. An airport owner’s representation of the funding and prioritization of their multi-year (normally three to five years) program for planning and development at their airport. AIP - Airport Improvement Program. A program that provides financial grants-in-aid for airport development projects such as runways, taxiways, aircraft parking aprons, terminal buildings, and land acquisition associated with airport development including runway protection zones and approach protection. ALP - Airport Layout Plan. A plan (drawings) for an airport showing boundaries and proposed additions to all areas owned or controlled by the sponsor for airport purposes, the location and nature of existing and proposed airport facilities and structures, and the location on the airport of existing and proposed non-aviation areas and improvements thereon. AOA – Airport Operations Area. Those areas inside the airport boundaries that directly support aircraft and airport operations, including both movement and non-movement areas. ARFF - Aircraft Rescue and Firefighting. A special category of firefighting that involves the response, hazard mitigation, evacuation, and possible rescue of passengers and crew of an aircraft involved in an airport ground emergency. ATCT – Airport Traffic Control Tower or Air Traffic Control Tower. The facility used by personnel to control air traffic at the airport. DBE - Disadvantaged Business Enterprise. A federal program developed to ensure firms owned and controlled by minorities may take part in contracts supported with federal funds. DNL - Day-Night Noise Level. Sound level measured in relative intensity of sound, or decibels (dB), on the “A” weighted scale (dBA). This scale most closely approximates the response characteristics of the human ear to sound. The higher the number on the scale, the louder is the sound. DNL represents noise exposure events over a 24-hour period. To account for human sensitivity to noise between the hours of 10 p.m. and 7 a.m., noise events occurring during these hours receive a “penalty” when the DNL is calculated. Each nighttime event is measured as if 10 daytime events occurred. EA - Environmental Assessment. An assessment of the environmental effects of a proposed action for which federal financial assistance is being requested or for which federal authorization is required. The EA serves as the basis for the FAA’s environmental impact statement or finding of no significant impact. EIS - Environmental Impact Statement. A document prepared under the requirements of the National Environmental Policy Act of 1969. The EIS represents a federal agency’s evaluation of the effect of a proposed action on the environment. EMAS - Engineered Materials Arresting System. Materials of closely controlled strength and density placed at the end of a runway to stop or greatly slow an aircraft that overruns the runway. A commonly used material is a lightweight, crushable concrete. When an aircraft rolls into an EMAS arrestor bed, the tires of the aircraft sink into the lightweight concrete and the aircraft is decelerated by having to roll through the material. FAA - Federal Aviation Administration. The United States Department of Transportation’s agency for aviation. In addition to regulating airports, aircraft manufacturing and parts certification, aircraft operation, and pilot certification (“licensing”), the FAA operates air traffic control, purchases and maintains navigation equipment, certifies airports, and aids airport development, among other activities. FBO - Fixed-Base Operator. A business operating at an airport that provides aircraft services to the general pubic, including but not limited to: sale of fuel and oil; aircraft sales, rental, maintenance, and repair; parking and tie-down or storage of aircraft; flight instruction; air taxi/charter operations; and specialty services, such as instrument and avionics maintenance, painting, overhaul, aerial application, aerial photography, aerial hoists, or pipeline patrol. FONSI - Finding of No Significant Impact. An administrative determination by the FAA that a proposed action by the airport sponsor will have no significant impact on the environment.

52 FSDO - Flight Standards District Office. An FAA field office serving an assigned geographic area and staffed with flight standards personnel who serve the aviation industry and the general public on matters relating to the certification and operation of air carrier and general aviation aircraft. Activities include general surveillance of operational safety, certification of airmen and aircraft, accident prevention, investigation, and enforcement. GA - General Aviation. All civil aviation (excluding military) except that classified as air carrier or air taxi. The types of aircraft typically used in general aviation activities vary from multi-engine jet aircraft to single-engine piston aircraft. GPS - Global Positioning System. Satellite-based navigation system operated by the Department of Defense, providing extremely accurate position, time, and speed information to civilian and military users. Based on a “constellation” of 24 satellites, GPS will replace ground based navigation systems (e.g., VHF omnidirectional range, instrument landing system) as the primary worldwide air navigation system in the 21st century. IFR - Instrument Flight Rules. A set of regulations and procedures permitting qualified and current IFR pilots to penetrate clouds and low-visibility conditions. Aircraft must be equipped with radio and navigation instruments operating under air traffic control flight plans and clearances. Flights are monitored and traffic separated by air traffic control usually by radar. (See VFR.) ILS - Instrument Landing System. A precision instrument approach system utilizing radio transmitters at the runway ends that provide precise descent and course guidance to the runway, permitting aircraft to land during periods of low ceilings or poor visibility. NAS - National Airspace System. A complex collection of air navigation and air traffic control facilities, systems, equipment, and airports located throughout the United States. NAVAID - Navigation Aid. A device or process to help with navigation. NEPA - National Environmental Policy Act. One of the federal laws that outlines policies to protect our environment. It establishes policy, sets goals, and provides a means for carrying out policy. Further, the NEPA process makes sure that environmental information is available to public officials and citizens before decisions are made and actions are taken on development projects. NPIAS - National Plan of Integrated Airport Systems. An FAA plan that identifies existing and proposed airports significant to national air transportation and thus eligible to receive Federal grants under the Airport Improvement Program (AIP). It also includes cost estimates for needed development of each airport. PAPI - Precision Approach Path Indicator. A lighting system that provides the pilot with a safe and accurate glide slope on final approach to the runway. PFC – Passenger Facility Charge. Fees that commercial airports charge passengers to help fund FAA-approved projects. RPZ - Runway Protection Zone. A trapezoidal area at ground level at the end of a runway, intended to be kept free of obstructions and any uses that might cause a congregation of persons. RSA - Runway Safety Area. A cleared, drained, graded, and preferably turfed area symmetrically located about the runway which, under normal conditions, is capable of supporting snow removal, firefighting, and rescue equipment and of accommodating the occasional passage of aircraft without causing major damage to the aircraft. RWY - Runway. A defined rectangular area on a land airport prepared for the landing and takeoff run of aircraft along its length. Runways are normally numbered in relation to their magnetic direction, rounded off to the nearest 10 degrees, e.g., Runway 01, Runway 25. TSA – Transportation Security Administration. The federal agency charged with protecting the nation’s transportation systems to ensure freedom of movement for people and commerce. VFR - Visual Flight Rules. A defined set of FAA regulations covering operation of aircraft primarily by visual reference to the horizon (for aircraft control) and see-and-avoid procedures (for traffic separation). VFR weather minimums for controlled airspace require at least a 1,000-foot ceiling and three miles visibility except for “special VFR” clearances to operate “clear of clouds.”

53 Appendix C: Suggested Outline of an Airport Orientation Briefing

1. Airport History and Mission Statement 2. Organizational Structure 3. Charter/By-Laws/Enabling Legislation 4. Finances/Budget • Income Sources: Airlines/General Aviation/Parking/etc. • Expenses • Reserves • Bonds/Debt 5. Capital Improvement Funding • FAA • State • Local • PFC 6. Airport Statistics, Forecasts, and Activity • Passengers • Fuel Sales • Operations • Service Area • Information About Airlines/FBO Services/Terminal Services • Top Destinations 7. Projects - Now and the Future • Planning the Airport Layout Plan • 5 Year ACIP Review • Procedure for award of contracts • Procurement of professional services 8. Operations • ARFF • Snow Removal • Security 9. Role of Airport Policy Maker and Airport Management Staff 10. Homework/Take Home Items • Annual Financial Report • Executive Summary – Master Plan • Minutes of Board Meetings • Enabling Legislation • Board Members List • Mission Statement • ACRP Primer Report Follow the briefing with an airport tour.

54 Abbreviations and acronyms used without definitions in TRB publications: AAAE American Association of Airport Executives AASHO American Association of State Highway Officials AASHTO American Association of State Highway and Transportation Officials ACI–NA Airports Council International–North America ACRP Airport Cooperative Research Program ADA Americans with Disabilities Act APTA American Public Transportation Association ASCE American Society of Civil Engineers ASME American Society of Mechanical Engineers ASTM American Society for Testing and Materials ATA Air Transport Association ATA American Trucking Associations CTAA Community Transportation Association of America CTBSSP Commercial Truck and Bus Safety Synthesis Program DHS Department of Homeland Security DOE Department of Energy EPA Environmental Protection Agency FAA Federal Aviation Administration FHWA Federal Highway Administration FMCSA Federal Motor Carrier Safety Administration FRA Federal Railroad Administration FTA Federal Transit Administration HMCRP Hazardous Materials Cooperative Research Program IEEE Institute of Electrical and Electronics Engineers ISTEA Intermodal Surface Transportation Efficiency Act of 1991 ITE Institute of Transportation Engineers NASA National Aeronautics and Space Administration NASAO National Association of State Aviation Officials NCFRP National Cooperative Freight Research Program NCHRP National Cooperative Highway Research Program NHTSA National Highway Traffic Safety Administration NTSB National Transportation Safety Board PHMSA Pipeline and Hazardous Materials Safety Administration RITA Research and Innovative Technology Administration SAE Society of Automotive Engineers SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (2005) TCRP Transit Cooperative Research Program TEA-21 Transportation Equity Act for the 21st Century (1998) TRB Transportation Research Board TSA Transportation Security Administration U.S.DOT United States Department of Transportation