APPENDIX C AVIATION ACTIVITY FORECAST – SILVER COMET FIELD AT PAULDING NORTHWEST ATLANTA

SILVER COMET FIELD AT PAULDING NORTHWEST ATLANTA AIRPORT Aviation Activity Forecast

This aviation activity forecast is prepared in conjunction with the Environmental Assessment (“EA”) being conducted to assess the potential effects associated with the proposed Part 139 certification and other airport improvement projects at Silver Comet Field at the Paulding Northwest Atlanta Airport ( the “Airport” or “KPUJ”). The Airport is currently a public use, airport located 24 miles northwest of Atlanta, officially opened in late 2008 with a 5,505 foot , the culmination of construction that began in mid-2006. Its 23,000 square foot state-of-the-art terminal building was completed in late 2009. The terminal facility has only a single boarding gate, and Paulding County has no plans to expand the facility. The Airport is owned by Paulding County and is administered through the Paulding County Airport Authority (PCAA). The Airport sustained significant damage in a March, 2012 EF-3 tornado. The terminal sustained roof and window damage. A large hangar was destroyed, and 18 of the 23 based at the Airport were destroyed. Repairs to the hangar and terminal were completed in the Fall of 2012. In addition to the Part 139 project, the airport improvement projects involve among other things, extending the runways and widening the taxiways.

In October, 2013 the Airport entered into an agreement with Propeller Investments to manage the terminal building. Propeller Investments has initiated talks with carriers regarding potential commercial service at the Airport. The company is also pursuing the development of aviation-related businesses adjacent to the Airport. The types of business being pursued include maintenance/repair/overhaul enterprises, completion centers, and small companies related to the aviation and aerospace industries.

The forecasts of aviation activity developed in this document will be used as input to the EA. Forecasts will be presented for the current year, 2014, the year in which the proposed projects will be implemented, 2015, and for five years after implementation, 2020, consistent with other recent EA’s involving Part 139 certification1.

Data for this analysis was obtained from several sources. Primary data sources providing information on aircraft and operations activity at the Airport were referenced. Originating passenger data for Hartsfield-

1 Final Environmental Assessment for Snohomish County Airport, Paine Field, September 2012.

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Jackson Atlanta International Airport (ATL) was reviewed. Socioeconomic data on Paulding County, the State of and the was analyzed. Among the primary sources for Airport activity and ATL originating passengers and socioeconomic were: • 2014 FAA Terminal Area Forecast (TAF) • FAA Enhanced Traffic Management System Counts (ETMSC) • GCR, Inc. • Airport Fixed Base Operator (FBO), Paulding Jet Center • Woods & Poole Economics

Conversations were also conducted with representatives from numerous agencies and organizations affiliated with the Airport in order to obtain information on the history, plans for, and expectations of the Airport. These contacts provided insight and data for the analysis. Among these agencies and organizations were:  Airport Director  Paulding County Airport Authority (PCAA)

 Airport FBO  Hawk Aviation Flight School

 Owners of Airport based aircraft  Paulding Economic Development

 Propeller Investments LLC  Paulding Chamber of Commerce

 FAA Southern Region  Paulding Aerospace Alliance

 Airport Military Liaison  Allegiant Air

1.0 Silver Comet Field at Paulding Northwest Atlanta Airport The Airport has a 5,505 foot runway, soon to be increased to a useable length of 6,005 feet. There is a 23,000 square foot terminal for general aviation and commercial service, a canopy for passenger drop off, easy ramp access, a single boarding gate, and large open meeting rooms. The Airport has over 360,000 square feet of concrete ramp space, with hangars and tiedowns for all size aircraft that might operate at KPUJ. All of the hangar facilities are new, given that the Airport opened in 2008 and many facilities were rebuilt after the 2012 tornado. The fixed base operator (FBO), Paulding Jet Center, offers fueling services, and courtesy services such as rental cars, limousine service, catering and valet service. The FBO maintains low fuel prices relative to other in the area which attracts activity to the airport. Flight planning and weather reports are available.

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There are several other general aviation airports within 40 miles of KPUJ. These are listed in Table 1.1.

Table 1.1 Other General Aviation Facilities Near Silver Comet Field at Paulding Northwest Atlanta Airport Airport Code Miles Longest Tower2 Based Annual from Runway2 Aircraft2 Operations2 KPUJ1 Paulding Northwest Atlanta Airport KPUJ - 5,505 ft. x 100 ft. No 14 10,000 Cartersville Airport KVPC 15 5,760 ft. x 100 ft. No 146 50,500 Cobb County McCollum Field KRYY 21 6,295 ft. x 100 ft. Yes 146 62,063 Fulton County Airport KFTY 25 5,797 ft. x 100 ft. Yes 101 50,291 DeKalb-Peachtree Airport KPDK 39 6,001 ft. x 100 ft. Yes 426 146,146 Source: 1. MapQuest 2. www.airnav.com

Owners of based aircraft at KPUJ identified several factors that attract them there rather than to other airports in the area; location, no congestion (ground traffic, air space, runways), brand new and well-built facilities, instrument landing system (ILS), high intensity lighting, ability to have unshared hangar space, lower fuel prices, lower hangar rates, and a close-knit community atmosphere.

The lack of airspace congestion and the availability of ILS also attract training activity from flight schools and flying clubs in the area. Flying clubs from Georgia Tech and Lockheed Martin use the facility for training as do flying schools from the nearby airports.

Other general aviation airports are not seen as competitors likely to draw activity away from KPUJ in the near future because many of the factors identified as positive for KPUJ (no congestion, lower fees, newer facilities) will not decline over that time, and those identified as negatives at other facilities (congestion, higher fees, older facilities) are not likely to improve sufficiently.

2.0 Area Socioeconomics Paulding County is one of the fastest growing counties in Georgia in terms of population, employment and total income. The PCAA has partnered with Paulding Economic Development, the Paulding Chamber of Commerce and the Paulding Aerospace Alliance to pursue economic development around the Airport that will bring jobs to the area to improve employment opportunities and the tax base in the county. Currently, according to the U. S. Census Bureau- 2010 County-To-County Worker Flow Files, only 26% of the employed residents of Paulding County work in Paulding County. All others commute to surrounding counties for employment.

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Historical and forecast growth in population, employment, total personal income and per capita personal income are presented in Exhibits 2.1 and 2.2. Exhibit 2.1 presents historical growth rates from 2000- 2014 for these four socioeconomic variables for the United States (US), the state of Georgia (GA) and for Paulding County (PC). For all four variables, growth in Paulding County has far outpaced growth in the nation and in the state. Exhibit 2.2 presents the forecast for growth in these socioeconomic variables from 2014 through 2020. Forecast growth for all variables through 2020 is slower than historical growth. Paulding County’s forecast growth continues to exceed that of the nation and the state in population, employment and total income, although its growth in per capita personal income falls below the US and Georgia in the forecast period.

Exhibit 2.1 United States (US), Georgia (GA), Paulding County (PC) Historical Average Annual Growth Rates 2000-2014

7.00%

6.00% PC

5.00% US PC 4.00% PC GA 3.00% PC 2.00% US GA 1.00% GA US PC US US GA 0.00% GA Population Employment Total Income Per Capita Income

Source: Woods & Poole Economics

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Exhibit 2.2 United States (US), Georgia (GA), Paulding County (PC) Forecast Average Annual Growth Rates 2014-2020 4.5%

4.0%

3.5% PC US 3.0% PC GA 2.5% PC GA US PC 2.0%

1.5% GA GA US US GA 1.0% US 0.5% PC

0.0% Population Employment Total Income Per Capita Income

Source: Woods & Poole Economics

3.0 Commercial Service In the 1990-2001 period, most of the major carriers had a philosophy that in order to be successful it was necessary to maintain a presence in as many airports as possible, serving O’Hare, Midway and even Rockford, IL for Chicago; Houston Intercontinental and Houston Hobby; as many airports as possible in the Los Angeles region; San Francisco, Oakland and San Jose in northern California; and Ronald Reagan Washington National Airport, Washington Dulles International Airport, and Baltimore/Washington International Airport for the Washington, D.C./Baltimore metropolitan area. After 2001 and the passenger slow-down that occurred throughout the mid 2000s in the aftermath of 9/11, many legacy carriers were compelled to reorganize in bankruptcy (e.g., Delta, Northwest (now merged with Delta), US Airways (now merged with American), and United (now merged with Continental)) and drastically reshape their operations by rationalizing their respective route structures, eliminating duplicative hubs (such as Memphis, Cincinnati, and Cleveland), reducing aircraft capacity, and significantly reducing duplicative services in multi-airport cities. *

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The majors also reduced their regional service to many smaller communities. That left many small airports that had upgraded their facilities to accommodate the upsurge in service in the 1990s without the travel options they had briefly enjoyed. The reduction in capacity results in fewer low-fare seats available on legacy airline flights.

This has opened opportunities for low cost and ultra-low cost carriers (“LCCs”) with different business models to serve communities not served, poorly served, or otherwise abandoned by the legacy airlines. These LCCs often focus on linking smaller communities to vacation destinations with less than daily service. This is the type of service that is attracted to locations similar to KPUJ. Allegiant is an example of a carrier that has chosen this path. Carriers such as Frontier and Spirit have also established themselves as LLCs and offer service at some secondary airports.

As part of the agreement between Propeller Investments LLC and the Paulding County Airport Authority, Propeller Investments has approached several commercial air service providers regarding their interest in providing some commercial service at the Airport. Thus far, only one carrier has expressed interest in providing such service-- Allegiant Air. Allegiant Air stated in a “letter of intent” provided to the Airport that if the Airport can acquire an Airport Operating Certificate from the FAA, as required for commercial service under 14 CFR Part 139, it would consider offering two round trips each week from Paulding to Sanford International Airport, which is approximately 25 miles north of Orlando, FL. Allegiant Air operates using a unique point-to-point leisure oriented business model that is very different from that of legacy airlines such as Delta, United, American or Southwest Airlines.

3.1 Likely Paulding County Service Model

Allegiant Air serves approximately 100 cities. About 10 of these cities are vacation destinations such as Orlando/Sanford, Tampa/St. Petersburg, Fort Meyers/Punta Gorda, Las Vegas, Myrtle Beach, and Phoenix/Mesa. In most cases the service is offered to these vacation destinations from small airports (like KPUJ) where there is little or no competitive scheduled service. The flights are all point-to-point (non-stop), with no connecting service offered. In the approximately 85-90 cities that are not Allegiant’s vacation destination points, the carrier offers a service pattern that is well below daily frequency. Of the 90 non-vacation destination points analyzed in the current Allegiant schedule, the service frequencies were found to be as presented in Table 3.1. In 56 of these 90 cities, Allegiant offers fewer than 7 departures per week, or less than daily service.

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Table 3.1 ALLEGIANT Avg. Depts. Per Week # of Depts. # of Cities 0-2 26 3 3 4 14 5 2 6 11 7 3 >7-14 26 >14-21 4 >21 1 Source: Allegiant Air Schedules – May-June 2014

Allegiant’s proposal to offer twice weekly service at the Airport is generally consistent with the way in which it serves other similarly situated non-vacation destinations.

Another facet of the business model of this new breed of LCC air carriers is their route structures. For example, Allegiant over-nights its aircraft only at its 10 destination cities. All of its crew members fly out from and return to the base airport each day. This relieves the carrier of providing hotel and food costs for over-nighting crew members, and it minimizes the aircraft maintenance and support infrastructure it requires for its fleet. This route structure also limits the number of destinations which can be served out of a given city. A destination has to be within the non-stop range of the aircraft, and the flight time has to be short enough that the aircraft can travel from and back to the destination point in one day. So, for example, Allegiant does not serve Phoenix from its eastern cities because the timing for a Phoenix-East Coast-Phoenix routing would not provide for convenient arrival and departure times and enable the aircraft and crew to complete the round trip in a timely fashion in one day.

This type of service appeals to leisure travelers who have the flexibility to accommodate their travel schedules to the carrier, rather than the carrier accommodating the traveler’s schedule. A business traveler is unlikely to be able to schedule travel only on the few days each week that Allegiant might offer. Therefore, the market for this service does not include the business travelers or those whose schedules lack flexibility.

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3.2 Commercial Service Forecasts Service from Paulding County to via Sanford International Airport is hypothesized to begin in March of 2015. Our commercial service forecast evaluates three different service scenarios: a low, a medium and a high service forecast.

The Low Forecast involves the situation where no commercial air service operates from KPUJ.

The Medium Forecast assumes service levels based on Allegiant’s letter of intent and input, i.e., twice weekly service to Orlando/Sanford increasing to four times weekly in a few years.

The High Forecast assumes that Allegiant increases service to other destinations and/or other LCC carriers commence service to Paulding to new destinations with total scheduled commercial air service at the Airport increasing to two or three roundtrip flights per day (depending on the day of week), supplemented by occasional charters.

The Medium Forecast is viewed as the most likely forecast based on Allegiant’s letter of intent, its input for this EA, and its historical performance at other small destinations similar to Paulding. If the Airport receives Part 139 certification in the first quarter of 2015, it is assumed that Allegiant would commence service between the Airport and Orlando/Sanford with two roundtrip flights per week in March 2015 (which would be 44 weeks of service in 2015). This equates to 4 operations per week, and 176 commercial operations per year. Initially, and consistent with Allegiant’s typical strategy in new, untested markets, it is unlikely that more service than this will be offered as the market is tested and a passenger base is built up. Assuming that this service generates the response required to fill 90% of the seats, it is assumed that, by 2020, a carrier such as Allegiant Air would add 2 more departures per week, possibly increasing service to Orlando/Sanford or providing service to another vacation destination such Tampa/ St. Petersburg or Ft. Meyers/Punta Gorda. Most of Allegiant’s non-vacation destinations receive less than daily service. Given the service patterns observed in other places served by Allegiant, it is unlikely that service will exceed such a level at an Airport like Paulding County.

According to its web site, Allegiant Air has a fleet of 52 McDonnell Douglas MD-80 series aircraft, 6 B-757s, 3 Airbus A-319s and 7 Airbus A-320s. The Airport cannot accommodate the B-757. Moreover, Allegiant has informed the Airport that its MD-80 series aircraft do not have the requisite equipment for GPS-enabled approaches such as that offered by Runway 13 at KPUJ, and

Page 8 of 28 thus the carrier indicated that it would not operate that aircraft at the Airport. Accordingly, the forecast assumes that Allegiant would operate a combination of A-319 and A-320 aircraft. The A319 has 156 seats and the A320 has 177 seats. Assuming a 90% load factor based on Allegiant’s experience, Allegiant’s service would generate the operations and passengers presented in Table 3.2

Table 3.2 Medium Forecast Total Annual Commercial Passengers and Operations Departing Passengers Total Departing Commercial Seats Per @ 90% Commercial + Arriving Equipment Departures Departure Load Factor Operations Passengers 2015 A319 44 156 6,178 88 12,356 A320 44 177 7,009 88 14,018 Total 88 13,187 176 26,374 2020 A319 104 156 14,602 208 29,204 A320 104 177 16,568 208 33,136 Total 208 31,170 416 62,340

The High Forecast assumes that Allegiant might, within the 5-year horizon of the forecast, provide service to additional destinations. This forecast also assumes that other LCC carriers, such as Frontier, Spirit, or a charter operator might consider providing service at KPUJ. The High Forecast also assumes that legacy carriers, such as Delta, American or United, would not be offering service at KPUJ. These assumptions are explained below.

Allegiant serves 1-3 vacation points from over 65 of the cities it serves. So, it is possible that service to destinations besides Orlando/Sanford could be added at KPUJ.

Frontier’s business model is different than that of Allegiant in that it does not routinely seek out secondary airports near larger airports at which to provide service to vacation destinations. Virtually all of the small cities served by Frontier are cities located some distance from large air service airports, and Frontier provides service from these remote destinations to its hubs/focus cities, such as Denver, Cleveland, Washington-Dulles, Trenton-Mercer in New Jersey, and Wilmington-Philadelphia in Delaware. Since Frontier serves ATL (Service to Denver, Chicago,

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Cleveland, Trenton, Wilmington and Orlando) it is unlikely that it would duplicate that service at KPUJ. Frontier’s investment in service at Trenton and Wilmington evolved because those are convenient airports with excellent highway access – Trenton 1mile from and with two exits off of Interstate 95, Wilmington 1 mile from Interstate 95 – and ample parking. The carrier established service to numerous destinations from these airports so that customers find them convenient for a wide range of travel. KPUJ is over 20 miles from the nearest interstate highway. It will offer only 200 parking spaces by 2015 and through 2020. It cannot support development of service to numerous points. These factors would not meet Frontier’s convenience standards so it is unlikely that the carrier would launch significant service at KPUJ. However, the High Forecast allows for the possibility that Frontier might consider service to one or two points from KPUJ.

Spirit Airlines is an ultra-low cost carrier serving approximately 30 cities in the United States. Spirit provides service at primary airports and also at secondary airports nearby major airports such as: • Arnold Palmer Regional Airport in Latrobe, PA, 62 mile east of Pittsburgh International Airport; Fort Lauderdale, Orlando, Fort Meyers, Tampa and Myrtle Beach • Niagara Falls International Airport, 27 miles from Buffalo Niagara International Airport; to Myrtle Beach and Fort Lauderdale • Plattsburgh International Airport in Plattsburgh, NY, 71 miles from Montreal, ; to Myrtle Beach and Fort Lauderdale Spirit might consider providing service at KPUJ to vacation destinations that Allegiant chooses not to provide there.

A charter carrier might also consider offering service at KPUJ in the High Forecast. An operator such as Caesar’s might consider serving Atlantic City, Tunica or Branson, for example. Such an operator might offer 2 flights per month on equipment such as the Embraer EMB-190, which has 100 seats.

We do not believe that there is a high likelihood of any legacy carriers moving operations to, or otherwise adding flights at, KPUJ for several reasons. First, no legacy carriers have indicated any such interest to the Airport. Second, the Airport is facility-constrained, with only one gate and no plans to add more gates. Third, the legacy carriers currently operate to Atlanta Hartsfield International Airport, and the costs of dual-operations would likely not justify the limited benefits. Fourth, when Allegiant has commenced operations at a small airport (similar to KPUJ) near a

Page 10 of 28 legacy carrier’s hub airport, the legacy carrier has typically not responded by adding service to the small airport. Table 3.3 provides examples of secondary airports where LLC carriers provide service in proximity to the hubs of various legacy carriers, and those legacy carriers have chosen not to respond with competitive service at the smaller airport:

Table 3.3 Airports Near Hubs Where Legacy Carriers Do Not Compete LLC Carriers Serve Airports in: Miles from Hub Hub Hub Carrier Concord, NC 21 CLT US Wilmington-Philadelphia, DE 27 PHL US Mesa, AZ 30 PHX US Ogden, UT 39 SLC DL Trenton, NJ 43 PHL US Provo, UT 50 SLC DL Trenton, NJ 50 EWR UA

The High Forecast also takes into account the availability of parking at the Airport. The Airport currently has 112 parking spaces, and planned expansion will increase available parking to 200 spaces by 2020. The following assumptions about aircraft, load factor, and tourist customer travel behaviors lead to a calculation that KPUJ’s parking capacity can accommodate 11 weekly passenger departures by 2020.

Table 3.4 Parking Capacity for Commercial Passenger Activity Average Seats/Departure 165 Passenger Load Factor 90% Passengers/Departure 149 Passengers/Car 4 Length of Trip (Days) 4 Percent of Travelers’ Cars Parking at KPUJ 75% Parking Space Days Needed/Departure 111 Required Parking Spaces/Week for 11 Departures/Week 1,225 Available Parking Spaces /Day 200 Available Parking Space Days/Week 1,400

The High Forecast for potential commercial passenger service at KPUJ is presented in Table 3.5. There will be no incremental commercial passenger activity in 2015 in the High Forecast beyond what is projected in the Medium Forecast. Allegiant will use its experience in 2015 to determine whether or not incremental service can be supported at KPUJ. Other carriers will watch the passenger traffic response to Allegiant’s service in 2015 and plan for any potential entry into the market after 2015.

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Table 3.5 High Forecast Total Annual Commercial Passengers and Operations Departing Passengers Total Departing Commercial Seats Per @ 90% Commercial + Arriving Equipment Departures Departure Load Factor Operations Passengers 2015 A319 44 156 6,178 88 12,356 A320 44 177 7,009 88 14,018 Total 88 13,187 176 26,374 2020 A319 520 156 73,008 1040 146,016 A320 520 177 82,837 1040 165,674 EMB-190 24 100 2,161 48 4,322 Total 1,064 158,006 2,128 316,012

Our commercial activity forecasts also considered freight operations but, for several reasons, we do not believe that the completion of the proposed projects at the Airport would result in freight operations. The Airport simply cannot support large freighter aircraft given the facilities and runway/taxiway weight constraints. In addition, there is an insufficient roadway network to/from and at the Airport to handle freight-related truck operations. Freight shippers also typically desire to have their intermodal transfer points (e.g., from aircraft to truck) near major highways and interstates in order to facilitate and speed delivery. In this case, KPUJ is not on any such major highway or interstate.

4.0 General Aviation Operations and Based Aircraft General aviation activity in the United States is very sensitive to a number of factors. In the 1980s there was a rash of general aviation accidents on old aircraft after which victims sued the aircraft manufactures even though the aircraft in question were quite old. As a result of these suits, manufacturers reduced their production levels, and shipments of new general aviation aircraft declined significantly. In 1994 the General Aviation Revitalization Act was signed into law. This Act established an 18-year Statute of Repose on all general aviation aircraft and components. This removed the extended liability onus from

Page 12 of 28 the manufactures and encouraged increased production of general aviation aircraft. After the terrorist attacks of September 2001, general aviation activity was severely restricted and activity levels again declined. The economic crisis of 2008 and high fuel costs have further reduced general aviation activity in recent years.

4.1 Operations A graphic depiction of the historical levels of general aviation activity in the United States and in the state of Georgia is presented in Exhibit 4.1.

Exhibit 4.1 2014 FAA TAF Historical and Forecast US and Georgia General Aviation Operations

100,000,000 2,500,000

95,000,000 2,000,000 Georgia Operations

90,000,000 Historical US Ops 1,500,000 Forecast US Ops 85,000,000 Historical Georgia Ops Forecast Georgia Ops 1,000,000 80,000,000

500,000 75,000,000 US Operations Annual United States Operation States United Annual Annual State of of Operations Georgia State Annual

70,000,000 0 1990 1993 1996 1999 2002 2005 2008 2011 2014* 2017* 2020* 2023* 2026* 2029* 2032* 2035* 2038* Year Source: 2014 FAA TAF; Itinerant and local general aviation, military, civil operations

In Exhibit 4.1 the left vertical axis measures total United States general aviation operations. The right vertical axis measures general aviation operations for the state of Georgia. Actual levels are presented from 1990 through 2012, and forecast levels are presented from 2013 through 2040. The

Page 13 of 28 historical trends of general aviation activity in Georgia generally follow those of the United States. In the forecast, the FAA projects average annual growth in general aviation operations of 0.3 percent per year in the United States from 2012 through 2020, and only 0.006 percent per year in the state of Georgia over that period.

There is no tower at Silver Comet Field at Paulding Northwest Atlanta Airport. Therefore, actual levels of operations are not accurately recorded on a routine basis. Given that the Airport has been active for less than six years, and given that the facility was severely impacted by a tornado in 2012, historical data on operations is not readily available. In an attempt to project activity at the airport using a statistical approach, analyses were done on United States and Georgia general aviation activity to use as a surrogate. Trends in US and Georgia activity were compared to national and state trends in growth in population, total personal income, employment and per capita personal income in order to establish some statistical relationships. No valid statistical relationships could be established.

Activity at the four nearby airports was also reviewed. This data is presented in Table 4.1.

Table 4.1 Forecast Average Annual Growth in General Aviation Activity at Airports Nearby Paulding Northwest Atlanta Airport Average Annual Airports 2012 2020 Growth Cartersville Airport 45,500 45,500 0.00% Cobb County McCollum Field 59,725 62,683 0.61% Fulton County Airport 46,734 45,871 (0.23)% DeKalb-Peachtree Airport 132,102 129,843 (0.22)% Source: 2014 FAA TAF The FAA expects activity at Cartersville to remain stagnant, and projects a decline in activity at Fulton County and DeKalb-Peachtree Airports. Only Cobb County is forecast to see increased activity according to the FAA TAF forecast.

KPUJ has newly built facilities, no congestion, lower fees for hangar space and fuel than nearby airports, and a staff and partnerships actively pursuing development at and around the Airport. Also, population, total income and employment in Paulding County are projected to grow at rates higher than the State and nation over the forecast period. Given these factors, it seems likely that the Airport will experience some growth over the next several years. Therefore, total general

Page 14 of 28 aviation operations at the Airport are forecast to grow at the same rate annually through 2020 as the forecast for operations in the United States.

Military operations at the Airport consist primarily of training operations using UH-60 Sikorsky Black Hawk helicopters. These training operations involve several areas such as: • Bucket training, which is training to scoop buckets of water from lakes to use in battling fires • External load training, which is training to pick up and drop off large loads such as pallets of foodstuffs, tanks, or other equipment in the field • Hoist training, which is training to lift and transport stretchers carrying personnel for medical evacuation operations

This activity occurs sporadically during the year and military liaison staff saw no indication that it would increase or decrease over the forecast period.

Airport staff, the FBO and the instructor from the Airport flight school contributed to discussions on the split of general aviation activity between itinerant and local operations. An itinerant operation is one whose arrival or departure occurs beyond the airspace of the Airport. A local operation is one for which both the arrival and departure occur at the Airport without ever leaving the Airport’s airspace, such as a touch and go operation. Those knowledgeable about operations at KPUJ agree that local, civil, training-type operations comprise 45 percent of total general aviation operations. Military operations are split 80 percent local training operations and 20 percent itinerant as the aircraft arrive at and depart from the Airport for these training exercises.

The results of the general aviation operations activity forecasts are presented in Table 4.2.

Table 4.2 Total Airport General Aviation Operations 2014 2015 2020 Itinerant Civil 5,020 5,041 5,147 Military 100 100 100 Total Itinerant 5,120 5,141 5,247 Local Civil 4,517 4,533 4,620 Military 400 400 400 Total Local 4,917 4,933 5,020 Total General Aviation Operations 10,037 10,074 10,267

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The level of general aviation activity is not expected to change because of any commercial passenger activity at KPUJ. Therefore, the general aviation activity forecast is the same for the low, medium and high forecasts.

4.2 Based Aircraft Prior to the 2012 tornado there were 23 aircraft based at the Airport, including one small jet. 18 of these aircraft were totally destroyed in the tornado. Currently, there are 14 aircraft based at the Airport. One of the aircraft is a twin engine piston aircraft, and all of the others are single-engine pistons. The 2014 FAA TAF assumed that there would be no change in the number of based aircraft at the Airport throughout the forecast period. For this analysis the annual growth rate of based aircraft in the United States was applied to the current based aircraft level at the Airport. This generated one incremental aircraft based there by 2020. That incremental aircraft is assumed to be a 172, of which 4 are currently based at KPUJ. The number and fleet mix of the based aircraft are presented in Table 4.3.

Table 4.3 Based Aircraft Aircraft Type Code 2014 2015 2020 Aero Commander 100 Darter VO10 1 1 1 Beech Craft Bonanza V35 B35 1 1 1 Bellanca Super Viking BL17 1 1 1 C172 4 4 5 Cessna 182 C182 1 1 1 Cessna 210 C210 1 1 1 C310 1 1 1 Decathlon 8KCAB 1 1 1 1 1 1 PA 32 PA32 2 2 2 Total 14 14 15

5.0 Fleet Mix As presented in Tables 3.2 and 3.5, commercial operations are expected to be split between A319 and A320 aircraft, with some EMB-190 operations by 2020. Although Allegiant operates MD-80 aircraft, we were advised that Allegiant would not serve the Airport with that aircraft type.

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The general aviation fleet mix forecast was developed separately for itinerant operations and local operations. An attempt was made to access the FAA ETMSC data, which contains records on aircraft operations for which a flight plan has been filed. These records provide information on equipment type, date and time of operation. ETMSC data was not available for KPUJ. Therefore, data from GCR, Inc. was obtained for use in the fleet mix analysis. This data is obtained from FAA from the same sources that feed the FAA ETMSC.

GCR, Inc. data contains records on activity at the Airport from February 2009 through December 2013. This data represented approximately 6.5 percent of all itinerant operations estimated by the Airport over that period of time. The fleet mix represented by the GCR, Inc. data was used to forecast the fleet mix for 6.5 percent of the itinerant operations forecast for the Airport. The fleet mix for the remaining itinerant operations in the forecast was estimated using the fleet mix of the based aircraft at the Airport.

The fleet mix for local operations was developed using a different method. The local operations represent training operations. As discussed earlier in this report, training operations at the Airport are conducted by aircraft from flight schools at surrounding airports and by flying clubs at Georgia Tech and Lockheed Martin. Therefore, the mix of aircraft types at these flight schools and in these flying clubs was analyzed to determine a fleet mix for the local operations at the Airport. Also, conversations with the FBO indicated that there is occasionally local small jet training at KPUJ, approximately 5 percent of all training activity there.

Master plan forecasts require an understanding of fleet mix based on the number and type of engines of the aircraft operating at the airport. Planning for facilities such as runways and taxiways requires an understanding of the operations fleet mix based on Airport Reference Codes (ARC), which classify the dimensions and approach speed of the aircraft in the forecast. The forecast of operations for the Airport is presented in both of these categorizations to maximize the potential use of the forecast. Table 5.1 presents the operations fleet mix by number and type of engines. Table 5.2 presents the operations fleet mix by ARC.

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Table 5.1 Table 5.2 Operations Fleet Mix Operations Fleet Mix By By Number and Type of Engines Airport Reference Code (ARC)

LOW FORECAST LOW FORECAST Equip. Type 2014 2015 2020 ARC 2014 2015 2020 Single-Piston 8,363 8,396 8,565 A-1 8,963 8,998 9,180 Multi-Piston 834 837 854 A-ll 1 1 1 Single-Turbo 22 22 23 B-1 513 515 525 Multi-Turbo 29 29 30 B-ll 55 55 57 Jet 289 290 296 C-ll 5 5 5 Helicopter 500 500 500 C-III 0 0 0 Helicopter 500 500 500 Total 10,037 10,074 10,267 Total 10,037 10,074 10,267

MEDIUM FORECAST MEDIUM FORECAST Equip. Type 2014 2015 2020 ARC 2014 2015 2020 Single-Piston 8,363 8,396 8,565 A-1 8,963 8,998 9,180 Multi-Piston 834 837 854 A-ll 1 1 1 Single-Turbo 22 22 23 B-1 513 515 525 Multi-Turbo 29 29 30 B-ll 55 55 57 Jet 289 466 712 C-ll 5 5 5 Helicopter 500 500 500 C-III 0 176 416 Helicopter 500 500 500 Total 10,037 10,250 10,683 Total 10,037 10,250 10,683

HIGH FORECAST HIGH FORECAST Equip. Type 2014 2015 2020 ARC 2014 2015 2020 Single-Piston 8,363 8,396 8,565 A-1 8,963 8,998 9,180 Multi-Piston 834 837 854 A-ll 1 1 1 Single-Turbo 22 22 23 B-1 513 515 525 Multi-Turbo 29 29 30 B-ll 55 55 57 Jet 289 466 2,424 C-ll 5 5 5 Helicopter 500 500 500 C-III 0 176 2,128 Helicopter 500 500 500 Total 10,037 10,250 12,395 Total 10,037 10,250 12,395

The fleet mix presentation in this report is also grouped according to FAA Integrated Noise Model equipment types. This categorization of equipment is required as input into the Environmental

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Table 5.3 Low Forecast Annual Fleet Mix Operations LOW FORECAST Total Annual Operations

Assessment analysis for which this forecast is being developed. The fleet mix resulting from this analysis is presented in Tables 5.3, 5.4, and 5.5.

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Aircraft Type Noise Code 2014 2015 2020 Air Carrier Airbus A319 A319-131 Airbus A320 A320-211 EMB-90 EMB190 Total Air Taxi No Aircraft Assigned Total General Aviation Itinerant Beech Baron, Cessna 310, Piper Seneca, Piper 60-600, , , BEC58P 378 379 387 Cessna Citation CIT3 27 27 27 Bombardier CL-600 CL600 1 1 1 , Cessna 172 Skyhawk, Cessna 175 Skylark, CNA172 1,363 1,368 1,397 , Cessna R182 CNA182 354 355 362 , , Cessna Riley-Turbine P210 CNA206 354 355 362 Socata TBM 850, Socata TBM 700, Pilatus PC-12 CNA208 15 15 15 PA-31 Navajo, Beech King Air, Beech Super King Air, Cessna 441 Conquest ll CNA441 22 22 23 Cessna Citation CNA500 7 7 7 CNA510 0 0 0 Cessna Citation Jet / CJ Series CNA525C 4 4 4 CNA560E 5 5 6 Cessna Citation XL CNA560XL 1 1 1 Cessna Citation Sovereign CNA680 0 0 0 Douglas DC-3 DC3 0 0 0 DHC-6-300 TWIN OTTER DH6 2 2 2 Beech King Air 350, Beech 300 Super King Air DO228 5 5 5 ECLIPSE500 13 13 14 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, GASEPF Van's Aircraft RV$ through RV-9-4 700 703 718 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, GASEPV Piper PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 1,760 1,767 1,804 Gulfstream 2 GII 0 0 0 Learjet 25 LEAR25 0 0 0 Learjet 35A/36A LEAR36 1 1 1 Learjet 45 LEAR45 0 0 0 Learjet 55 LEAR55 0 0 0 Mitsubishi Diamond MU-300 MU3001 2 2 2 Piper PA-28 Cherokee PA28 2 2 2 Piper PA-30 PA30 2 2 2 Beech 2000 Starship SD330 1 1 1 SAAB 340 SF340 1 1 1 Total 5,020 5,041 5,147 General Aviation Local Cessna Citation CNA500 226 227 231 Beech Baron, Cessna 310 BEC58P 452 453 462 Cessna 152, Cessna 172 Skyhawk, Cessna 175 Skylark, Cessna 177 Cardinal CNA172 3,560 3,574 3,642 Cessna 182 Skylane, Cessna R182 CNA182 93 93 95 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, GASEPF Van's Aircraft RV$ through RV-9-4 155 155 158 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, GASEPV Piper PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 31 31 32 Total 4,517 4,533 4,620 Military Itinerant UH 60 Black Hawk Helicopter UH60 100 100 100 Total 100 100 100 Military Local UH 60 Black Hawk Helicopter UH60 400 400 400 Total 400 400 400 Total Annual Operations Total 10,037 10,074 10,267 Totals may not add due to rounding

*

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Table 5.45.5 MediumHigh Fo Forecastrecast Annual Annual Fleet Fleet Mix Mix Operations Operations MEDIUM FORECAST Total Annual Operations Aircraft Type Noise Code 2014 2015 2020 Air Carrier Airbus A319 A319-131 88 208 Airbus A320 A320-211 88 208 EMB-90 EMB190 Total 176 416 Air Taxi No Aircraft Assigned Total General Aviation Itinerant Beech Baron, Cessna 310, Piper Seneca, Piper 60-600, Cessna 340, Cessna 414, Cessna 421 BEC58P 378 379 387 Cessna Citation CIT3 27 27 27 Bombardier CL-600 CL600 1 1 1 Cessna 152, Cessna 172 Skyhawk, Cessna 175 Skylark, Cessna 177 Cardinal CNA172 1,363 1,368 1,397 Cessna 182 Skylane, Cessna R182 CNA182 354 355 362 Cessna 185 Skywagon, Cessna 210 Centurion, Cessna Riley-Turbine P210 CNA206 354 355 362 Socata TBM 850, Socata TBM 700, Pilatus PC-12 CNA208 15 15 15 PA-31 Navajo, Beech King Air, Beech Super King Air, Cessna 441 Conquest ll CNA441 22 22 23 Cessna Citation CNA500 7 7 7 Cessna Citation Mustang CNA510 0 0 0 Cessna Citation Jet / CJ Series CNA525C 4 4 4 Cessna Citation V CNA560E 5 5 6 Cessna Citation XL CNA560XL 1 1 1 Cessna Citation Sovereign CNA680 0 0 0 Douglas DC-3 DC3 0 0 0 DHC-6-300 TWIN OTTER DH6 2 2 2 Beech King Air 350, Beech 300 Super King Air DO228 5 5 5 Eclipse 500 ECLIPSE500 13 13 14 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, Van's GASEPF Aircraft RV$ through RV-9-4 700 703 718 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, Piper GASEPV PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 1,760 1,767 1,804 Gulfstream 2 GII 0 0 0 Learjet 25 LEAR25 0 0 0 Learjet 35A/36A LEAR36 1 1 1 Learjet 45 LEAR45 0 0 0 Learjet 55 LEAR55 0 0 0 Mitsubishi Diamond MU-300 MU3001 2 2 2 Piper PA-28 Cherokee PA28 2 2 2 Piper PA-30 PA30 2 2 2 Beech 2000 Starship SD330 1 1 1 SAAB 340 SF340 1 1 1 Total 5,020 5,041 5,147 General Aviation Local Cessna Citation CNA500 226 227 231 Beech Baron, Cessna 310 BEC58P 452 453 462 Cessna 152, Cessna 172 Skyhawk, Cessna 175 Skylark, Cessna 177 Cardinal CNA172 3,560 3,574 3,642 Cessna 182 Skylane, Cessna R182 CNA182 93 93 95 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, Van's GASEPF Aircraft RV$ through RV-9-4 155 155 158 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, Piper GASEPV PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 31 31 32 Total 4,517 4,533 4,620 Military Itinerant UH 60 Black Hawk Helicopter UH60 100 100 100 Total 100 100 100 Military Local UH 60 Black Hawk Helicopter UH60 400 400 400 Total 400 400 400 Total Annual Operations Total 10,037 10,250 10,683 Totals may not add due to rounding

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HIGH FORECAST Total Annual Operations Aircraft Type Noise Code 2014 2015 2020 Air Carrier Airbus A319 A319-131 88 1,040 Airbus A320 A320-211 88 1,040 EMB-90 EMB190 48 Total 176 2,128 Air Taxi No Aircraft Assigned Total General Aviation Itinerant Beech Baron, Cessna 310, Piper Seneca, Piper 60-600, Cessna 340, Cessna 414, Cessna 421 BEC58P 378 379 387 Cessna Citation CIT3 27 27 27 Bombardier CL-600 CL600 1 1 1 Cessna 152, Cessna 172 Skyhawk, Cessna 175 Skylark, Cessna 177 Cardinal CNA172 1,363 1,368 1,397 Cessna 182 Skylane, Cessna R182 CNA182 354 355 362 Cessna 185 Skywagon, Cessna 210 Centurion, Cessna Riley-Turbine P210 CNA206 354 355 362 Socata TBM 850, Socata TBM 700, Pilatus PC-12 CNA208 15 15 15 PA-31 Navajo, Beech King Air, Beech Super King Air, Cessna 441 Conquest ll CNA441 22 22 23 Cessna Citation CNA500 7 7 7 Cessna Citation Mustang CNA510 0 0 0 Cessna Citation Jet / CJ Series CNA525C 4 4 4 Cessna Citation V CNA560E 5 5 6 Cessna Citation XL CNA560XL 1 1 1 Cessna Citation Sovereign CNA680 0 0 0 Douglas DC-3 DC3 0 0 0 DHC-6-300 TWIN OTTER DH6 2 2 2 Beech King Air 350, Beech 300 Super King Air DO228 5 5 5 Eclipse 500 ECLIPSE500 13 13 14 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, Van's GASEPF Aircraft RV$ through RV-9-4 700 703 718 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, Piper GASEPV PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 1,760 1,767 1,804 Gulfstream 2 GII 0 0 0 Learjet 25 LEAR25 0 0 0 Learjet 35A/36A LEAR36 1 1 1 Learjet 45 LEAR45 0 0 0 Learjet 55 LEAR55 0 0 0 Mitsubishi Diamond MU-300 MU3001 2 2 2 Piper PA-28 Cherokee PA28 2 2 2 Piper PA-30 PA30 2 2 2 Beech 2000 Starship SD330 1 1 1 SAAB 340 SF340 1 1 1 Total 5,020 5,041 5,147 General Aviation Local Cessna Citation CNA500 226 227 231 Beech Baron, Cessna 310 BEC58P 452 453 462 Cessna 152, Cessna 172 Skyhawk, Cessna 175 Skylark, Cessna 177 Cardinal CNA172 3,560 3,574 3,642 Cessna 182 Skylane, Cessna R182 CNA182 93 93 95 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, Van's GASEPF Aircraft RV$ through RV-9-4 155 155 158 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, Piper GASEPV PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 31 31 32 Total 4,517 4,533 4,620 Military Itinerant UH 60 Black Hawk Helicopter UH60 100 100 100 Total 100 100 100 Military Local UH 60 Black Hawk Helicopter UH60 400 400 400 Total 400 400 400 Total Annual Operations Total 10,037 10,250 12,395 Totals may not add due to rounding

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6.0 Day/Night Operations The Environmental Assessment also requires a split of operations into daytime and nighttime operations. Daytime operations are those that occur from 7:01 am through 10:00 pm local time. Nighttime operations are those occurring from 10:01 pm through 7:00 am local time.

The day/night split of general aviation operations was based upon the information in the GCR, Inc. data, and input from local based aircraft owners at the Airport and the FBO.

Conversations with airport managers at facilities with commercial service such as that proposed for KPUJ indicated that night operations occur as a result of schedule delays due to weather, maintenance or operational issues, and that happens approximately once or twice per month. Commercial passenger operations are usually scheduled between 7:00 am and 10:00 pm.

The results of those analyses are presented in Tables 6.1, 6.2 and 6.3.

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Table 6.1 Low Forecast Annual Night Operations (10:01 pm – 7:00 am) LOW FORECAST Annual Night Operations

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Table 6.2 Medium Forecast Annual Night Operations (10:01 pm – 7:00 am)

Aircraft Type Noise Code 2014 2015 2020 Air Carrier Airbus A319 A319-131 Airbus A320 A320-211 EMB-90 EMB190 Total Air Taxi No Aircraft Assigned Total General Aviation Itinerant Beech Baron, Cessna 310, Piper Seneca, Piper 60-600, Cessna 340, Cessna 414, Cessna 421 BEC58P 4 4 4 Cessna Citation CIT3 0 0 0 Bombardier CL-600 CL600 0 0 0 Cessna 152, Cessna 172 Skyhawk, Cessna 175 Skylark, Cessna 177 Cardinal CNA172 16 16 16 Cessna 182 Skylane, Cessna R182 CNA182 4 4 4 Cessna 185 Skywagon, Cessna 210 Centurion, Cessna Riley-Turbine P210 CNA206 4 4 4 Socata TBM 850, Socata TBM 700, Pilatus PC-12 CNA208 0 0 0 PA-31 Navajo, Beech King Air, Beech Super King Air, Cessna 441 Conquest ll CNA441 0 0 0 Cessna Citation CNA500 0 0 0 Cessna Citation Mustang CNA510 0 0 0 Cessna Citation Jet / CJ Series CNA525C 0 0 0 Cessna Citation V CNA560E 0 0 0 Cessna Citation XL CNA560XL 0 0 0 Cessna Citation Sovereign CNA680 0 0 0 Douglas DC-3 DC3 0 0 0 DHC-6-300 TWIN OTTER DH6 0 0 0 Beech King Air 350, Beech 300 Super King Air DO228 0 0 0 Eclipse 500 ECLIPSE500 0 0 0 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, Van's GASEPF Aircraft RV$ through RV-9-4 8 8 8 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, Piper GASEPV PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 20 20 21 Gulfstream 2 GII 0 0 0 Learjet 25 LEAR25 0 0 0 Learjet 35A/36A LEAR36 0 0 0 Learjet 45 LEAR45 0 0 0 Learjet 55 LEAR55 0 0 0 Mitsubishi Diamond MU-300 MU3001 0 0 0 Piper PA-28 Cherokee PA28 0 0 0 Piper PA-30 PA30 0 0 0 Beech 2000 Starship SD330 0 0 0 SAAB 340 SF340 0 0 0 Total 58 58 60 General Aviation Local Cessna Citation CNA500 2 2 2 Beech Baron, Cessna 310 BEC58P 5 5 5 Cessna 152, Cessna 172 Skyhawk, Cessna 175 Skylark, Cessna 177 Cardinal CNA172 36 36 36 Cessna 182 Skylane, Cessna R182 CNA182 1 1 1 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, Van's GASEPF Aircraft RV$ through RV-9-4 2 2 2 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, Piper GASEPV PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 0 0 0 Total Military Itinerant UH 60 Black Hawk Helicopter UH60 5 5 5 Total 5 5 5 Military Local UH 60 Black Hawk Helicopter UH60 4 4 4 Total 4 4 4 Total Annual Operations Total 67 67 69 Totals may not add due to rounding

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MEDIUM FORECAST Annual Night Operations Aircraft Type Noise Code 2014 2015 2020 Air Carrier Airbus A319 A319-131 6 10 Airbus A320 A320-211 6 10 EMB-90 EMB190 Total 12 20 Air Taxi No Aircraft Assigned Total General Aviation Itinerant Beech Baron, Cessna 310, Piper Seneca, Piper 60-600, Cessna 340, Cessna 414, Cessna 421 BEC58P 4 4 4 Cessna Citation CIT3 0 0 0 Bombardier CL-600 CL600 0 0 0 Cessna 152, Cessna 172 Skyhawk, Cessna 175 Skylark, Cessna 177 Cardinal CNA172 16 16 16 Cessna 182 Skylane, Cessna R182 CNA182 4 4 4 Cessna 185 Skywagon, Cessna 210 Centurion, Cessna Riley-Turbine P210 CNA206 4 4 4 Socata TBM 850, Socata TBM 700, Pilatus PC-12 CNA208 0 0 0 PA-31 Navajo, Beech King Air, Beech Super King Air, Cessna 441 Conquest ll CNA441 0 0 0 Cessna Citation CNA500 0 0 0 Cessna Citation Mustang CNA510 0 0 0 Cessna Citation Jet / CJ Series CNA525C 0 0 0 Cessna Citation V CNA560E 0 0 0 Cessna Citation XL CNA560XL 0 0 0 Cessna Citation Sovereign CNA680 0 0 0 Douglas DC-3 DC3 0 0 0 DHC-6-300 TWIN OTTER DH6 0 0 0 Beech King Air 350, Beech 300 Super King Air DO228 0 0 0 Eclipse 500 ECLIPSE500 0 0 0 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, Van's GASEPF Aircraft RV$ through RV-9-4 8 8 8 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, Piper GASEPV PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 20 20 21 Gulfstream 2 GII 0 0 0 Learjet 25 LEAR25 0 0 0 Learjet 35A/36A LEAR36 0 0 0 Learjet 45 LEAR45 0 0 0 Learjet 55 LEAR55 0 0 0 Mitsubishi Diamond MU-300 MU3001 0 0 0 Piper PA-28 Cherokee PA28 0 0 0 Piper PA-30 PA30 0 0 0 Beech 2000 Starship SD330 0 0 0 SAAB 340 SF340 0 0 0 Total 58 58 60 General Aviation Local Cessna Citation CNA500 2 2 2 Beech Baron, Cessna 310 BEC58P 5 5 5 Cessna 152, Cessna 172 Skyhawk, Cessna 175 Skylark, Cessna 177 Cardinal CNA172 36 36 36 Cessna 182 Skylane, Cessna R182 CNA182 1 1 1 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, Van's GASEPF Aircraft RV$ through RV-9-4 2 2 2 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, Piper GASEPV PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 0 0 0 Total 45 45 46 Military Itinerant UH 60 Black Hawk Helicopter UH60 5 5 5 Total 5 5 5 Military Local UH 60 Black Hawk Helicopter UH60 4 4 4 Total 4 4 4 Total Annual Operations Total 112 125 135 Totals may not add due to rounding

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Table 6.3 High Forecast Annual Night Operations (10:01 pm – 7:00 pm) HIGH FORECAST Annual Night Operations

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Aircraft Type Noise Code 2014 2015 2020 Air Carrier Airbus A319 A319-131 6 12 Airbus A320 A320-211 6 12 EMB-90 EMB190 Total 12 24 Air Taxi No Aircraft Assigned Total General Aviation Itinerant Beech Baron, Cessna 310, Piper Seneca, Piper 60-600, Cessna 340, Cessna 414, Cessna 421 BEC58P 4 4 4 Cessna Citation CIT3 0 0 0 Bombardier CL-600 CL600 0 0 0 Cessna 152, Cessna 172 Skyhawk, Cessna 175 Skylark, Cessna 177 Cardinal CNA172 16 16 16 Cessna 182 Skylane, Cessna R182 CNA182 4 4 4 Cessna 185 Skywagon, Cessna 210 Centurion, Cessna Riley-Turbine P210 CNA206 4 4 4 Socata TBM 850, Socata TBM 700, Pilatus PC-12 CNA208 0 0 0 PA-31 Navajo, Beech King Air, Beech Super King Air, Cessna 441 Conquest ll CNA441 0 0 0 Cessna Citation CNA500 0 0 0 Cessna Citation Mustang CNA510 0 0 0 Cessna Citation Jet / CJ Series CNA525C 0 0 0 Cessna Citation V CNA560E 0 0 0 Cessna Citation XL CNA560XL 0 0 0 Cessna Citation Sovereign CNA680 0 0 0 Douglas DC-3 DC3 0 0 0 DHC-6-300 TWIN OTTER DH6 0 0 0 Beech King Air 350, Beech 300 Super King Air DO228 0 0 0 Eclipse 500 ECLIPSE500 0 0 0 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, Van's GASEPF Aircraft RV$ through RV-9-4 8 8 8 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, Piper GASEPV PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 20 20 21 Gulfstream 2 GII 0 0 0 Learjet 25 LEAR25 0 0 0 Learjet 35A/36A LEAR36 0 0 0 Learjet 45 LEAR45 0 0 0 Learjet 55 LEAR55 0 0 0 Mitsubishi Diamond MU-300 MU3001 0 0 0 Piper PA-28 Cherokee PA28 0 0 0 Piper PA-30 PA30 0 0 0 Beech 2000 Starship SD330 0 0 0 SAAB 340 SF340 0 0 0 Total 58 58 60 General Aviation Local Cessna Citation CNA500 2 2 2 Beech Baron, Cessna 310 BEC58P 5 5 5 Cessna 152, Cessna 172 Skyhawk, Cessna 175 Skylark, Cessna 177 Cardinal CNA172 36 36 36 Cessna 182 Skylane, Cessna R182 CNA182 1 1 1 Husky A-1C, Piper PA-28 Cherokee, Cessna 675, Beech 23 Musketeer, Beech 24 Musketeer Super, Van's GASEPF Aircraft RV$ through RV-9-4 2 2 2 Rockwell Commander 112, Beech Bonanza, Bellanca Super Viking, Diamond Star DA-40, Mooney, Piper GASEPV PA-32R, Piper Cherokee Six, Cirrus SR-20, Cirrus SR-22, Piper Malibu Meridian 0 0 0 Total 45 45 46 Military Itinerant UH 60 Black Hawk Helicopter UH60 5 5 5 Total 5 5 5 Military Local UH 60 Black Hawk Helicopter UH60 4 4 4 Total 4 4 4 Total Annual Operations Total 112 125 139 Totals may not add due to rounding

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