Brookings Airport Airport Master Plan

BROOKINGS AIRPORT AIRPORT MASTER PLAN

BROOKINGS, OREGON JULY 2020

DRAFT ACKNOWLEDGMENTS The following organizations and individuals contributed to this Master Plan. The study was funded by the City of Brookings with a grant from the Federal Aviation Administration.

City of Brookings Staff

Janell Howard, City Manager

Jay Trost, Public Works & Development Services Deputy Director

Federal Aviation Administration

Scott Eaton, Airport Planner

Robert Tykoski, Airport Planner

Oregon Department of Aviation

Seth Thompson, Aviation Planner

Heather Peck, Planning and Projects Manager

Planning Advisory Committee

Skip Watwood

Ron Hedenskog

Dan Brattain

Nelson Sprague

Doug Hanson

Gary Milliman

Century West Engineering

Matt Rogers, Project Manager

Mike Dane, Senior Airport Planner

David Miller, Senior Airport Planner Samantha Peterson, AirportDRAFT Planner Mark Steele, AGIS/Airport Planner

Justin Strother, CAD/ALP

David Evans & Associates

Miller Creek Associates Table of Contents

Develop Understanding

Chapter 1: Introduction Study Purpose...... 1 Project Need...... 1 Project Funding ...... 2 Goals of the Master Plan...... 2 Planning Process...... 4 Framework of the Airport Master Plan...... 5 Project Schedule...... 5 Public Involvement Process ...... 6 Known Issues & Opportunities...... 10

Chapter 2: Existing Conditions Analysis Regional Setting...... 11 Location & Vicinity Socio-Economic Data Airport History Airport Role Area Airports Contextual Analysis Airport Operations Summary Relevant Studies Environmental Data Local Surface Transportation Area Land Use/Zoning Airside Elements...... 31 Airspace - FAR Part 77, Terps, and Runway End Siting Surfaces Airspace Classifications Local Area Airspace Structure Instrument Flight Procedures DRAFT Runway DRAFT Taxiways & Taxilanes Aprons/Tiedowns Airfield Pavement Condition Airfield Support Facilities Landside Elements...... 45 Terminal Building & Office/Commercial Space Hangars Airport Fencing Airport Surface Roads Vehicle Parking Utilities Airport Administration...... 51 Airport Ownership & Management Airport Financials Airport Rates and Charges Local Rules and Regulations Existing Conditions Analysis Summary...... 55 Regional Setting Airside Elements Landside Elements Airport Administration

Chapter 3: Aviation Activity Forecasts Introduction...... 56 FAA Forecasting Process ...... 56 Key Activity Elements Population and Economic Conditions...... 57 Population Employment Real Estate and Construction Updated Aviation Activity Forecasts...... 61 Based Aircraft Recommended Based Aircraft Summary Based Aircraft Fleet Mix Aircraft Operations Recommended Aircraft Operations Summary Local and Itinerant Operations Critical Aircraft...... 69 Current Critical Aircraft Future CriticalDRAFT Aircraft Critical Aircraft Conclusion Operational Peaks...... 74 Military Activity...... 74 Air Taxi Activity...... 74 Forecast Summary...... 74 Terminal Area Forecast Comparison Fifty-Year Forecast Explore Solutions

Facility Goals and Requirements

Development Alternatives

Implementation

Strategies and Actions

Capital Improvement Plan/Financial Plan

ALP Drawing Set DRAFT DEVELOP UNDERSTANDING WHAT YOU HAVE AND WHERE YOU ARE GOING BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Chapter 1: Introduction

The City of Brookings is preparing an Airport Master Plan Update for Brookings Airport (BOK) in cooperation with the Federal Aviation Administration (FAA) to address the airport’s needs for the next twenty years. The Airport Master Plan will provide specific guidance in making the improvements necessary to maintain a safe and efficient airport that is economically, environmentally, and socially sustainable.

Study Purpose The purpose of the Airport Master Plan is to define the current, short-term and long-term needs of the airport through a comprehensive evaluation of facilities, conditions and FAA airport planning and design standards. The study will also address elements of local planning (land use, transportation, environmental, economic development, etc.) that have the potential of affecting the planning, development and operation of the airport.

Project Need The FAA requires airports to periodically update their master plans as conditions change in order to maintain current planning. The last Airport Layout Plan Report was completed in 2003. In July 2018, the Airport was transferred from Curry County to City of Brookings ownership. The City of Brookings in consultation with the FAA identified the need to develop a new Airport Master Plan that would reflect the community vision for the airport and provide a document that would guide the DRAFT community and AirportDRAFT into the future.

DEVELOP UNDERSTANDING - INTRODUCTION PAGE 1 BROOKINGS AIRPORT | AIRPORT MASTER PLAN Project Funding Funding for the Airport Master Plan Update is being provided through an FAA Airport Improvement Program (AIP) grant of $390,794 (90%) and an ODA COAR grant of $39,080 (9%) with a local match of $4,342 (1%) provided by the City of Brookings for a total project cost of $434,216. The AIP is a dedicated fund administered by FAA with the specific purpose of maintaining and improving the nation’s public use airports. The AIP is funded exclusively through fees paid by users of general aviation and commercial aviation.

FAA A AR

Goals of the Master Plan The primary goal of the master plan is to provide the framework and vision needed to guide future development at the Brookings Airport. The FAA sets out goals and objectives each master plan should meet to ensure future development will cost-effectively satisfy aviation demand and also consider potential environmental and socioeconomic impacts.

1 Define the vision for the airport to effectively 6 Identify potential environmental and land use serve the community, airport users, and the requirements that may impact development. region. Assess known issue including, runway length, ability to accommodate development, 7 Explore alternatives to address facility needs. auto parking, fencing, and land use to develop a Work collaboratively with all stakeholders to realistic sustainable plan to improve the airport. develop workable solutions to address needs.

Document existing activity, condition of airfield 8 Develop an Airport Layout Plan to graphically 2 facilities, and policies that impact airport depict proposed improvements consistent operations and development opportunities. with FAA standards as a road map to future development. Prepare a supporting Capital Forecast future activity based on accepted Improvement Plan to summarize costs and 3 methodology. priorities.

Evaluate facilities andDRAFT conformance with applicable 9 Provide recommendations to improve land use, 4 local, state, and FAA standards. zoning, and City oversight of the airport to remove barriers to appropriate growth at the airport. Identify facility improvements to address 5 conformance issues and accommodate demand. Summarize the collective vision and plan for the 10 airport in the Airport Master Plan report.

PAGE 2 DEVELOP UNDERSTANDING - INTRODUCTION BROOKINGS AIRPORT | AIRPORT MASTER PLAN

THE FAA ROLE IN THE AIRPORT MASTER PLAN

FAA Advisory Circular 150/5070-6B Airport Master Plans defines the specific requirements and evaluation methods established by FAA for the study. The guidance in this AC covers planning requirements for all airports, regardless of size, complexity, or role. However, each master plan study must focus on the specific needs of the airport for which a plan is being prepared.

The recommendations contained in an airport master plan represent the views, policies and development plans of the airport sponsor and do not necessarily represent the views of the FAA. Acceptance of the master plan by the FAA does not constitute a commitment on the part of the United States to participate in any development depicted in the plan, nor does it indicate that the proposed development is environmentally acceptable in accordance with appropriate public law. The FAA reviews all elements of the master plan to ensure that sound planning techniques have been applied. However, the FAA only approves the Aviation Activity Forecasts and Airport Layout Plan.

2003 AIRPORT LAYOUT PLAN (ALP) DRAFT DRAFT

DEVELOP UNDERSTANDING - INTRODUCTION PAGE 3 BROOKINGS AIRPORT | AIRPORT MASTER PLAN Planning Process The three phase planning process is designed to provide multiple feedback loops intended to maintain the flow of information and ideas among the community and project stakeholders and ultimately maximize public involvement.

DEVELOP UNDERSTANDING EXPLORE SOLUTIONS IMPLEMENTATION A comprehensive understanding of A collaborative exploration of local An implementation program with the issues and opportunities, existing Airport needs, goals, and facility recommended strategies and actions conditions, and an identified level requirements in sequence with the for future land use,transportation, of future aviation activity that would development of community generated and environmental requirements; a mandate facility improvements required ideas, solutions, and development realistic and workable CIP; and current to satisfy future demand. alternatives. ALP drawings that graphically depict existing conditions at the airport as well Analysis Analysis as proposed development projects. • Develop Scope of Work • Define Updated Airfield Design Standards Analysis • Public Involvement Strategy • Perform Demand/Capacity Analysis • AGIS Survey • Define Facility Goals and Requirements • Conduct Airport Noise Evaluation • Existing Conditions Analysis • Identify & Prepare Development • Develop Strategies & Actions • Aviation Activity Forecasts Alternatives • Develop CIP/Phasing/Financial Plan • Evaluate Development Alternatives • Develop ALP Drawing Set Project Meetings Project Meetings • Bi-Weekly Planning Team Meetings Project Meetings • Project Kick-off Meeting • Bi-Weekly Planning Team Meetings • Bi-Weekly Planning Team Meetings • Planning Advisory Committee (PAC) • Planning Advisory Committee Meetings • Planning Advisory Committee Meetings Meetings (PAC) (PAC) • Project Stakeholder Meetings • Project Stakeholder Meetings • Project Stakeholder Meetings • Regional Stakeholder Meeting • Regional Stakeholder Meeting Work Product Work Product • Working Paper #2 Work Product • Working Paper #1 » Facility Goals & Requirements • Working Paper #3 » Introduction » Airport Development Alternatives » Strategies & Actions » Existing Conditions » Financial Plan (CIP/Phasing) » Aviation Activity Forecasts » ALP Drawing Set • Final Draft Report • Final Report

eetings edback Loop ct Meetings ct M Wo Fe roje oje rk P Wo Pr Pr rk od P u ro c d t is u s c is ly t s a ly n a A n A DEVELOP EXPLORE DRAFTIMPLEMENTATION UNDERSTANDING SOLUTIONS

A n a l y t s c is u d ro P rk Wo Fee Pro F dback Loop ject Meetings eedback Loop

PAGE 4 DEVELOP UNDERSTANDING - INTRODUCTION BROOKINGS AIRPORT | AIRPORT MASTER PLAN Framework of the Airport Master Plan The framework of the airport master plan provides a clear structure to inform and steer future planning decisions and serve as a tool to guide a process that allows the plan to take shape through flexibility, iteration, and adaptation. The framework is based upon an airport-urban interface model intended to analyze the regional setting of the airport, the landside elements and airside elements of the airport, as well as the airport management and administration functions associated with the airport. The framework provides guidance while being flexible enough to adapt to changing conditions to maximize opportunities to develop understanding, explore solutions, and implement the preferred development alternatives for the Airport and adjacent urban and rural environments.

Regional Airside Landside Airport Setting Elements Elements Administration

Location & Vicinity Area Airspace Terminal Building Airport Ownership & Develop Socio-Economic Data Instrument Flight Hangars Management Understanding Airport Role Procedures Airport Fencing Airport Financials Airport History Runway/Helipad Airport Surface Roads Airport Rates and Charges Area Airports Context Taxiways/Taxilanes Vehicle Parking Local Rules & Aprons/Tiedowns Utilities Explore Airport Operations Regulations Pavement Condition Solutions Relevant Studies Oregon Aviation Laws Environmental Data Airside Support Facilities FAA Compliance Local Surface Overview Transportation Implementation Land Use/Zoning

ProjectBrookings Schedule Airport Master Plan - ProjectRegional Schedule Landside Airside Airport Setting Elements Elements Administration TheThe 2019 Brookings Brookings Airport Master Master Plan schedule Plan schedule is expected to is occur expected over the course to occur of 18-24 over months. the Phasecourse 1 - Developof 24 Understandingmonths. Phase will take 1 approximately - Develop 6 months, UnderstandingPhase 2 - Explore Solutions will take will take approximately approximately 7 months, 6-7Location months, and &Phase Vicinity Phase3 - Implementation 2 General- Explore will Aviation take Solutions approximately (GA) will Runway/Helipad7 months,take approximately with the exception of8-9Airport the months,ALP, Ownership which will and run & PhaseconcurrentlyDevelop 3 - with Implementation a period of Phase 2. will It may take take approximately an additionalSocio-Economic 3-6 months 8-9 Datatomonths receiveDevelopment FAA including approvals upon3 Areas months receipt of forTaxiways/Taxilanes the FAAfi nal draft approvals, narrative report which Managementand Airport can Layouttake Plan anywheredrawings. from 3-6 months upon receipt of the final draft narrative reports and drawings. Understanding Airport Role Airport Fencing Aprons/Tiedowns Airport Financials Airport Surface Roads Airport Rates and Airport History 2020 Pavement Condition 2021 Vehicle Parking Charges Contract Begins Dec 2019 DEC JAN FEBAreaMAR AirportsAPR ContextMAY JUN JUL AUG SEP OCT NOVSupportDEC FacilitiesJAN FEB MAR APR MAY JUN JUL AUG City of Bend Rules & Hangars Area Airspace AGIS SurveyExplore Airport Operations Regulations Existing Conditions Analysis Utilities Instrument Flight Relevant Studies Oregon Aviation Laws AviationSolutions Activity Forecasts 1 Procedures Environmental Data FAA Compliance FAA Review and Approval Air Traffic Control Local Surface Overview Facility Goals & Reuirements 2 Tower (ATCT) Transportation Development Alternatives Land Use/Zoning 3 4 DRAFT DRAFT5 StrategiesImplementation & Actions Financial Plan ALP Drawing Set FAA Review and Approval WP WP WP Draft Final Working Papers/Final Report #2 #3 Report Report Regional #1 Landside Airside Airport Develop Understanding Explore Solutions Setting ImplementationElements ElementsFAA Review and ApprovalAdministration PAC Meetings Public Open House FAA Coordination Meetings Location & Vicinity Utillities Aprons/Tiedowns Airport Ownership & Develop Airport Fencing Taxiways/Taxilanes Management DEVELOP UNDERSTANDING - INTRODUCTIONSocio-Economic Data PAGE 5 Airport Role Airport Surface Roads Runway/Helipad Airport Financials PAC MeetingUnderstanding #1 Summary PAC Meeting #2 Summary PAC Meeting #3 Summary PAC Meeting #4 Summary PAC Meeting #5 Summary Airport History Vehicle Parking Pavement Condition Airport Rates and Project Introduction, Existing Facility Goals and Requirements Development Alternatives are Refi ned alternatives are LandCharges Use, Transportation, and Conditions, and Aviation discussion and DevelopmentArea Airports Contextintroduced toGeneral the PAC and Aviation (GA)presented Support to the PAC Facilities and Environmental Strategies & Forecasts discussion. Alternatives/Concepts discussed in detail to identify a discussed in detail before the Actions,City Financial of Bend Plan, Rules and ALP & Development Areas FAA Design Standards Explore brainstorming.Airport Operationstop ranked alternative. alternatives are presented in the Regulationsdiscussion. Hangars following AreaPublic AirspaceOpen House. Relevant Studies Oregon Aviation Laws Solutions Instrument Flight Environmental Data FAA Compliance Procedures Local Surface Overview Air Traffic Control Transportation Tower (ATCT) Implementation Land Use/Zoning BROOKINGS AIRPORT | AIRPORT MASTER PLAN Public Involvement Process A comprehensive and engaging public involvement process is a key element to a successful Master Plan update. Therefore, numerous opportunities for public input are built in to the process. There will be up to five Planning Advisory Committee (PAC) meetings, two Public Open House meetings, three FAA coordination meetings, a project website, and ongoing communication and coordination between City of Brookings staff and the project planning team over the course of the project.

The PAC was assembled to provide input and allow for public dissemination of data. Airport tenants, pilots, local & regional economic development interests, and staff/representatives of the City served as members of the PAC. In addition to the membership composition noted above, representatives from the FAA Seattle Airports District Office (ADO) and ODA served as ex officio members of the PAC.

PAC MEETING # 1 AND OPEN HOUSE #1 SUMMARY March 3, 2020

PAC #1 served as the kickoff meeting and provided the planning team and the local community with the opportunity to better understand the issues and opportunities, existing conditions, and vision/role of the Airport within the community now and in the future. The meeting was an interactive discussion with the PAC and members of the public.

The PAC meeting session identified several issues and opportunities that were of particular importance to the local community. Over the course of the meeting, discussion amongst the planning team, members of the public that were present, and PAC members revolved around several key issues including:

• Runway Length – Accelerate Stop Distance calculations may drive preferred lengths. • Instrument Approach Procedure (IAP) – Feasibility at Brookings, Gold Beach IAP, steps going forward. • Terminal Building – City currently making plans for remodel as building is in poor condition. • Hangar Condition – Various hangars and their condition were discussed. • Aircraft Parking – Removal of one tiedown was required so fuel truck could access fuel tanks. • Utilities – North end of Airport does not have water service and City has discussed future project to provide water to this area. • Aircraft Operations/Forecasts – Baseline operations estimates, FedEx, Ameriflight, Cal-Ore, and South Coast Lumber operations. • Hangar availability and the need for a waitlist was discussed. • Critical Aircraft – theDRAFT B200/B250 critical aircraft was discussed and Cal-Ore staff indicated an industry trend of medevac operators moving to PC-12 aircraft.

PAGE 6 DEVELOP UNDERSTANDING - INTRODUCTION BROOKINGS AIRPORT | AIRPORT MASTER PLAN

PAC MEETING #2 Meeting Date: Summer 2020

PAC Meeting #2 will include a multi-step public review process that will begin with a stakeholder discussion to identify and verify the future vision/role of the Airport as well as the facility goals and requirements necessary to satisfy future demands on the Airport.

PAC MEETING #3 Meeting Date: Fall 2020

The facility goals and requirements discussed in PAC #2 will serve as the building blocks for the development of three preliminary alternative concepts capable of satisfying future demand. The preliminary development alternatives concepts will be presented in PAC #3 for public review and comment.

PAC MEETING #4 Meeting Date: Winter 2020/2021

The public input provided in PAC #3 will be used to refine the concepts to be presented during a second round of public review and comment in PAC #4. Based on technical evaluations, public input and coordination with local officials, the process will lead to the selection of a preferred alternative by the City that will be presented for additional public review and comment.

PAC MEETING #5 Meeting Date: Spring/Summer 2021

Facilitate an interactive discussion and presentation with the PAC of an implementation program with recommended strategies and actions for future land use, transportation, and environmental requirements; a realistic and workable CIP; and current ALP drawings that graphically depict existing conditions at the Airport as well as proposed development projects. DRAFT DRAFT

DEVELOP UNDERSTANDING - INTRODUCTION PAGE 7 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

PAGE RESERVED FOR FUTURE PUBLIC INVOLVEMENT MEETING SUMMARIES DRAFT

PAGE 8 DEVELOP UNDERSTANDING - INTRODUCTION BROOKINGS AIRPORT | AIRPORT MASTER PLAN

PAGE RESERVED FOR FUTURE PUBLIC INVOLVEMENT MEETING SUMMARIES DRAFT DRAFT

DEVELOP UNDERSTANDING - INTRODUCTION PAGE 9 BROOKINGS AIRPORT | AIRPORT MASTER PLAN Known Issues & Opportunities At the outset of the Airport Master Plan there were several WESTSIDE HANGAR DEVELOPMENT AREA known issues and opportunities identified by the FAA, The west side hangar development area is a prepared area airport management, and users of the Airport. These with taxiway access that was completed in 2008. Since that issues and opportunities identified below served as focus time there has not been any hangar development in the area. areas during the completion of the master plan to ensure a Now that water and sewer service can be provided, this area comprehensive and thorough assessment that addressed is prime to address development demand. The planning and documented the proposed solutions and methods of team and PAC will review previous hangar configurations, implementation. and develop alternatives to provide a variety of hangar types and sizes, and improved airport access from the west. RUNWAY EXTENSION EVALUATION This will provide the City with the information necessary to The current runway is 2901 feet long by 60 feet wide. The respond to hangar development inquiries or to market the Airport is designated as a B-I (small) airport with a Cessna area for potential development. 340 (twin piston engine pressurized business aircraft) as the design aircraft. Based on discussions with Airport users, it is INSTRUMENT APPROACH PROCEDURE CAPABILITY understood that there are aircraft using the field that would Airport users including Cal-Ore Life Flight have expressed benefit from a longer runway than the current design aircraft the desire for an instrument approach at the B rookings may justify. The question to explore later in the planning Airport. The AGIS survey recently completed should provide process will be to identify if the aircraft requiring additional the necessary information for the FAA to consider and runway length meet the 500 annual operations substantial potentially design an approach for the airport. The design use criteria defined by the FAA. of an approach is completed by the FAA, but the master planning process will help begin the process to initiate the AIRPORT ROAD WITHIN RPZ request for the approach procedure. The FAA has expressed concern about the existing airport access road that is located in the Runway 12 Runway PUBLIC UTILITIES Protection Zone (RPZ). Current FAA policy is focused on In 2016, the City began a $3 Million project to construct a removing roadways from RPZs wherever possible. FAA has 500,000-gallon water tank to the east of the Airport. The further indicated that non-airport/public use of the roadway distribution lines were bored under the Airport to the west. is problematic. The roadway grade is below the approach The project was intended to supply water and sewer service surface from the runway, which is beneficial. Given the site to the existing underserved residential neighborhoods and constraints and requirement to provide access to private the Airport. The project also provides capacity for water and lands and the City water tank, closing the road to non-airport sewer services to spur economic growth in 155 acres of traffic is not an option. recently annexed land acquired by the City.

EAST APRON PARKING CONFIGURATION AND FREIGHT/CARGO The water tank project, replacing a well located on the west AIRCRAFT OPERATIONS AREA side of the airport that was unreliable, allows the City to supply the Airport with reliable water and sewer connections Airport stakeholders identified the need to reconfigure the as well as fire protection for existing buildings and future central eastside aircraft parking apron to encourage more development on Airport property. The planning process efficient use of the pavement and potentially expand the will provide an opportunity to review on-airport water and parking area. Currently the apron includes a number of sewer service needs to develop a plan and cost estimates to aircraft tie downs, a large central open area, the aircraft upgrade service for existing users and accommodate future fueling area, and airport entrance gate. The current tie down growth. configuration restricts aircraft travel and access across the apron when all tie downs are occupied. In addition to this, package delivery companies routinely park near the entrance gate and block access whileDRAFT they are unloading. The number of tie downs needed for the airport and where they can be best accommodated will be evaluated. The planning team will also develop apron layout alternatives that provide different configurations for tie down locations, taxi-through parking positions for larger aircraft, possible reconfigurations of the aircraft fueling area, and a location for freight/cargo aircraft operations area.

PAGE 10 DEVELOP UNDERSTANDING - INTRODUCTION BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Chapter 2: Existing Conditions Analysis

The existing conditions analysis documents existing airfield facilities and conditions that affect the operation and development of the airport within the context of the regional setting, landside, airside, and administrative functions of the Airport. The existing conditions analysis utilized previous planning and design documents related to the Airport in addition to numerous meetings with tenants, stakeholders, and City staff, to support the effort. The findings documented in the Existing Conditions Analysis chapter will be used to support subsequent studies and recommendations throughout the development of the master plan.

Regional Setting The Regional Setting section is comprised primarily of the features that provide higher level context of the Airport to ensure a better understanding of the social, economic, and environmental impacts airports can have in a region, county, and city. This section of the existing conditions analysis includes a discussion of the location & vicinity of the Brookings Airport as well as the socio-economic conditions, airport history, airport role, area airports context, historic airport operations, relevant studies, environmental data, and land use on and around the Airport.

LOCATION & VICINITY Brookings is located in Curry County in southwest Oregon at the mouth of the Chetco River along US Route 101 as seen in Figure 2-1. Route 101 is the primary road servicing the City of Brookings. It is a major north/south route along the West Coast and runs predominately in a northwest/southeast direction through Brookings before continuing north to the Olympic Peninsula in Washington, and south to Los Angeles. The highway connects Brookings to several other coastal cities including Gold Beach, Crescent City, CA and numerous small coastal communities. There are no direct connections to the interior of the state from Brookings. Eastward travel is possible via Route 199 at Crescent City, connecting to I-5 at Grants Pass. Driving distances from Brookings to major cities include: 26 miles to Crescent City, CA; 28 miles to Gold Beach; 97 DRAFT miles to Grants Pass;DRAFT 126 miles to Medford; 224 miles to Eugene; and 340 miles to Portland. Curry County has a land area of approximately 1,627 square miles, extending from the California state line on the south, and the Pacific Ocean on the west, to an east/west line north of Cape Blanco, and into the Coastal Range on the east. Incorporated cities in Curry County include Brookings, Gold Beach, and Port Orford. Gold Beach is the county seat.

Brookings Airport is located within the Brookings city limits, one mile north of the downtown. Surface access to the Airport is provided by Parkview Drive, a two-lane paved road that connects to Route 101 southwest of the Airport.

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 11 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

FIGURE 2-1: LOCATION AND VICINITY MAP

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PAGE 12 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

SOCIO-ECONOMIC DATA Data from the U.S. Census Bureau and Portland State University Population Research Center show sluggish growth in the populations of Brookings and in Curry County since the Great Recession of 2007-2009. Curry County experienced an average annual growth rate (AAGR) of 0.58% since 2015, and the City of Brookings saw AAGR of 0.30%. The State of Oregon grew at a rate of 1.36% annually over the same period. Population forecasts project modest to little growth for both entities over the next 25 years. Much of the growth driven by the region’s desirable outdoor lifestyle, and area tourism is likely being dampened by flat growth in the areas major employment industries, primarily logging, construction, and professional services and a lack of affordable housing to support the workforce.

Despite the sluggish population growth, the area economy has shown significant recovery since the Great Recession. The Gross Domestic Product (GDP) has grown at an average rate of 2.3% annually since 2009 and 3.8% annually since 2014. Personal incomes have also steadily increased with an AAGR of 2.25% over the same period.

More detailed socio-economic data and analysis is presented in Chapter 4: Aviation Activity Forecasts to supplement the regression analysis methods developed in the projections of future aviation activity. The data presented in Table 2-1 and Table 2-2 below are intended to provide a general summary of the local and regional context of the City of Brookings.

TABLE 2-1: CURRY COUNTY POPULATION SUMMARY 2000 2010 2015 2016 2017 2018 2019 Oregon 3,421,399 3,831,074 4,013,845 4,076,350 4,141,100 4,195,300 4,236,400 Curry County 21,137 22,364 22,470 22,600 22,805 22,915 23,000 Brookings 5,447 6,336 6,565 6,550 6,595 6,630 6,645 Gold Beach 1,897 2,253 2,275 2,275 2,275 2,265 2,290 Port Orford 1,153 1,133 1,140 1,140 1,145 1,145 1,150 Unincorporated 12,640 12,642 12,490 12,635 12,790 12,875 12,915 Source: U.S. Census Bureau (2000, 2010), PSU Population Research Center (2015-2019)

TABLE 2-2: CURRY COUNTY GDP 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

Curry, OR $567,786 $547,698 $551,169 $553,300 $570,212 $591,475 $602,015 $638,815 $670,105 $690,675 $713,708

Percent - -3.5% 0.6% 0.4% 3.1% 3.7% 1.8% 6.1% 4.9% 3.1% 3.3% Change AAGR (2009-2018) 2.3% DRAFT DRAFTAAGR (2014-2018) 3.8%

Source: www.brookings.or.us Source: www.brookings.or.us

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 13 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

AIRPORT HISTORY The Airport was constructed in 1965 on 96 acres as a joint effort between the Oregon Department of Aviation and Curry County. Since that time, the ownership and management of the Airport has been transferred several times. The most recent transfer was from the County to the City of Brookings in 2018.

There has been only minor land acquisition since the establishment of the original 96 acres as the Airport has largely utilized easements for land use control in the RPZs. The only notable acquisition of property since the initial construction of the Airport was a 0.89 acre parcel purchased along the northeast property line in 1997.

The configuration of the airfield has remained largely unchanged since the initial construction, with the exception of a 370’ extension to the runway and parallel taxiway in 1994, and the construction of a partial west-side parallel taxiway in 2008 to develop new hangars and aircraft parking on the west-side. As depicted in Table 2-3, federal funding provided over the past 20 years has facilitated a number of maintenance and upgrade projects. Federal funding over that time period has totaled more than $4 million.

TABLE 2-3: 20-YEAR FAA GRANT HISTORY FISCAL TOTAL NONPRIMARY STATE ENTITLEMENT DISCRETIONARY YEAR FEDERAL Conduct Airport Master Plan Study 1993 $0 $21,514 $21,514 $0 $21,514 Rehabilitate Taxiway 1994 $0 $128,859 $128,859 $0 $128,859 Remove Obstructions 1994 $0 $23,310 $23,310 $0 $23,310 Extend Runway 1994 $0 $521,707 $521,707 $0 $521,707 Install Runway Lighting 1994 $0 $88,731 $88,731 $0 $88,731 Improve Runway Safety Area 1994 $0 $23,913 $23,913 $0 $23,913 Install Runway Vertical/Visual 1994 $0 $7,830 $7,830 $0 $7,830 Guidance System Extend Taxiway 1994 $0 $156,540 $156,540 $0 $156,540 Install Perimeter Fencing 2005 $21,375 $0 $21,375 $0 $21,375 Remove Obstructions 2005 $57,375 $200,000 $257,375 $0 $257,375 Install Runway Vertical/Visual 2005 $71,250 $0 $71,250 $0 $71,250 Guidance System Conduct Miscellaneous Study 2006 $10,000 $0 $10,000 $0 $10,000 Remove Obstructions 2006 $100,000 $0 $100,000 $0 $100,000 Construct Taxiway 2006 $190,000 $0 $190,000 $0 $190,000 Construct Taxiway 2007 $90,609 $0 $90,609 $0 $90,609 Construct Taxiway 2008 $144,024 $0 $144,024 $0 $144,024 Construct Taxiway 2008 $16,638 $0 $16,638 $0 $16,638 Rehabilitate Apron 2009 $48,693 $0 $48,693 $0 $48,693 Rehabilitate Apron 2009 $10,000 $0 $10,000 $0 $10,000 Rehabilitate Taxiway 2009 $13,330 $0 $13,330 $0 $13,330 Rehabilitate Taxiway 2010 $226,567 $0 $226,567 $0 $226,567 Rehabilitate Apron DRAFT2011 $469,732 $0 $469,732 $29,791 $499,523 Rehabilitate Apron 2012 $47,331 $0 $47,331 $0 $47,331 Install Perimeter Fencing 2014 $95,256 $0 $95,256 $0 $95,256 Install Perimeter Fencing 2015 $361,312 $381,724 $743,036 $0 $743,036 Install Perimeter Fencing 2016 $144,000 $0 $144,000 $0 $144,000 Update Airport Master Plan Study 2019 $390,794 $0 $390,794 $0 $390,794 TOTAL $2,508,286 $1,554,128 $4,062,414 $29,791 $4,092,205

PAGE 14 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

AIRPORT ROLE AREA AIRPORTS CONTEXTUAL ANALYSIS Understanding the various roles that the Airport fulfills Contextual analysis of the airport service area refers to the is instrumental in establishing the long-term vision and geographic area that is immediately affected by the activities development needs of the facility. The role of an airport may of the Airport. A 30 or 60-minute drive time is used to vary slightly between National, State, and Local systems. approximate the extent of a service area. Normally, airports located more than 30 minutes away are considered to have National Role less impact on local airport activity due largely to redundancy of services provided by closer facilities. When there are The FAA keeps an inventory of U.S. aviation facilities through numerous nearby airports, service areas overlap, creating the National Plan of Integrated Airport Systems (NPIAS). The competition between the airports. Having many facilities NPIAS lists airports that are significant to air transportation located within a short distance from each other affects in the United States, and thus eligible for Federal funding demand for hangar space, fuel, and aviation services. assistance through the Airports Improvement Program (AIP). The AIP funds up to 90% of eligible expenses for Due to the somewhat remote location of the Airport and the planning and development projects. The 2018 NPIAS relatively few airports located in the vicinity, a 60-minute drive Report to Congress (2019-2023) lists Brookings Airport time boundary was deemed appropriate for this analysis. The as a Local General Aviation (GA) Airport. Airports of this majority of the airport users live and work within 60 minutes classification connect the community to the national airport of the Airport. Some specialized activities may draw users system, support GA activities, and supplement their local from greater distances. For instance, activity related to Cal- communities by providing access to primarily intrastate and Ore Life Flight and Ameriflight cargo operations likely brings some interstate markets. in users from outside the Airport’s service area.

State Role As shown in Figure 2-2, the service area for Brookings Airport extends along U.S. Route 101 north to Nesika Beach The Oregon Department of Aviation has developed and OR, south to Requa, CA and inland from the Pacific Ocean regularly updates the Oregon Aviation Plan (OAP) to provide along U.S. Route 199 to Gasquet, CA. The service area guidance on preserving the State’s system of airports. encompasses the neighboring airports at Gold Beach, OR The OAP presents a framework for improving the system and Crescent City, CA (Del Norte County Regional Airport – for continued support of communities and economic Jack McNamara Field). A selection of other airports outside development. In the 2019 update to the Oregon Aviation of the service area were also examined to provide further Plan (OAP) Brookings is classified as Category IV – Local GA context of aviation activity in the region. Airport, and as such supports local air transportation needs and special-use aviation activities by primarily single engine aircraft. While single engine aircraft make up the bulk of the Rogue Valley International – Medford Airport aviation activity at Category IV airports, the airport is also Demand for commercial airline service often draws users capable of accommodating smaller twin-engine aircraft. from a greater distance due to the limited number of airports that provide such services. Rogue Valley International – Local Role Medford Airport (MFR) provides commercial service through five carriers; American, Alaska, Delta, United, and Allegiant The Brookings Airport serves the local community in many Airlines with daily flights to Seattle, Portland, San Francisco, ways. It accommodates 18 based aircraft and facilitates Los Angeles, Las Vegas, Phoenix, Salt Lake City, and Denver. approximately 22,600 aircraft operations annually (www. Service to Phoenix-Mesa is also available on a seasonal airportiq5010.com, accessed 1/10/2020). The Airport is base basis. to Cal-Ore Life Flight, which provides life-saving emergency medical transportation to area residents and visitors. Cal- MFR is located 75 miles east of Brookings Airport, about 90 Ore also houses administrative offices, as well as crew and minutes by car. It has a single asphalt runway (14/32 – 8,800’ training quarters at the Airport providing several jobs to the x 150’) and many of the facilities consistent with commercial local economy. The Brookings Flying Club is also located service airports including an Air Traffic Control Tower (ATCT), onsite and provides flight training and fuel services (Jet A and and a precision approach procedure to Runway 14. FBO DRAFT 100LL) to the local pilotDRAFT community. services are provided by Million Air Medford and Jet Center. According to recent FAA 5010 data (January 2020), MFR experiences approximately 43,293 annual operations and has 199 based aircraft. Approximately 26% of operations are attributed to air carrier activity and nearly two-thirds of the based aircraft are single-engine fixed wing.

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 15 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Del Norte County Regional Airport – According the FAA 5010 data (January 2020), CEC Jack McNamara Field accommodates 12,565 annual operations and has 18 based Del Norte County Regional Airport – Jack McNamara Field aircraft. Approximately 27% of annual operations are due (CEC) in Crescent City, CA offers limited scheduled air taxi to air taxi services, and two-thirds of the based aircraft are service with daily flights to and from Oakland, CA. The classified as single-engine fixed wing. service is provided by Contour Aviation, a Part 135 operator. Gold Beach Municipal Airport CEC is located 20 miles south of Brookings Airport, approximately 40 minutes by car. It has two asphalt Gold Beach Municipal Airport (4S1) is owned by the Port runways (12/30 – 5,002’ x 150 and 18/36 – 5,000’ x 150’). of Gold Beach and serves primarily small single-engine Runway 12/30 has precision approaches and 18/36 has and twin-engine piston aircraft. The Airport is also capable non-precision approaches. There is no ATCT at the Airport. of accommodating occasional turbo prop aircraft and FBO services are provided by Cal-Ore Life Flight. Cal-Ore helicopters. Cal-Ore Life Flight also operates out of Gold Life Flight also operates air ambulance services out of CEC Beach when necessary. Real-time weather information is similar to their operations at Brookings Airport. Due to its available on site. Instrument Approach Procedures (IAP) and proximity to 4S1 has a single 3,200’ x 75’ asphalt runway (16/34) and Brookings, aircraft often file to CEC, cancel en route, and many of the facilities and infrastructure consistent with a land at Brookings. GA airport. There is currently not an IAP in place for runway FIGURE 2-2: AREA AIRPORTS

e uii irr r irr .Local GA . Regional GA .11 Based Aircraft . 157 Based Aircraft .5,500 Annual Operations . 25,000 Annual Operations 101 .3,200 Runway Length . 4,001 Runway Length

rig irr 199 . Local GA . 18 Based Aircraft . 22,600 Annual Operations 10110 gue e irr . 2,901 Runway Length . Commercial Service . 199 Based Aircraft . 43,293 Annual Operations . 8,800 Runway Length

ii e irr ARIMA F MIN101 . Local GA RAVL IM . 34 Based Aircraft 199 . 6,000 Annual Operations . 4,807 Runway Length

ARIMA MIN DRAFTRAVL IM

r Fie . Commercial Service . 18 Based Aircraft . 12,565 Annual Operations . 5,002 5,000 Runway Length

101

PAGE 16 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

16/34. However, according to the FAA’s IFP Information The latest 5010 data available (January 2020) show that Gateway an RNAV approach procedure is scheduled to Illinois Valley experiences approximately 6,000 annual be published in September 2020. The Port of Gold beach operations, and has a reported 34 based aircraft, including operates the FBO which provides self-serve fuel sales, tie 12 ultra-lights. downs, vehicle rentals, and a pilot lounge. Grants Pass Airport According the most recent 5010 data (January 2020), 4S1 experiences an estimated 5,500 annual operations and has Grants Pass Airport (3S8) is owned by Josephine County 11 based aircraft. and serves a mix of single-engine, multi-engine, turbo prop, and jet aircraft. The Airport supports primarily single-engine Illinois Valley Airport general aviation activity, but also accommodates multi- engine and turboprop aircraft associated with business Illinois Valley Airport (3S4), located near Cave Junction, OR, aviation. Grants Pass also experiences occasional helicopter is owned by Josephine County and serves almost exclusively and military aircraft activity. There are two RNAV IAPs single-engine piston driven GA aircraft. Though the Illinois published for Runway 13 and real-time weather is available Valley Airport is capable of accommodating some small twin onsite. engine and turbo prop aircraft, there are relatively few of these types of aircraft using the Airport on a regular basis. 3S8 has a single asphalt runway (13/31 – 4,001’ x 75’) and The Airport does see the occasional helicopter and twin provides facilities and services consistent with GA airports. engine operations, primarily related to seasonal firefighting The primary FBO located at Grants Pass Airport, Pacific activity. Aviation Northwest, Inc. provides flight instruction, aircraft rentals and sales, maintenance and fuel services, and car 3S4 has a single asphalt runway (18/36) that is 4,807’ x rental. 60’. The Airport has many of the features available to small general aviation airports. There are no published IAPs in The latest 5010 data available (January 2020) show that place at Illinois Valley. There are two FBOs located at the Grants Pass Airport experiences approximately 25,000 Airport. The Flying Machine provides fuel and tie down annual operations, and has a reported 157 based aircraft, services, aircraft maintenance and provides internet access including 6 ultra-lights. and restrooms for pilots. Captain Drake’s Family Aerial Adventures provides flight training, courtesy transportation, internet access, restrooms, showers and onsite lodging. TABLE 2-4: AREA AIRPORTS 5010 DATA ROGUE SW JACK GOLD ILLINOIS GRANTS VALLEY OREGON BROOKINGS MCNAMARA BEACH VALLEY PASS INTL - AIRPORTS FIELD MEDFORD TOTALS Air Carrier 0 0 0 0 0 11,154 11,154 Air Taxi 1,250 800 0 3,390 400 8,754 14,594 GA Local 2,250 1,500 3,500 6,200 6,500 5,851 25,801 GA Itinerant 19,000 3,100 2,500 2,800 18,000 16,794 62,194 Military 100 150 0 175 100 740 1,265 TOTAL 22,600 5,550 6,000 12,565 25,000 43,293 115,008

Total Based Aircraft 18 11 34 18 157 199 437 Single Engine 11 10 20 12 131 128 312 DRAFT Multi Engine DRAFT2 0 0 6 16 27 51 Jet 1 0 0 0 2 24 27 Helicopters 4 0 2 0 2 13 21 Glider 0 0 0 0 0 7 7 Military 0 0 0 0 0 0 0 Ultra-Light 0 1 12 0 6 0 19

OPBA 1256 505 176 698 159 218 263

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AIRPORT OPERATIONS SUMMARY Updated Based Aircraft Count Brookings Airport primarily serves small single-engine Until recently, based aircraft counts were primarily self- piston aircraft, though a significant and growing number of reported to the Airport Master Record 5010 by airport operations can be attributed to some multi-engine piston sponsors with little validation performed to ensure that aircraft, business class turbine aircraft (jets and turboprops), aircraft were in fact active and based at the airport. This led and helicopters. to instances of missed counts, double counting of aircraft, counting of non-operational aircraft, and an often unreliable As is the case with many small non-towered airports, historic estimation of the base aircraft fleet at many airports, operations and based aircraft records are limited to the Brookings Airport included. FAA Airport Master Record 5010-1. The FAA’s 5010 Airport Master Record is the official record kept by the FAA for A cursory review of the historic based aircraft counts for public-use airport activity. However, the 5010 based aircraft Brookings Airport pulled from the most recent TAF shows a data are self-reported by the airports and validated by the highly variable history of reported based aircraft counts with FAA through the FAA’s National Based Aircraft Inventory swings as high as 14 aircraft in a single year (Figure 2-3). Program. Operations at non-towered airports are periodically The data show a maximum count of 40 aircraft in 2008 and estimated by airports through planning efforts such as a minimum of 18 in 2017. A review of historic aerial imagery master plans, and submitted to the FAA for approval and shows that in 2011, when 35 based aircraft were reported, referenced in the FAA’s Terminal Area Forecast (TAF). the Airport had hangar capacity for approximately 34 aircraft and apron parking for an additional 7 aircraft. So 35 The most recent 5010 data for Brookings and other area aircraft in 2008, and even 40 in 2005 are technically feasible airports summarized in Table 2-4 lists a total of 18 based considering the capacity of the Airport. However, the high aircraft including 11 single-engine, 2 multi-engine, 1 jet, and variability between years, casts doubt up the validity of the 4 helicopters. The 5010 also shows an estimate of 22,600 data. As such, previously reported based aircraft counts annual operations. This would indicate that Brookings are considered questionable and should be used for Airport experiences 1256 operations per based aircraft and reference only. accounts for approximately 20% of total operations in its service area. Based on this information and discussions with With the implementation of the National Based Aircraft airport users and staff these counts are likely inaccurate. Inventory program airport sponsors are required to update As such, updated based aircraft counts and operations their inventory of based aircraft at their airports annually. estimates were undertaken to develop more reasonable base Those aircraft are validated by the FAA against other airports numbers from which to derive forecasts. The methodology inventories to identify conflicts such as duplicate aircraft used and results generated are discussed below. counted between airports and invalid registration numbers.

FIGURE 2-3: HISTORIC BASED AIRCRAFT COUNTS DRAFT

PAGE 18 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

This results in a more reliable and accurate record of based Record and also the 2003 ALP Update Final Report, the aircraft system wide. most recent planning effort at Brookings Airport. The data show a 24% decrease in based aircraft and a 5% increase of In late 2019, staff at Brookings Airport undertook a survey operations compared to 2003 levels. of based aircraft at the Airport. The resulting inventory of 23 aircraft was submitted www.basedaircraft.com. The FAA In order to align the updated operations estimate with historic was unable to validate 2 of the 23 reported aircraft. These data, the previous 20 years of TAF operations estimates two aircraft were listed as based at other airports and were were extracted and graphed against time. As shown in not included in the validated count. On January 8, 2020 Figure 2-4, there was a sudden increase of over 13,000 the FAA validated a count of 21 based aircraft at Brookings operations reported in 2010. That activity level was held Airport. This number will be used as a base count from constant until 2018. It is reasonable to assume that the 2010 which the based aircraft forecasts will be developed. number was an over-estimation submitted to the 5010 by the airport sponsor at that time that has not been corrected Updated Operations Estimate until this time. Assuming that is the case, there is no source of verifiable operations data for Brookings Airport during In order to dial in the operations estimates, significant users the 2010 to 2019 time frame. So the 2009 estimate of 9,248 at the Airport, in terms of operations, were interviewed operations is assumed to be reasonable and operations and asked to provide estimated operations counts for their were interpolated from 2010 through 2019, assuming a linear aircraft. The validated based aircraft not accounted for by the trend between the dates. user interviews were classified by type, and an operations per based aircraft (OPBA) estimate of 350 was applied Based aircraft and operations data will also be examined in to each. This method of using OPBA to estimate airport Chapter 3: Aviation Activity Forecasts. operations at non-towered airports is described in FAA Order 5090.5. The order states that an OPBA estimate of 350 should be applied to airports classified in the NPIAS as Local GA in order to generate reasonable operations estimates.

Table 2-5 on the following page summarizes the operations estimates that came out of the above described process and Table 2-6 breaks the estimates down into the Airport’s fleet mix. Table 2-7 compares the updated based aircraft count and total operations to the current 5010 Airport Master

FIGURE 2-4: HISTORICHISTORIC OPERATIONS OPERATIONS ADJUSTMENT ADJUSTMENT 30,000

25,000 23,833 22,600 22,600 22,600

20,000

15,000 OPERATIONS

9,248 10,000 DRAFT DRAFT8062 7,670

5,000 6,258 The sharp increase in operations in 2009 - 2010 is likely due to erroneous data input into the Airport Master Record in 2010. Operations numbers for 2010 - 2019 were assumed linear and back- calculated based on an updated estimate in 2020.

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 19 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

TABLE 2-5: OPERATIONS ESTIMATE OPERATOR A/C TYPE ARC ANNUAL OPERATIONS Ameriflight1 Beech 994 B-I 520 Fed Ex1 Caravan4 A-II 24 Cal-Ore1 KingAir C904 B-I 288 King Air B2004 B-II 72 Eurocopter A Star3 Heli 600 South Coast Lumber1 King Air B2003 B-II 364 Independent Operators1 Cessna 5013 B-I 100 Robinson R44 II3 Heli 144 Other2 SE Piston3 A-I 4,900 ME Piston3 B-I 350 Helicopter3 Heli 700 TOTAL OPS - A-I 4,900 TOTAL OPS - B-I 1,258 TOTAL OPS - B-II/A-II 460 TOTAL OPS - HELI 1,444 TOTAL OPS - ALL A/C 8,062 1. Operations counts provided by aircraft operators. 2. Operations are estimated using 350 OPBA applied to based aircraft counts and are exclusive of counts provided by operators. 3. Based Aircraft 4. Non-Based Aircraft, but regular operations at BOK

TABLE 2-6: AIRCRAFT OPERATIONS FLEET MIX AIRCRAFT TYPE UPDATED OPERATIONS COUNT (2020) Single Engine Piston 4,900 Multi Engine Piston 350 Turbo Prop 1,268 Jet 100 Helicopters 1,444 Glider 0 Military 0 Ultra-Light 0 TOTAL OPERATIONS 8,062

TABLE 2-7: BASED AIRCRAFT AND OPERATIONS UPDATED AIRPORT COUNT1 AIRPORT MASTER RECORD2 2003 ALP UPDATE AIRCRAFT TYPE (2020) (12 MONTHS ENDING 8/7/2019) REPORT3 Single Engine 14 11 23 Multi Engine 2 2 5 Jet 1 1 0 Helicopters DRAFT4 4 1 Glider 0 0 0 Military 0 0 0 Ultra-Light 0 0 0 TOTAL BASED AIRCRAFT 21 18 29

ANNUAL OPERATIONS 8,062 22,600 7,670 1. www.BasedAircraft.com (Validated January 8, 2020) 2. Airport Master Record (5010) January 16, 2020 3. Airport Layout Plan Report – Brookings Airport Layout Plan Update (Final Report, 2004, Coffman Associates, WHPacific)

PAGE 20 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

RELEVANT STUDIES Curry County Comprehensive Plan

There are numerous local, regional, and statewide studies In Goal 12 – Transportation, as part of its comprehensive available for reference that contain a significant amount plan, Curry County adopts the following policy with regard to of information as it relates to the Airport or the greater transportation and airports in General: community. Generally speaking, the relevant studies summarized below have been incorporated in to the planning Curry County will seek to improve air transport to the county process to provide greater context when developing by recognizing the importance of the three county airports understanding, exploring solutions, or implementing the plan. and by protecting the public use of the airports, and will continue to support the development of these sites for future City of Brookings Comprehensive Plan expansion of air service.

The City of Brookings Comprehensive Plan is a statement Airport Urban Renewal District Study of issues, goals and policies meant to guide the future of land use in the City. Several of the sections and policies The Brookings Airport Area was identified in an airport most relevant to the Airport and this planning process are specific urban renewal feasibility study completed in 2012 summarized: as an area that could qualify as blighted under ORS 457. According to the study, if urban renewal was used as a Comprehensive Plan Goal 12 - Transportation tool for development of the Brookings Airport, a maximum indebtedness of $5.6 million could be established for an • Although the facilities at the airport are adequate, more service urban renewal plan that operated on a pay as you go basis, connecting Brookings with other cities is needed. or $4.16 million for an urban renewal plan that included the • The City will encourage improvement to airport facilities and placement of long term debt. The study has two parts, an assure that the airport approach safety zone is protected from existing conditions/financial analysis and an analysis of four encroachments. urban renewal areas that may provide background for the • The City will coordinate development in the Brookings Urban development of an urban renewal area at the Brookings Growth Boundary with the State of Oregon and Curry County in Airport. The study is available for download on the City of accordance with the Brookings State Airport Master Plan and Brookings website. the Model airport Safety Standards developed by the Oregon State Aeronautics Division. Aviation State System Plan

Comprehensive Plan Goal 14 - Urbanization In 2018, the Oregon Department of Aviation (ODA) updated • City shall encourage improvement to airport facilities and insure the Oregon Aviation Plan (OAP) for the state airport system that airport approach zones are protected. which includes 95 airports, one heliport and one seaplane base.

City of Brookings Transportation System Plan (TSP) Each airport’s level generally reflects the type of aircraft and customers the airport serves as well as the characteristics The City of Brookings TSP provides a road map to meet of the airport’s service area. In the OAP update, Brookings the needs of air, automobile bicycle, freight, pedestrian rail, Airport will remain a Category IV – Local General Aviation transit and other modes within the City of Brookings. Several Airport. of the sections and policies most relevant to the Airport and this planning process are summarized. As a Category IV airport, the OAP has identified certain facilities and services that should ideally be in place. These The TSP identifies a potential expansion of the airport may objectives are considered the “minimums” to which the impact the intersection of Parkview Drive and US 101, airport should be developed. Brookings Airport specific which serves as the city’s main street. Parkview Road and needs to meet identified statewide airport objectives, as they the surrounding area up to the Airport has already been pertain to the Airport’s Category IV role in the State airport identified for future improvements and the need for an area system are: plan due to several deficiencies and multiple surrounding DRAFT land uses. DRAFT• Category IV Airports should have 3,000 foot long runways. KBOK has 2,900’ Airport Related Goals in the TSP • Category IV Airports pavement strength should be 12,500 lbs. or • Protect the function of the Airport facilities in the City and greater. KBOK is 11,000 develop and implement strategies that minimize conflicts with other transportation modes and adjacent land uses. As part of the OAP update, annual economic impacts for 97 statewide airports was also estimated. The total output stemming from all visitor related payrolls and visitor spending was estimated at $1.69 million.

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 21 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

ENVIRONMENTAL DATA The Brookings Airport is located on a flat area of land that drops off steeply on the north and south ends of the Airport reflecting the coastal mountain range in Southern Oregon. The following sections describe local climate and environmental conditions for the Airport and area.

Area Climate

Brookings has a mild marine climate where winter temperatures rarely get below freezing. Weather data and summaries available from weatherspark.com illustrates the typical coastal climate expected for the southern Oregon coastal area.

Temperature

The warm season lasts for 3.9 months, from June 12 to October 8, with an average daily high temperature above 65°F. The hottest day of the year is August 24, with an average high of 67°F and low of 54°F.

The cool season lasts for 4.1 months, from November 21 to March 25, with an average daily high temperature below 57°F. The coldest day of the year is December 22, with an average low of 43°F and high of 54°F.

Cloud Cover

In Brookings, the average percentage of the sky covered by clouds experiences extreme seasonal variation over the course of the year.

The clearer part of the year in Brookings begins around June 4 and lasts for 4.2 months, ending around October 11. On August 2, the clearest day of the year, the sky is clear, mostly clear, or partly cloudy 88% of the time, and overcast or mostly cloudy 12% of the time.DRAFT

The cloudier part of the year begins around October 11 and lasts for 7.8 months, ending around June 4. On January 9, the cloudiest day of the year, the sky is overcast or mostly cloudy 70% of the time, and clear, mostly clear, or partly cloudy 30% of the time.

PAGE 22 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Wind

The average hourly wind speed in Brookings experiences significant seasonal variation over the course of the year.

The windier part of the year lasts for 4.9 months, from November 8 to April 5, with average wind speeds of more than 8.7 miles per hour. The windiest day of the year is December 14, with an average hourly wind speed of 10.2 miles per hour.

The calmer time of year lasts for 7.1 months, from April 5 to November 8. The calmest day of the year is September 22, with an average hourly wind speed of 7.2 miles per hour.

The predominant average hourly wind direction in Brookings varies throughout the year.

The wind is most often from the north for 6.9 months, from March 28 to October 26, with a peak percentage of 78% on July 21. The wind is most often from the south for 5.1 months, from October 26 to March 28, with a peak percentage of 47% on January 1.

FAA Wind Analysis

The FAA recommended planning standard is that primary runways should be capable of accommodating at least 95 percent of wind conditions within the prescribed crosswind component. Ten years of tabulated wind data collected on site at the Brookings AWOS was available for download from the FAA Windrose Generator Tool at https://adip.faa.gov/agis/public/#/ windAnalysisTools. Available data presented in Table 2-8 indicates that Runway 12/30 has adequate wind coverage to meet FAA standards for airports with one runway.

TABLE 2-8: BROOKINGS AIRPORT WIND ANALYSIS 10.5 KT 13 KT DRAFT IFRDRAFT99.58% 99.93% VFR 99.56% 99.79% All-Weather 99.62% 99.86% Source: https://airports-gis.faa.gov/windrose/

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 23 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

FIGURE 2-5: OBSERVED WETLANDS AND WATERS

LEGEND

Project Area

Contour (5-ft intervals Riverine Wetland (USFWS NWI)

FIGURE 2-6: USFWS NWI

LEGEND

Project Area Project Area

Contour (5-ft intervals) Perennial Stream

Presumed Intermittent Stream DRAFT

PAGE 24 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

FIGURE 2-7: DOGAMI LANDSLIDE PRONE AREAS

LEGEND

Project Area

Contour (5-ft intervals

DOGAMI Landslide Susceptibility

Low Landsliding Unlikely

Moderate - Landsliding Possible

High - Landsliding Likely

Very High - Existing Landslide

Environmental Screening/NEPA Categories Endangered Species Act

An environmental screening for the following environmental No critical habitat for fish or terrestrial wildlife is proximate impact categories were included as part of the Master Plan. to the airport. The streams mentioned above do not appear The full analysis is provided in Appendix A. to harbor listed Coho salmon. This simplifies stormwater treatment strategies for the future development (i.e. – • Section 4(f) of the U.S. Department of Transportation Act comprehensive infiltration and flow control standards). • Biotic Resources Critical habitat for Marbled Murrelet is several miles away. Several listed plants do occur in the region, but habitat for • Federally-listed Endangered and Threatened Species and Critical these is unlikely on the airport property or project area. Habitats

• Wetlands and Waters of the U.S. Landslide Risk • Floodplains DOGAMI mapping (Figure 2-7) indicates that there is a high • Stormwater and Water Quality susceptibility of landslide risk to some portions of the project • Air Quality area. This is slope and soil type associated. Geotechnical surveys and analysis during the design phase could help Several major resource categories stood out during the establish remediation or management of these landslide investigation and are summarized below: prone areas – but worth pointing out.

Wetlands and Waters Hazardous Materials

As depicted in Figures 2-5 and 2-6 three streams and Readily available state databases do not indicate spills or minor ephemeral tributaries to these streams surround the leaking tanks within the project area. airport. Most of the ephemeral tributaries are occupied by DRAFT emergent wetlands.DRAFT Impact to these resources – streams Miscellaneous and/or wetlands are likely to require permits from DSL, USACE, and DEQ. Mitigation for impacts would likely need to Vegetation clearing and grading may be subject to seasonal be developed off site as there are no mitigation banks in the restrictions to comply with the Migratory Bird Treaty Act. service area. Impacts to larger streams as a result of runway Timber harvest prior to grading and site development may lengthening and associated fill, may trigger fish passage law be subject to the Forest Practices Act. Mass site grading and under ODFW and culverts or bridges would need to meet site development will require a 1200C permit and a variety state criteria for passage. of building and site development permits from Curry County and/or the City of Brookings.

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LOCAL SURFACE TRANSPORTATION Surface access to Brookings Airport is provided via Parkview Drive, which connects to U.S. Highway 101. Parkview Drive runs directly through a residential neighborhood to provide access to the Airport. Several areas of emphasis for Parkview Drive should be considered in concert with any Airport improvements.

Parkview Drive Issues/Improvements/Plans Identified by the Dr w

Oregon Coast Hwy i

City of Brookings include: k

a P

• Unsignalized Intersection (Parkview/Highway 101) with a LOS – F. Ridge Rd Brookings

t Airport

s • Parkview/Highway 101 improvements to install two egress i V Dr lanes (left-turn and right-turn lane) for Parkview Drive, install Parkvie w ve A e southbound left-turn pocket on US 101 for deceleration, and install g d o a southbound acceleration lane on US 101 for Parkview Drive left- D turn traffic. r O 101 D ld H w wy ie 1 v

• The City will continue to look for opportunities to study Parkview 0 k

1 r a

Drive and the Brookings Airport Area, including the adjacent Harris P

Beach State Park property. St 3rd 5th St 5th Ransom Creek d • The area would benefit from an area plan due to several R r Old County Rd e deficiencies and multiple surrounding land uses. Hassett St iv PROPOSED INTERSECTION R o c IMPROVEMENTS t e • Rebuild Airport Road (Parkview Drive) as a cut-and-cover tunnel to Pioneer Rd Ransom Ave h C k avoid the RPZ of KBOK. 101 an B

Easy St N AREA LAND USE/ZONING St 5th Oregon Coast Hwy Chetco River The zoning for the airport is within the jurisdiction of the City of Brookings as it has recently been moved within the Urban Growth Boundary (UGB). Areas immediately adjacent to the Airport that are within the UGB, but outside of City limits, as well

d Paciﬁc Ave 101 LEGEND as those areas identified as Curry County in Figure 2-8 are regulated by Curry County. R

h c ea CITY OF BROOKINGS l B FIGURE 2-8 : LAND USE JURISDICTION il Railroad St

M St Alder UGB - COUNTY 812' JURISDICTION

CURRY COUNTY 762'

CITY BOUNDARY Center St 712' UGB BOUNDARY 4,000' 662'

612'

5,000'

20:1 APPROACH SURFACE

462' 512' 562' 612' 20:1 APPROACH DRAFTSURFACE

LEGEND

CITY OF BROOKINGS

UGB - COUNTY 812' JURISDICTION

CURRY COUNTY 762'

CITY BOUNDARY 712' UGB BOUNDARY 4,000' 662'

PAGE 26 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS 612'

BROOKINGS AIRPORT LAND USE JURISDICTION AIRPORT MASTER PLAN

5,000'

20:1 APPROACH SURFACE

462' 512' 562' 612' 20:1 APPROACH SURFACE

BROOKINGS AIRPORT LAND USE JURISDICTION AIRPORT MASTER PLAN BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Existing Airport Base Zone

Brookings Airport is designated by City of Brookings as a POS - Public Open Space district in Chapter 17.40 of the City of Brookings Land Development Code. The purpose of this district is to recognize, preserve and enhance publicly owned recreation, open space, educational and cultural areas, facilities and services, to protect the natural and scenic resources, and to ensure adequate provision for open spaces consistent with the policies of the city. Existing airport facilities including expansion and accessory uses intended for the convenience of airport customers such as restaurants, car rentals, or retail shops subject to Chapter 17.76 BMC, Airport Approach (AA) Overlay Zone are permitted uses within the POS zoning district.

It was recommended in the 2003 Airport Layout Plan report, and is recommended again in this study that the City consider re-zoning the airport property to a more specific “public use airports” zone. This change would limit the use of this property more specifically to airport and airport-related uses. The airport property would then be protected from uses that may be undesirable or damaging to the airport. A model “Public Use Airport Zone” is available in Appendix G: Model Public Use Airport Zone in the Oregon Department of Aviation´s Airport Land Use Compatibility Guidebook.

Airport Vicinity Zoning/Land Use

The zoning and land use around the Airport consists primarily of Forestry Grazing (FG) on the north and east sides, light commercial/industrial to the immediate east and south, and low density residential to the west of the airport. The base zoning for the area is depicted on Figure 2-9.

FIGURE 2-9 : LOCAL BASE ZONING

812'

762'

712' UGB 4,000' 662' LIMITS

612'

5,000'

20:1 APPROACH SURFACE

462' 512' 562' 612' 20:1 APPROACH DRAFT DRAFTSURFACE

N BROOKINGS AIRPORT LOCAL BASE ZONING AIRPORT MASTER PLAN

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 27 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Airport Overlay Zones COMPATIBLE LAND USE PLANNING Both the City of Brookings and Curry County have adopted The table below retrieved from the Oregon Department airport overlay zones related to airport airspace protection of Aviation’s Airport Land Use Compatibility Guidebook and compatible land use planning. Chapter 17.76 Airport identifies land uses that are generally compatible or Approach (AA) Overlay Zone in the City of Brookings Land incompatible within airport safety areas and Part 77 Development Code addresses overlay zones delineated by surfaces like those depicted for Brookings Airport. FAR Part 77 imaginary surfaces for those areas within city limits. Section 3.270 - Airport Related Areas Overlay Zone Compatible Land Uses per FAR Part 77 Surfaces and FAA Safety Areas (AR) of the Curry County Zoning Ordinance addresses the Legend: C Generally compatible land use areas under FAR Part 77 imaginary surfaces within Curry NC Incompatible land use County jurisdiction. The zoning code language for both Not clearly compatible or incompatible, requires speciﬁc study the county and municipal level address permitted and Criteria for Compatibility: 1: Does not exceed height standards conditional uses within the designated overlay zones to 2: Does not attract large concentrations of people address land use compatibility concerns as well as height 3: Does not create a bird attractant 4: Does not cause a distracting light/glare penetration limitations that may pose a threat to aircraft 5: Does not cause a source of smoke operations and persons or property on the ground. Figure 6: Does not cause an electrical interference 2-10 depicts the overlay zones based on existing FAR Part 7: Does meet compatible DNL sound levels 77 surfaces at the Airport.

L U C S S S S P S R A T P R Residential, other than those listed below NC NC C NC Mobile home parks NC NC C NC Transient lodgings NC NC C NC P U Places of public assembly (schools, hospitals, churches, auditoriums) NC NC C NC NC Government services NC C C NC Transportation (parking, highways, terminals) NC C C Commercial Use Ofﬁces, business and professional NC C C NC Wholesale & retail - building materials, C C NC hardware and farm equipment While the adopted overlay zoning codes for both the Retail trade - general NC C C NC Utilities NC County and the City serve their intended purpose, much Communication NC NC of the information provided in both codes is outdated and Manufacturing & Production references historic documents. It is recommended the Manufacturing - general NC NC City update their overlay zoning code and work with Curry Agricultural (except livestock) and forestry C C County to update their overlay zoning code to more closely Livestock farming and breeding NC C NC Mining and ﬁshing, resource production and NC NC NC align with Appendix E Model Public Use Airport Safety and extraction Compatibility Overlay Zone for Public Use Airports with Only Recreational Visual Approaches in the Oregon Department of Aviation´s Outdoor sports arenas and spectator sports NC NC C NC NC Nature exhibits and zoos NC NC C NC NC Airport Land Use Compatibility Guidebook. Amusement park, resorts and camps NC NC C C NC NC Golf courses NC NC C C NC NC DRAFTParks NC

PAGE 28 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

FAR PART 77 IMAGINARY SURFACES Plan View of 201 FAR Part 77 Conical Surface Civil Airport Imaginary Surfaces 5,000 71 Transitional Surface

41 501 401 16,000

Horiontal Surface 150 Feet Aove Estalished Airport 71 Elevation 5,000 4,000

Surface Slope Key 5,0 P S 00 Isometric View of T S FAR Part 77 S Civil Airport C S A S Imaginary Surfaces

7 1 Precision Instrument Approach

Visual or on Precision 201 Conical Approach 1 Surface 40

Horiontal Surface 150 Feet Aove 50,000 501 Estalished Airport Elevation ,000 Primary 10 DRAFT DRAFTSurface

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 29 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

FIGURE 2-10: OVERLAY ZONES / PART 77 SURFACES

CONICAL

HORIZONTAL

HORIZONTAL TRANSITIONAL

APPROACH APPROACH TRANSITIONAL

APPROACH APPROACH

HORIZONTAL HORIZONTAL Plan View of 201 FAR Part 77 Conical Surface Civil Airport Imaginary Surfaces 5,000 71 Transitional Surface

CONICAL 501 401 PART 77 SURFACE SLOPE KEY 41 CONICAL 16,000 PRIMARY SURFACE Horiontal Surface PART 77 SURFACE SLOPE KEY 150 Feet Aove TRANSITIONAL SURFACE PRIMARY SURFACE Estalished Airport 71 Elevation HORIZONTAL SURFACE 5,000 TRANSITIONAL SURFACE CONICAL SURFACE 4,000 APPROACH SURFACE HORIZONTAL SURFACE N CONICAL SURFACE Surface Slope Key 5,0 BROOKINGS AIRPORT 00 Isometric View of OVERLAY ZONES / PART 77 SURFACESP S APPROACH SURFACE T S AIRPORT MASTER PLAN FAR Part 77 N S Civil Airport C S A S Imaginary Surfaces BROOKINGS AIRPORT OVERLAY ZONES / PART 77 SURFACES 7 AIRPORT MASTER PLAN 1 Precision Instrument DRAFTApproach Visual or on Precision 201 Conical Approach 1 Surface 40

Horiontal Surface 150 Feet Aove 50,000 501 Estalished Airport Elevation ,000 Primary 10 Surface

PAGE 30 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN Airside Elements The Airside Elements section is comprised of the facilities that facilitate the movement and operation of aircraft on the ground and in the air around the Brookings Airport. This section of the existing conditions analysis includes a discussion of the area airspace, instrument flight procedures, runways, taxiways/taxilanes, aprons/tiedowns/aircraft parking, airfield pavement condition, and airside support facilities.

AIRSPACE - FAR PART 77, TERPS, AND RUNWAY END SITING SURFACES In addition to the airspace classifications and operating environment pilots are more familiar with (described in the Airspace Classifications section below) there are a variety of rules, regulations, design standards, and policies associated with the protection of airspace, evaluation of proposed objects on and near airports, and their effects on navigable airspace. Airport Cooperative Research Program (ACRP) Report 38 - Understanding Airspace, Objects, and Their Effects on Airports provides a comprehensive description of the regulations, standards, evaluation criteria, and processes designed to protect the airspace surrounding airports and is summarized below for additional context of airspace evaluation and design to serve the Brookings Airport.

FAR Part 77—Objects Affecting Navigable Airspace

FAR Part 77 is the central regulation governing airspace protection, with cross-references to many other criteria documents. It sets forth the requirements for notifying the FAA of proposed construction; defines obstruction criteria; and describes aeronautical studies required to assess hazard status. The FAR Part 77 Surfaces associated with the Brookings Airport have 1/3/08 AC 150/5300-13 CHG 12 been codified in to the Brookings Land Development Code as well as the Curry County Zoning Ordinance. A summary ofAppendix 2 the Part 77 surfaces is depicted on Page 19 within the Regional Setting - Land Use/Zoning discussion of this report.

FAA Order 8260.3B—United States Standard for Terminal TERPS (40:1) DEPARTURE SURFACE FOR Instrument Procedures (TERPS)

INSTRUMENT RUNWAYS This Order, along with several derivative orders in the 8260 series and other related orders, define criteria that FAA flight procedure designers utilize when designing instrument flight procedures. Airspace protection requirements for instrument flight procedures are one of the types of obstruction standards referenced in FAR Part 77; they are also one of the most common criteria analyzed for hazard status in aeronautical studies.

FAA AC 150/5300-13A—Airport Design

This AC is the principal document utilized by the FAA, DRAFT airport sponsors, andDRAFT planning consultants when planning and designing new airports or modifications to airports. Airspace clearances for key runway end features are defined in the AC’s discussion of Runway End Siting Surfaces. Source: FAA AC 150-5300/13

Figure A2-3. Departure surface for Instrument Runways TERPS (40:1)

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 31

107 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

AIRSPACE CLASSIFICATIONS FL600 Class A

Airspace within the United States is 18,000 msl classified by the FAA as “controlled” or 14,500 msl “uncontrolled” with altitudes extending Class E from the surface upward to 60,000 feet above mean sea level (MSL). Controlled airspace classifications Class B include Class A, B, C, D, and E. Class Class C Class G G airspace is uncontrolled. Class D

1,200 agl Aircraft operating within controlled 700 agl airspace are subject to varying levels Class G of positive air traffic control that are unique to each airspace classification. COMMUNICATION REQUIREMENTS AND WEATHER MINIMUMS Class A Class B Class C Class D Class E Class G Requirements to operate within Generally airspace Generally multi- from the surface Generally Generally layered airspace Generally airspace controlled airspace vary, with the most Generally airspace to 4,000 feet controlled uncontrolled from the surface from the surface Airspace Class above 18,000 feet AGL surrounding airspace that is airspace that is stringent requirements associated with up to 10,000 feet to 2,500 feet Definition MSL up to and towered airports not Class A, Class not Class A, Class B, MSL surrounding AGL surrounding including FL 600. with service by B, Class C, or Class C, Class D, or very large commercial airports in high the nation’s towered airports radar approach Class D Class E busiest airports traffic areas. Uncontrolled airspace is control Minimum Pilot typically found in remote areas similar Instrument Rating Student* Student* Student* Student* Student* Qualifications to Brookings and is limited to a 700 or IFR: ATC Clearance IFR: ATC Clearance IFR: ATC Clearance IFR: ATC VFR: Two-Way VFR: Two-Way Entry Requirements VFR: Operations ATC Clearance Clearance VFR: None 1,200-foot AGL layer above the surface Communication Communication Prohibited None and below controlled airspace. w/ ATC w/ ATC Day: 1 Statute Mile VFR Visibility N/A 3 Statute Miles 3 Statute Miles 3 Statute Miles 3 Statute Miles Night: 3 Statute Below 10,000 msl** Miles LOCAL AREA AIRSPACE STRUCTURE 500 Below 500 Below 500 Below 500 Below VFR Cloud Clearance N/A Clear of Clouds 1,000 Above 1,000 Above 1,000 Above 1,000 Above Below 10,000 msl*** The Klamath Falls Sectional 2,000 Horizontal 2,000 Horizontal 2,000 Horizontal 2,000 Horizontal*** VFR Visibility N/A 3 Statute Miles 3 Statute Miles 3 Statute Miles 5 Statute Miles 5 Statute Miles Aeronautical Charts depicts nearby 10,000 msl and Above** 1,000 Below 1,000 Below airports, notable obstructions, special 500 Below 500 Below VFR Cloud Clearance 1,000 Above 1,000 Above N/A Clear of Clouds 1,000 Above 1,000 Above airspace designations and IFR routes 10,000 msl and Above 1 Statute Mile 1 Statute Mile 2,000 Horizontal 2,000 Horizontal in the vicinity of Brookings Airport. Horizontal Horizontal

*Prior to operating within Class B, C or D airspace (or Class E airspace with an operating control tower), student, sport, and recreational pilots must The nearest Low Altitude Enroute meet the applicable FAR Part 61 training and endorsement requirements. Solo student, sport, and recreational pilot operations are prohibited at those airports listed in FAR Part 91, appendix D, section 4. Instrument (Victor and Tango) Airways **Student pilot operations require at least 3 statute miles visibility during the day and 5 statute miles visibility at night. in the vicinity of the Brookings Airport ***Class G VFR cloud clearance at 1,200 agl and below (day); clear of clouds. is V27 and T257, which pass north- south on the east and west sides of the Airport. The nearest section of V27 has Minimum Enroute Altitude (MEA) of 6,400 feet MSL between Crescent City and North Bend. T257 off of the coast has an MEA ranging from 4,300 – 4,700 MSL from Newport to Crescent City.

Brookings Airport is located in an area of Class G airspace that begins at the surface and extends upward with a ceiling 1,200 feet above ground level. Jack McNamara Field in nearby Crescent City has an area of Class E airspace that extends to the surface in approximately a 4-mile radius from the Airport. Radio communication is not required for visual flight rules (VFR) operations in Class G and E airspace, although pilots are encouraged to use the common traffic advisory frequency (CTAF) when operating at the airport.

Special Use Airspace

Areas of special use airspace (SUA) in the vicinity of Brookings Airport include the Dolphin North & South Military Operations Area (MOA). Although VFR DRAFToperations are not restricted in an MOA, pilots are advised to exercise extreme caution while flying within, near, or below an active MOA.

Controlled & Uncontrolled Airspace

Brookings Airport is an uncontrolled field and pilots use the airport Unicom/common traffic advisory frequency (CTAF) 122.8 for communications on the ground and in the vicinity of the airport.

PAGE 32 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

DRAFT DRAFT

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 33 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

INSTRUMENT FLIGHT PROCEDURES Instrument approach and departure procedures are developed by the FAA using electronic navigational aids to guide aircraft through a series of prescribed maneuvers in and out of an airport’s terminal airspace. The procedures are designed to enable continued airport operation during instrument meteorological conditions (IMC), but are also used during visual conditions, particularly in conjunction with an instrument flight plan. The capabilities of each instrument approach are defined by the technical performance of the procedure platform (ground based navigational aids or satellite navigational aids) and the presence of nearby obstructions, which may affect the cloud ceiling and visibility minimums for the approach, and the routing for both the approach and missed approach procedure segments. The aircraft approach speed and corresponding descent rate may also affect approach minimums for different types of aircraft.

There are no published instrument approach procedures (IAP) at Brookings Airport. However, the local aviation community is taking the necessary steps to implement an FAA approved instrument approach procedure. The closest IAPs are at Crescent City. The Gold Beach Airport is expected to have an IAP become active in August 2021.

DEVELOPING AN INSTRUMENT APPROACH PROCEDURE AT KBOK There are several challenges and obstacles to obtaining an instrument approach procedure at KBOK. Based on FAA requirements and standards for developing a feasible approach, the following issues must be further investigated and coordinate with FAA:

Runway Length - Is the existing runway length sufficient to implement an instrument approach procedure or will the approach require a costly runway extension? Additional coordination with FAA flight procedures team will be required.

Terrain/obstruction - An AGIS survey has been completed and obstructions have been mapped. Further coordination with FAA flight procedures team is required to identify feasible approach options that may be limited by terrain and obstructions in the vicinity. LEGEND

TERRAIN PENETRATION

FAR PART 77 SURFACE 812'

762'

712'

4,000' 662'

612'

5,000'

462' 512' 562' 20:1 612' APPROACH 20:1 SURFACE APPROACH DRAFTSURFACE

LEGEND

TERRAIN PENETRATION

FAR PART 77 SURFACE 812'

762'

712' BROOKINGS AIRPORT FAR PART 77 4,000' 662' AIRPORT MASTER PLAN

612'

PAGE 34 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS

5,000'

462' 512' 562' 20:1 612' APPROACH 20:1 SURFACE APPROACH SURFACE

BROOKINGS AIRPORT FAR PART 77 AIRPORT MASTER PLAN BROOKINGS AIRPORT | AIRPORT MASTER PLAN

PRELIMINARY 20:1 APPROACH SURFACE OBSTRUCTION ANALYSIS DRAFT DRAFT

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 35 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

RUNWAY Runway 12/30 is oriented in a northwest-southeast direction (144-324 degree bearing relative to true north). Runway 12 has a right hand pattern and runway 30 has a standard left hand traffic pattern with a traffic pattern altitude of 1,460 MSL. The runway is paved and lighted with a full-length parallel taxiway on the north-east side. Runway 12/30 is 2,901 feet long and 60 feet wide. The runway high point (461.8 feet MSL) is located at the north end (Runway 12 threshold) and slopes downward at approximately 0.7% toward the Runway 30 end which is at 436.4 feet.

Runway 12/30 has visual approach markings on both ends that include threshold bars, runway designation numbers, and centerline stripes. The markings were observed to be in good condition during a recent site visit. All runway markings are consistent with FAA standards for configuration, color (white paint), and approach type (non-precision instrument). Runway 12/30 has medium intensity runway lighting (MIRL) with precision approach path indicators (PAPI) on both ends.

In 1995, the runway was extended by 357 feet on the south end. The pavement section for the original 2,543 feet of runway is 3.5 to 4.5 inches of asphalt concrete (which includes a 2-inch overlay constructed with the runway extension in 1995) and four inches of crushed aggregate base course. The pavement section for the runway extension is two inches of asphalt concrete and seven inches of crushed aggregate base course. The pavement is rated for single wheel gear 11,000lb aircraft. Runway 12/30 is slated for a runway magnetic variation update to Runway 13/31 with the next runway pavement/marking project.

FAA Design Standards and Existing Non-Standard Conditions

The FAA defines several recommended standards for airport design in AC 150/5300-13A, Airport Design. Some of the most critical standards are those related to the design of runways, which are listed below.

• Runway Safety Area (RSA) - The RSA is a defined surface surrounding the runway that is prepared or suitable for reducing the risk of damage to airplanes in the event of an airplane undershoot, overshoot, or an excursion from the runway. • Object Free Area (OFA) -The OFA is an area on the ground centered on the runway, taxiway, or taxilane centerline that is provided to enhance the safety of aircraft operations. No Direct Access from the Apron to Runway 12-30 located mid-field. above ground objects are allowed except for those that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes. • Object Free Zone (OFZ) - The OFZ is a volume of airspace that is required to be clear of obstacles, except for frangible items required for the navigation of aircraft. It is centered along the runway and extended runway centerline. • Runway Protection Zone (RPZ) - The Runway Protection Zone (RPZ) is a trapezoidal area off each runway end intended to enhance the protection of people and property on the ground. The dimensions of an RPZ are a function of the runway ARC and approach visibility minimums. The FAA recommends that RPZs be clear of all residences and places of public assembly (churches, schools, hospitals, etc.) and that airports own the land within the RPZs. DRAFT During preliminary analysis, two non-standard conditions associated with Runway 12-30 were identified and are depicted on Figure 11. First, Runway 12 RPZ is intersected by Airport Road. “Interim Guidance on Land Uses Within Runway Protection Airport Road as seen traveling towards Highway 101 under the Zone (2012)” identifies public roadway as an incompatible land use Runway Protection Zone beyond the end of Runway 12. which should be mitigated. Second, the direct access to Runway 12-30 from the apron area provided by the by the mid-field connector taxiways is a critical non-standard condition that will need to be addressed in future sections of the master plan.

PAGE 36 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

FAA AIRPORT DESIGN STANDARD

1 RUNA PROTECTION ONE ROAD 2 APRON TO RUNA DIRECT ACCESS

RPZ RPZ OFA OFA 2 RSA RSA 1 RUNWAY 12-30 - 2,901’ x 60’ RSA RSA OFA OFA RPZ DRAFT RPZ DRAFT

BROOKINGS AIRPORT FIGURENON 2-11: STANDARD RUNWAY CONDITIONS NONSTANDARD - RUNWAY CONDITIONS AIRPORT MASTER PLAN

PAGE 37 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS DRAFT BROOKINGS AIRPORT | AIRPORT MASTER PLAN

RUNWAY 12-30 EXTENSION JUSTIFICATION At the outset of the planning project, it became apparent that airport users were interested in pursuing additional runway length at KBOK. The FAA requires justification to allow for a runway extension to be shown on an Airport Layout Plan and often further justification that demand exists before they will fund a runway extension project. The FAA planning process clearly defines the process required to justify a runway extension and all other facility improvements on the airport. The process starts by determining the Design Aircraft in subsequent sections of the master plan. The Design Aircraft is the most demanding aircraft at the airport that has at least 500 annual operations (take offs or landings). Through the existing conditions analysis and forecasts portions of the project we will investigate current based and transient aircraft that use the airport and estimate annual operations to define the Design Aircraft. The dimensions and performance requirements of the Design Aircraft will determine what type of runway extension may be justified at KBOK.

There are a number of issues that would need to be evaluated further including:

• Additional embankment width to extend the parallel taxiway to the new runway end • Airport access road tunnel • Airport access road potential conflict with extended parallel taxiway • Retaining wall on the Runway 30 end to avoid impacting the existing creek (shown covered by fill in the attached figure • Known slope stability issues on the Runway 12 end • Retaining walls to avoid existing drainage on the Runway 12 end • Refinement of catch slopes to minimize fill requirements/fit with required retaining structures

Based on the preliminary work completed to date, it is apparent that a runway extension will be very expensive. Through the planning process we will further evaluate these issues so that a possible runway extension can be considered by the City with a clear understanding of the issues communicated to stakeholder groups that want an extension.

PRELIMINARY RUNWAY EXTENSION/EARTHWORK FEASIBILITY DRAFT DRAFT

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 39 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

TAXIWAYS & TAXILANES There is one main parallel taxiway east of the runway. The runway has three connector taxiways. The pavement sections on the taxiways vary from two to three inches of asphalt concrete over an unknown base on the older portion of the taxiway to a pavement section matching that of the runway extension on the southern 620 feet. The central connector taxiway has three inches of asphalt concrete and four inches of crushed aggregate base course and is 40 feet in width. All of the other taxiways are 25 feet wide. A west side partial parallel and connector taxiway were constructed in 2008 to accommodate future hangar development areas but has remained largely underutilized since being constructed.

The parallel taxiways and the exit taxiways are equipped with blue stake-mounted edge reflectors and centerline stripes. Aircraft hold lines are located on all taxiway connections to the runway 125 feet from runway centerline, which corresponds to the edge of the runway obstacle free zone (OFZ). All taxiway markings are yellow.

Taxi lanes around the apron and existing hangar buildings on the eastside of the airport were reconstructed in 2010 and 2012 and are in good condition. They are generally 25 feet in width with a couple of sections where they are wider to match up to the building edges. Figure 2-12 depicts several areas on the Airport where FAA design standard clearances are not met. Taxilanes in the hangar areas do not have sufficient clearance between hangars to meet the standard requirements defined for KBOK. These non-standard conditions will require further coordination and discussion with the FAA.

DRAFT

PAGE 40 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

FAA AIRPORT DESIGN STANDARD

1 RUNA PROTECTION ONE ROAD 2 APRON TO RUNA DIRECT ACCESS 3 TAIANE OA AD I HANAR 4 TAIANE OATSA AD I HANAR 5 TAIANE OATSA AD I ROAD 6 TAIANE OATSA AD I ENCE 7 TAIANE OA AD I PARED AIRCRAT 8 INSUICIENT TAIATAIANE SEPARATION AD I

79' 3 3 6 73' TLOFA 63' TSA 49' 5 63' 4 79' 49' 67' 49' 79' TSA 70' TSA 73' 37' TLOFA TLOFA 43' 3 79' 79' 79' TLOFA TOFA 79' TSA 49' 49' 3 3 TSA 49' 79' 49' 70' 49' TOFA TOFA 7 64' 8 TSA TSA 49' 49' 89' RPZ 89' TSA TSA TSA TOFA TOFA TOFA 2 150'

1 150' TOFA TSA RPZ DRAFT

TSA DRAFT TOFA

BROOKINGS AIRPORT NONFIGURE STANDARD 2-12: TAXIWAY CONDITIONS NONSTANDARD - TERMINAL CONDITIONS AREA AIRPORT MASTER PLAN

PAGE 41 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS DRAFT BROOKINGS AIRPORT | AIRPORT MASTER PLAN

APRONS/TIEDOWNS There are two primary apron areas on the Airport with designated tie-downs for aircraft parking. The larger 44,000 square foot apron has two designated aircraft tie-down positions. There used to be three tie-down positions on 44,000 SQFT 2 SPACES the main ramp area, but one was removed to allow for unobstructed fuel truck access to the existing fuel tanks located adjacent to the apron area. The smaller 20,000 20,000 SQFT 5 SPACES square foot apron area adjacent to the main apron has tie-down positions for five aircraft. This area also serves as the cargo operations area for daily Ameriflight operations. During PAC #1 and early discussions with city staff it became clear that the cargo operations in this area creates a conflict with itinerant aircraft parking and a designated cargo operations area should be explored.

AIRFIELD PAVEMENT CONDITION The Oregon Department of Aviation Pavement Evaluation Program (PEP) systematically identifies maintenance, repair, and BROOKINGS AIRPORT rehabilitation projectsAIRCRAFT needed PARKING to sustain functional pavements at Oregon airports. The PEP provides a thorough evaluation of current conditions and future projections of condition in terms of pavement AIRPORTcondition MASTER indices (PCI) PLAN for all eligible pavements on all paved airports across the state. For NPIAS airports like Brookings that receive federal money, this work assists the Airport in meeting their grant assurances.

Pavement Condition Index (PCI) surveys were performed in May 2019 for Brookings Airport. The survey was performed using the Pavement Condition Index (PCI) methodology developed by the U.S. Army Corps of Engineers, and outlined in the current edition of ASTM D-5340, Standard Test Method for Airport Condition Index Surveys. P C I P C R 100 GO O D 85 SATISFACTOR Y 70 FAIR 55 P O O R 40 VERY POOR 25 SER IOU S 10 FAILED 0 NO PCI CAPTURED IN THIS AREA

DRAFT DRAFTBROOKINGS AIRPORT PAVEMENT CONDITION AIRPORT MASTER PLAN

Pavement condition for the bulk of the pavement at the Brookings Airport is in Satisfactory to Good condition. The evaluation

P C I P C R depicted is consistent with airport user feedback and airport management understanding. City staff are working100 with GO O D 85 the FAA Seattle ADO to identify funding and schedule the necessary work to maintain airfield pavements. The pavementSATISFACTOR Y 70 FAIR condition report for Brookings Airport is available for download at https://www.oregon.gov/aviation/Pages/ Pavement-55 P O O R 40 Evaluation-Program.asp VERY POOR 25 SER IOU S 10 FAILED 0 NO PCI DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS CAPTUREDPAGE IN 43 THIS AREA

BROOKINGS AIRPORT PAVEMENT CONDITION AIRPORT MASTER PLAN BROOKINGS AIRPORT | AIRPORT MASTER PLAN

AIRFIELD SUPPORT FACILITIES Airfield support facilities generally include airfield lighting, signage, weather reporting equipment, NAVAIDS, fuel tanks, and fueling facilities.

Runway/Taxiway Lighting

Brookings Airport accommodates day and night operations during visual meteorological conditions (VMC). The runway is equipped with lighting systems that are consistent with night operation requirements and runway use. The runway-taxiway system has extensive signage that conveys directional, location, and runway clearance information to pilots. All airfield lighting observed during recent site visits appeared to be in good condition and fully operational.

Airfield Lighting

The airport has a rotating beacon mounted on a tower support on the northeast side of the runway near the airfield access gate. Rotating beacons are used to indicate the location of an airport to pilots at night or during reduced visibility. The beacon provides sequenced white and green flashing lights (representing a lighted land airport) that rotate 360 degrees to allow pilots to identify the airport from all directions from several miles. The beacon operates on a dusk-dawn automatic switch and reportedly functions normally.

Airfield Signage

The runway-taxiway system has mandatory instruction signs (red background with white letters/numbers) marking the aircraft holding positions at each of the taxiway connections with the runway [12-30, 12, 30, etc.]; the signs also include taxiway direction/designations [A1, A2, etc.] with yellow background and black numbers/letters. The signs are located to coincide with the painted aircraft hold lines on each taxiway that connects to the runway.

Weather Reporting

Brookings Airport has an automated weather observation system (AWOS-3PT) that provides 24-hour weather information. The AWOS is located on northeast side of Runway 12/30, near midfield. The AWOS-3PT provides altimeter setting, wind data, temperature, dewpoint, density altitude, visibility, cloud/ ceiling, and thunderstorm/lightning data.

Navigation Aids (NAVAIDS)

The Crescent City VORTAC , located 17.8 miles south of the airport supports nearby enroute air navigational routes and instrument approach procedures to nearby airports. Three separate enroute airways converge in this area. Local airport operations and flight activity is not directly affected by the enroute airspace due to the minimum enroute altitudes that are well above the local airport traffic pattern altitude.DRAFT Aircraft Fuel

Brookings Airport has 100-octane low lead (100LL) aviation gasoline (AVGAS) and jet fuel (Jet-A) available for sale through the local Brookings Flying Club. The Brookings Flying Club owns and maintains the fuel storage and dispensing system that includes two above ground double-wall tanks (6,000 gallon AVGAS and 12,000 gallon Jet-A) and a 24-hour credit card payment system for self-fueling.

PAGE 44 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN Landside Elements The landside elements section includes the facilities designed to support airport operations but not those dedicated to aircraft operations. This section of the existing conditions analysis includes a discussion of the Terminal Building, Hangars, Airport Fencing, Airport Surface Roads, Vehicle Parking, and Utilities.

TERMINAL BUILDING & OFFICE/COMMERCIAL SPACE The Brookings Airport accommodates a variety of aviation-related buildings including aviation related office/educational space for the Brookings Flying Club, which is attached to their aircraft hangar, and an office modular building located outside the airport perimeter fence but still on City-owned airport property that is occupied by Reach/Cal-Ore. The Airport also has an aging terminal building that has a restroom, pilot lounge/meeting space, and other resources for pre-flight planning such as Wifi provided by the Brookings Flying Club. The terminal building is approximately 922 square feet and considered to be in “poor” condition according to PAC members present at PAC Meeting #1.

DRAFT DRAFT

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 45 BROOKINGS AIRPORT | AIRPORT MASTER PLAN

HANGARS There is currently over 61,000 square feet of aviation related development at the Brookings Airport and approximately 58,000 square feet of that space is dedicated to aircraft storage hangars as seen in Figure 2-13.

Currently there is not a formal waitlist for hangars but several potential tenants have reached out to City staff to discuss what may be available for rent or purchase. Based on discussions with City staff there has been some need for additional hangar space in recent years and the City and PAC both indicated a preference to continue to pursue completion of the west side hangar development area.

HANGAR CONDITION

During PAC #1, consultants facilitated a hangar condition discussion with airport CONDITION users, PAC members, and members of the public present at the meeting. The majority of the hangars on the Airport were identified as in “fair” to “good” GOOD condition based on the discussion. One privately owned hangar and the SATISFACTORY terminal building were indicated to be in “poor” condition. The owner of the hangar was not present at the meeting. FAIR DRAFTPOOR BROOKINGS AIRPORT BUILDING CONDITION AIRPORT MASTER PLAN

PAGE 46 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS

CONDITION

GOOD

SATISFACTORY FAIR POOR

BROOKINGS AIRPORT BUILDING CONDITION AIRPORT MASTER PLAN BROOKINGS AIRPORT | AIRPORT MASTER PLAN

11 12

2 4 5 9

6 14 15 3 13 18 1 7 8 16 17

BUILDING AREA BUILDING AREA LEGEND NO. OWNER DESCRIPTION (SQFT) NO. OWNER DESCRIPTION (SQFT) DRAFT AVIATION BUSINESS [1,690 SQFT] 1 PRIVATE OWNER CONVENTIONAL HANGAR (2-BAY) 3,466 10 REACH/CAL-ORE CAL-ORE OFFICE 1,690 2 PRIVATE OWNER T-HANGAR (1-BAY) 640 11 CITY OF BROOKINGS FBO 922 FIXED BASED OPERATION (FBO) [922 SQFT] 3 MULTIPLE PRIVATE OWNERS T-HANGAR (6-BAY) 6,607 12 REACH/CAL-ORE COMMERCIAL HANGAR 10,157 AVIATION/BUSINESS HANGAR [10,157 SQFT] 4 MULTIPLE PRIVATE OWNERS CONVENTIONAL HANGAR (2-BAY) 7,257 13 PRIVATE OWNER CONVENTIONAL HANGAR (1-BAY) 1,515 5 MULTIPLE PRIVATE OWNERS T-HANGAR (3-BAY) 3,083 14 PRIVATE OWNER CONVENTIONAL HANGAR (1-BAY) 4,615 CONVENTIONAL HANGAR [31,381 SQFT]

6 PRIVATE OWNER CONVENTIONAL HANGAR (1-BAY) 3,273 15 PRIVATE OWNER CONVENTIONAL HANGAR (1-BAY) 3,678 T-HANGAR [17,145 SQFT] 7 CITY OF BROOKINGS T-HANGAR (1-BAY) 1,068 16 PRIVATE OWNER CONVENTIONAL HANGAR (1-BAY) 2,206 DRAFT CITY-OWNED STRUCTURE [922 SQFT] 8 MULTIPLE PRIVATE OWNERS T-HANGAR (3-BAY) 3,394 17 PRIVATE OWNER T-HANGAR (1-BAY) 2,352

9 MULTIPLE PRIVATE OWNERS CONVENTIONAL HANGAR (2-BAY) 2,790 18 PRIVATE OWNER CONVENTIONAL HANGAR (1-BAY) 2,580 PRIVATELY OWNED STRUCTURE [60,373 SQFT]

BROOKINGS AIRPORT FIGURE 2-13:BUILDING AIRPORT BUILDINGUSE/OWNERSHIP USE/OWNERSHIP AIRPORT MASTER PLAN

PAGE 47 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS DRAFT BROOKINGS AIRPORT | AIRPORT MASTER PLAN

AIRPORT FENCING There is full-length perimeter wildlife fence surrounding the Airport with two vehicle access gates, one on the west side and one on the east side, which is coded, and a coded pedestrian gate that was constructed in 2015. The fence is in excellent condition.

Airport Fence Line

AIRPORT SURFACE ROADS Once inside the access gate, vehicle and pedestrian circulation on the Airport is limited on the Airport by fencing. Vehicular traffic on the Airport is provided via the taxiways and aprons, or grass and gravel areas between airport buildings and fences as depicted on the diagram below.

VEHICLE PARKING An asphalt parking area is located at the end of the access road way. Nine DRAFT striped parking stallsDRAFT are available. However, the Airport could accommodate approximately twice that number of vehicles when the unmarked space in the vicinity of the Terminal Building is considered. It is customary for Airport users to occasionally park their automobiles inside, near, or adjacent to their hangar building in areas that avoid interfering with aircraft operations.

DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS PAGE 49 BROOKINGS AIRPORT | AIRPORT MASTER PLAN LEGEND

UTILITIES X WATER SYSTEM Water, sewer, storm drainage, and electrical utilities are available at the Airport. SANITARY SEWER

Water

There is minimal water service to the hangars on the Airport. The City constructed a water main that provides service to the Terminal Building and Cal-ore office, which included construction of a half-million gallon water storage tank east of Airport property, in 2017. Additional water lines will need to be constructed to provide service to hangars.

Sanitary Sewer

In conjunction with the water main extension X X

project, the City constructed sanitary sewer service X

to the Airport in 2017. X

X X

Storm Water X

X X X X X X X

X X

A 2009 Storm Water Facilities Master indicates X

X X

that there were no storm drainage projects X X

recommended in any of the area drainage basins. X Draining in the Area is almost entirely by surface,

X with culverts at runway and taxiway intersections to X X X X X

X drain water off of the Airport. X

X X X X X X X X X X X X X X X X X X Electrical Service X X

X There are two transformers, one on the east end of X the airport and one on the west end, both serviced X X through Coos Curry Electrical Cooperative. There is no broadband in the airport. There is Wifi in the

airport fixed base operations office (FBO). PARKVIEW DR PARKVIEW

DODGE AV

HILLTOP DR

VISTA RIDGE RD DRAFT VISTA CT

BROOKINGS AIRPORT BROOKE LN UTILITIES MAP AIRPORT MASTER PLAN

PAGE 50 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN Airport Administration The Airport Administration section provides a summary of AIRPORT RATES AND CHARGES Airport Ownership & Management, Airport Finance, Rates In order to generate revenue and offset costs, the Airport and Charges, Rules and Regulations, and overview of FAA charges fees for certain airfield services, including tiedown Grant Assurances and Compliance. rental, fuel flowage fee, and ground leases for hangars. A summary of the current schedule of fees for Brookings AIRPORT OWNERSHIP & MANAGEMENT Airport is presented in Table 2-10. Brookings Airport is owned and operated by the City of Brookings. It is located within the Brookings City limits TABLE 2-9: AIRPORT REVENUE & EXPENSES in Curry County. Ownership of the Airport was recently transferred from the County to the City in 2018. With that AIRPORT EXPENDITURES transfer, management was taken over by the City’s Public Personnel Services Works Department and the Deputy Director of Public Salaries & Wages $7,182 Works serves as Airport Manager. The Deputy Director PERS $1,693 reports to the Director of Public Works who reports to the City Manager. The Airport Manager maintains the FICA $549 airport to meet FAA, State, and Local regulations and Health Insurance $2,077 requirements; oversees airport operations; and manages Workers’ Compensation $31 the airport budget, leases, and tenant relations. Unemployment $7 The airport contracts out services through the City of Operational Services Brookings for finance, legal, human resources, information Operating Supplies $12,000 technology, administration, and grounds maintenance Building and Grounds Maint $20,000 (including mowing and other minor maintenance) in order to minimize staffing needs at the airport. Engineering and Contract Services $5,000 electrical maintenance services are contracted out to Insurance/Bonds $5,000 consultants. Airport lessees are responsible for managing Utilities $6,000 their facilities and leased areas to meet requirements TOTAL EXPENDITURES $59,539 defined in their lease agreements. AIRPORT REVENUE Brookings Flying Club Tiedown Fees $1,500 Fuel Flowage Fees $1,600 The Brookings Flying Club (BFC) is a local not for profit flying club that operates out of the Brookings Airport. The Ground Leases $25,526 BFC serves as an FBO and provides general services to Miscellaneous Revenue - the pilot community including flight training and ground TOTAL REVENUE $28,626 school, aircraft rental, and fuel concessions. The Flying Club collects a fuel flowage fee on each gallon of avgas PROFIT/LOSS -$30,912 and Jet A sold which is paid to the City.

AIRPORT FINANCIALS TABLE 2-10: SCHEDULE OF FEES A financial analysis of the airport is necessary to better AIRPORT FEES understand the Airport’s current financial situation. The Tiedown Fees $3/Night Airport generates revenue from tiedown fees, fuel flowage fees, and ground leases. Miscellaneous revenue may Fuel Flowage Fees $0.07/Gallon also be generated through other aviation related sources. Ground Leases $0.15-$1.39/SQFT DRAFT Airport expenses areDRAFT generally in the form of personnel services (i.e. Salary and benefits) and operational services such as grounds maintenance, supplies, contracted services and utilities. A summary of revenue and expenses is presented in Table 2-9.

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LOCAL RULES AND REGULATIONS FAA compliance requirements and avoid noncompliance, which could have significant consequences. The City of Brookings does not have any formal legal framework currently in place to regulate how the airport is Airport management “Best Practices” are developed to managed. Hangar lease holders are required to observe provide timely information and guidance related to good and obey all laws, ordinances, rules and regulations management practices and safe airport operations for promulgated by any lawful authority of the United States, airport managers and sponsors. The practices outlined the State of Oregon, or any municipal subdivision herein are designed for use by the City of Brookings for having authority over or jurisdiction of the premises. This evaluating and improving their current and future operation includes, but is not limited to safety, health, sanitary, fire, and management program. electrical and building codes, zoning and state and local comprehensive plans. Airport sponsors must comply with various federal obligations through agreements and/or property The development of formal local rules and regulations conveyances, outlined in FAA Order 5190.6B, Airport should be addressed as part of this airport master plan. Compliance Manual. The contractual federal obligations Establishing local rules and regulations will provide the a sponsor accepts when receiving federal grant funds or airport sponsor with the authority to operate the airport for transfer of federal property can be found in a variety of the for the use and benefit of the public in order to make documents including: it available to all types, kinds, and classes of aeronautical activity on fair and reasonable terms. • Grant agreements issued under the Federal Airport Act of 1946, the Airport and Airway Development Act of 1970, and Oregon Aviation Laws Airport Improvement Act of 1982. Included in these agreements are the requirement for airport sponsors to comply with: The Oregon Department of Aviation (ODA) has created both » Grant Assurances; the Oregon Administrative Rules (OAR) and Oregon Revised Statutes (ORS) to govern airports within the state. » Advisory Circulars; » Application commitments; Oregon Administrative Rules (OAR) » FAR procedures and submittals; and » Special conditions. • OAR Chapter 660, Division 13 – Airport Planning Rule • Surplus airport property instruments of transfer; • OAR Chapter 660, Division 13 – Exhibits • Deeds of conveyance; • OAR Chapter 738 – Oregon Department of Aviation • Commitments in environmental documents prepared in • Non-Commercial Leasing Policy accordance with FAA requirements; and • Commercial Leasing Policy • Separate written requirements between a sponsor and the FAA. • Category II Minimum Standards Policy

• Category IV Minimum Standards Policy Airport Compliance with Grant Assurances • Category V Minimum Standards Policy As a recipient of both federal and state airport improvement • Insurance Requirements grant funds, the City of Brookings is contractually bound Oregon Revised Statutes (ORS) to various sponsor obligations referred to as “Grant Assurances”, developed by the FAA and the Oregon • ORS 197 – Land Use Planning I Department of Aviation. These obligations, presented in detail in federal and state grants and state statute and • ORS 197A – Land Use Planning II administrative codes, document the commitments made • ORS 319 – Aviation Fuel Tax by the airport sponsor to fulfill the intent of the grantor (FAA • ORS 835 – Aviation Administration and State of Oregon) required when accepting federal and/or state funding for airport improvements. Failure to • ORS 836 – Airports and Landing Fields DRAFTcomply with the grant assurances may result in a finding • ORS 837 – Aircraft Operations of noncompliance and/or forfeiture of future funding. • ORS 838 – Airport Districts Grant assurances and their associated requirements are intended to protect the significant investment made by the FAA Compliance Overview FAA, State, and City to preserve and maintain the nation’s airports as a valuable national transportation asset, as A management program based on the FAA’s “Planning for mandated by Congress. Compliance” guidance and the adoption of additional airport management “Best Practices” is recommended to address

PAGE 52 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

FAA Grant Assurances The airport sponsor should have a clear understanding of and comply with all assurances. The following sections The FAA’s Airport Compliance Program defines the describe the selected assurances in more detail. interpretation, administration, and oversight of federal sponsor obligations contained in grant assurances. The Project Planning, Design, and Contracting Airport Compliance Manual defines policies and procedures for the Airport Compliance Program. Although it is not Sponsor Fund Availability (Assurance #3) regulatory or controlling with regard to airport sponsor conduct, it establishes the policies and procedures for FAA Once a grant is given to the City of Brookings (airport personnel to follow in carrying out the FAA’s responsibilities sponsor), the City commits to providing the funding to for ensuring compliance by the sponsor. cover their portion of the total project cost. Currently this amount is ten percent of the total eligible project cost, The Airport Compliance Manual states the FAA Airport although it may be higher depending on the particular Compliance Program is: “…designed to monitor and project components or makeup. Once the project has been enforce obligations agreed to by airport sponsors in completed, the receiving airport also commits to having exchange for valuable benefits and rights granted by the adequate funds to maintain and operate the airport in the United States in return for substantial direct grants of appropriate manner to protect the investment in accordance funds and for conveyances of federal property for airport with the terms of the assurances attached to and made a purposes. The Airport Compliance Program is designed part of the grant agreement. to protect the public interest in civil aviation. Grants and property conveyances are made in exchange for binding Consistency with Local Plans (Assurance #6) commitments (federal obligations) designed to ensure that the public interest in civil aviation will be served. The FAA All projects must be consistent with city and county bears the important responsibility of seeing that these comprehensive plans, transportation plans, zoning commitments are met. This order addresses the types of ordinances, development codes, and hazard mitigation commitments, how they apply to airports, and what FAA plans. The City of Brookings (airport sponsor) should personnel are required to do to enforce them.” familiarize themselves with local planning documents before a project is considered to ensure that all projects follow local According to the FAA, cooperation between the FAA, state, plans and ordinances. and local agencies should result in an airport system with the following attributes: Accounting System Audit and Record Keeping (Assurance #13) • Airports should be safe and efficient, located at optimum sites, and be developed and maintained to appropriate standards; All project accounts and records must be made available at any time. Records should include documentation of • Airports should be operated efficiently both for aeronautical cost, how monies were actually spent, funds paid by other users and the government, relying primarily on user fees and sources, and any other financial records associated with the placing minimal burden on the general revenues of the local, project at hand. Any books, records, documents, or papers state, and federal governments; that pertain to the project should be available at all times for • Airports should be flexible and expandable, able to meet an audit or examination. increased demand and accommodate new aircraft types; • Airports should be permanent, with assurance that they will General Airport Assurances remain open for aeronautical use over the long-term; Good title (Assurance #4) • Airports should be compatible with surrounding communities, maintaining a balance between the needs of aviation and the The City of Brookings (airport sponsor) must have a Good requirements of residents in neighboring areas; Title to affected property when considering projects • Airports should be developed in convert with improvements to associated with land, building, or equipment. Good Title the air traffic control system; means the sponsor can show complete ownership of the property without any legal questions, or show it will soon be DRAFT • The airport systemDRAFT should support national objectives for acquired. defense, emergency readiness, and postal delivery; • The airport system should be extensive, providing as many Preserving Rights and Powers (Assurance #5) people as possible with convenient access to air transportation, No actions are allowed, which might take away any rights typically not more than 20 miles of travel to the nearest NPIAS or powers from the sponsor, which are necessary for the airport; and sponsor to perform or fulfill any condition set forth by the • The airport system should help air transportation contribute to a assurance included as part of the grant agreement. productive national economy and international competitiveness.

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Airport Layout Plan (ALP) (Assurance #29) Day-to-Day Airport Management

Brookings Airport should maintain an up-to-date ALP, which Economic Non-Discrimination (Assurance #22) should include current and future property boundaries, existing facilities/structures, locations of non-aviation areas, Any reasonable aeronautical activity offering service to the and existing and proposed improvements. FAA requires public should be permitted to operate at the airport as long proposed improvements to be depicted on the ALP in order as the activity complies with airport established standards to be eligible for FAA funding. If changes are made to the for that activity. Any contractor agreement made with the airport without authorization from the FAA, the FAA may airport will have provisions making certain the person, firm, require the airport to change the alternation back to the or corporation will not be discriminatory when it comes original condition or jeopardize future grant funding. to services rendered including rates or prices charged to customers. Disposal of Land (Assurance #31) Exclusive Rights (Assurance #23) Land purchased with the financial participation of an FAA Grant cannot be sold or disposed of by the airport sponsor No exclusive right for the use of the airport by any person at their sole discretion. Disposal of such lands are subject providing, or intending to provide, aeronautical services to FAA approval and a definitive process established by the to the public. However, an exception may be made if the FAA. If airport land is no longer considered necessary for airport sponsor can prove that permitting a similar business airport purposes, and the sale is authorized by the FAA, would be unreasonably costly, impractical, or result in a the land must be sold at fair market value. Proceeds from safety concern, the sponsor may consider granting an the sale of the land must either be repaid to the FAA, or exclusive right. reinvested in another eligible airport improvement project. Leases and Finances Airport Operations and Land Use Fee and Rental Structure (Assurance #24) Pavement Preventative Maintenance (Assurance #11) An airport’s fee and rental structure should be implemented Since January 1995, the FAA has mandated that it will with the goal of generating enough revenue from airport only give a grant for airport pavement replacement or related fees and rents to become self-sufficient in funding reconstruction projects if an effective airport pavement the day-to-day operational needs. Airports should update maintenance-management program is in place. The Oregon their fees and rents on a regular basis to meet fair market Department of Aviation prepares and updates pavement value, often done through an appraisal or fee survey of reports for Brookings Airport. These reports identify the nearby similar airports. Common fees charged by airports maintenance of all pavements funded with federal financial include fuel flowage fees, tie-down fees, landing fees, and assistance and provides a pavement condition index (PCl) hangar or ground lease rents. rating (0 to 100) for various sections of aprons, runways, and Airport Revenue (Assurance #25) taxiways; including, a score for overall airport pavements. Revenue generated by airport activities must be used to Operations and Maintenance (Assurance #19) support the continued operation and maintenance of the All federally funded airport facilities must operate at all times airport. Use of airport revenue to support or subsidize in a safe and serviceable manner and in accordance with non-aviation activities or to fund other City departments the minimum standards as may be required or prescribed who are not using the funds for airport specific purposes is by applicable Federal, State, and Local agencies for not allowed and is considered revenue diversion. Revenue maintenance and operations. diversion is a significant compliance issue for FAA.

Compatible Land Use (Assurance #21)

Land uses around an airport should be planned and implemented in a manner thatDRAFT ensures surrounding development and activities are compatible with the airport. The airport is located outside of City limits within Curry County. However, much of the neighboring land around the Airport is under the jurisdiction of the County. The City of Brookings as airport sponsor should work with Curry County to ensure there are zoning laws that protect the airport from incompatible land uses. Incompatible land uses around airports represents one of the greatest threats to the future viability of airports.

PAGE 54 DEVELOP UNDERSTANDING - EXISTING CONDITIONS ANALYSIS BROOKINGS AIRPORT | AIRPORT MASTER PLAN Existing Conditions Analysis Summary The existing conditions analysis of the regional setting, airside, landside, and airport administrative elements of the Brookings Airport identified several new conditions that affect the operation and development of the Airport and reaffirmed several known issues and opportunities. The findings documented in the Existing Conditions Analysis chapter and summarized below will be used to support subsequent studies and recommendations throughout the development of the master plan.

REGIONAL SETTING • City of Brookings has experienced slight to moderate growth in recent years • Significant Federal money has been invested in to the Airport • Local role of Airport is broad and consistent with similar Local GA airports • Aircraft operations and based aircraft have remained relatively constant • Analysis indicates a growing number of B-II aircraft are using the Airport • Local improvements in the area around the Airport are being considered • Minimal environmental impacts identified in field surveys • Zoning codes could use an update for consistency with State law and recommended best practices AIRSIDE ELEMENTS • Airspace – Terrain penetrations exist but approach surface is mostly clear • Approach Procedures – Community has expressed significant interest in obtaining an IAP to support medevac operations by Cal-Ore which is based in the area • Runway - Pavement is in good condition but airport users have expressed desire for additional length which will require significant earthwork, fill, and embankment construction. Road in RPZ will require mitigation efforts • Taxiways/taxilanes – Generally sufficient but some non-standard taxilane conditions exist • Apron/Tiedowns – Airport users expressed the need to better seperate cargo operations from aircraft parking • Pavement Condition – Pavement condition is generally good throughout the Airport • Support Facilities – Generally in good condition LANDSIDE ELEMENTS • Terminal Building – The terminal building is considered to be in poor condition and City of Brookings is pursuing potential upgrades • Hangars – Most hangars are in relatively good condition with a few exceptions. Some airport users have indicated a slight need for new hangars and the importance to make the west side development are shovel ready • Airport Surface Roads – West side development area access improvements required • Fencing – Constructed in 2015 and is in excellent condition • Vehicle Parking – No major issues • Utilities – Utility service to the airport property has been provided. Service to existing and future development areas to be completed as funding becomes available or by tenants. Utility improvements are not FAA eligible for funding AIRPORT ADMINISTRATION DRAFT DRAFT• Owned and operated by the City of Brookings • Airport financials indicate the airport operates at a loss to the City of Brookings • City should periodically assess their fees for services and airport staffing and compare them to other regional airports similar to Brookings • Rates and charges are consistent with area airports • City should consider conducting an Airport Business Plan to further pursue new revenue potential and other development opportunities • Airport is understood to be in compliance with all local, state, and federal laws and requirements

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COVID-19 IMPACTS ON AVIATION ACTIVITY FORECASTS

This forecast was prepared prior to the impacts of COVID-19. The forecast approval is based in reference to the data and methodologies used and the conclusions at the time the document was prepared. However, consideration must still be given to the significant impacts of COVID-19 on aviation activity; as a result, there is lower than normal confidence in future growth projections. FAA approval of the forecast does not provide justification to begin airport development. Justification for future projects will be made based on activity levels at the time the project is requested for development, rather than this forecast approval. Further documentation of actual activity levels reaching the planning activity levels will be needed prior to FAA participation in funding for eligible projects.

Chapter 3: Aviation Activity Forecasts

Introduction This chapter provides updated aviation activity forecasts for Brookings Airport (BOK) for the twenty-year master plan horizon (2020-2039). The most recent Federal Aviation Administration (FAA) approved aviation activity forecasts for Brookings Airport were developed in the 2003 Airport Layout Plan Report.

The forecasts presented in this chapter are consistent with the current and historic role as a local general aviation airport. Brookings Airport is capable of accommodating a full range of general aviation activity, including business class turboprops, small business jets and helicopters. This level of capability expands the Airport’s role beyond the local community and accommodates users throughout the region, which is acknowledged in the 2019 Oregon Aviation Plan (OAP).

Brookings Airport is designated a Category IV – Local General Aviation airport in OAP 2019. The definition for Category IV airports is: “These airports support primarily single-engine general aviation aircraft but are capable of accommodating smaller twin-engine general aviation aircraft. These airports support local air transportation needs and special-use aviation activities.”

The forecasts of activity are unconstrained and assume the City of Brookings will be able to make the facility improvements necessary to accommodate the anticipated demand unless specifically noted. The City will consider if any unconstrained demand will not or cannot be reasonably met through the evaluation of airport development alternatives later in the master plan.

FAA Forecasting Process The FAA provides aviation activityDRAFT forecasting guidance for airport master planning projects. FAA Advisory Circular (AC) 150/5070-6B, Airport Master Plans, outlines seven standard steps involved in the forecast process:

1 . Identify Aviation Activity Measures: The level and type of aviation activities likely to impact facility needs. For general aviation, this typically includes based aircraft and operations. 2 .Previous Airport Forecasts: May include the FAA Terminal Area Forecast (TAF), state or regional system plans, and previous master plans. 3 .Gather Data: Determine what data are required to prepare the forecasts, identify data sources, and collect historical and forecast data.

PAGE 56 DEVELOP UNDERSTANDING - AIRPORT ACTIVITY AND FORECASTS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

4 .Select Forecast Methods: There are several appropriate methodologies and techniques available, including regression analysis, trend analysis, market share or ratio analysis, exponential smoothing, econometric modeling, comparison with other airports, survey techniques, cohort analysis, choice and distribution models, range projections, and professional judgment. 5 .Apply Forecast Methods and Evaluate Results: Prepare the actual forecasts and evaluate for reasonableness. 6 .Summarize and Document Results: Provide supporting text and tables as necessary. 7 . Compare Forecast Results with FAA’s TAF: Follow guidance in FAA Order 5090.5, Field Formulation of the National Plan of Integrated Airport Systems and Airport Capital Improvement Program. In part, the Order indicates that forecasts should not vary significantly (more than 10 percent) from the TAF. When there is a greater than 10 percent variance, supporting documentation should be supplied to the FAA. The aviation demand forecasts are then submitted to the FAA for their approval.

KEY ACTIVITY ELEMENTS As noted above, general aviation airport activity forecasting focuses on two key activity segments: based aircraft and aircraft operations (takeoffs & landings). Detailed breakdowns of these activity segments include:

• Aircraft fleet mix; • Peak activity; • Distribution of local and itinerant operations; and • Determination of the critical aircraft (also referred to as the design aircraft).

The critical aircraft represents the most demanding aircraft type or family of aircraft that uses an airport on a regular basis (a minimum of 500 annual takeoffs & landings). The critical aircraft is used to establish a variety of FAA design categories, which then establish design standards for airfield facilities. FAA airport design standard groupings reflect the physical requirements of specific aircraft types and sizes. Design items, such as runway length evaluations, are determined by the requirements of current/future critical aircraft. The activity forecasts also support the evaluation of several demand-based facility requirements including runway and taxiway capacity, aircraft parking, and hangar capacity.

Population and Economic Conditions Historically, downturns in general aviation activity often occur during periods of weak economic conditions while growth typically coincides with favorable economic conditions. The 2008 economic recession and the slow recovery that followed, has constrained general aviation activity locally, statewide, and throughout the national airport system. However, the FAA’s national long-term aviation forecasts reflect overall strength in both the U.S. and regional economies. This forecast economic strength is expected to sustain modest growth in aviation activity over the long-term, in the absence of extended economic downturn.

POPULATION The population within an airport’s service area, in broad terms, affects the type and scale of aviation facilities and services that can be supported. Changes in population often reflect broader economic conditions that may also affect airport activity. The airport service area for Brookings Airport extends beyond the City of Brookings and Curry County along the Highway 101 corridor and includes portions of Josephine County in Oregon and Del Norte County in California. However, for the purpose of forecasting aviation activity, an evaluation of Curry County and associated cities’ population trends provides a reasonable indication of activity.

The City of Brookings’ population has increased slightly since the 2010 Census. Annual population growth over the last 10 years has trailed statewide growth, at 0.6 percent, compared to statewide average growth rate of 1.26 percent. However, the DRAFT City of Brookings populationDRAFT growth has outpaced Curry County as a whole, as well as all other population centers within the County, all of which have experienced annual growth rates around 0.50 percent and lower. Recent historic population data and average growth rates for the City of Brookings, Curry County, nearby cities, and Oregon are summarized in Table 3-1.

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TABLE 3-1: CURRY COUNTY POPULATION SUMMARY AAGR 2010 2015 2016 2017 2018 2019 Oregon 1.26% 3,831,074 4,013,845 4,076,350 4,141,100 4,195,300 4,236,400 Curry County 0.50% 22,364 22,470 22,600 22,805 22,915 23,000 Brookings 0.60% 6,336 6,565 6,550 6,595 6,630 6,645 Gold Beach 0.46% 2,253 2,275 2,275 2,275 2,265 2,290 Port Orford 0.14% 1,133 1,140 1,140 1,145 1,145 1,150 Unincorporated 0.52% 12,642 12,490 12,635 12,790 12,875 12,915 Source: U.S. Census Bureau (2000, 2010), PSU Population Research Center (2015-2019)

The Population Research Center at Portland State University (PRC-PSU) prepares long-term population forecasts for the state of Oregon, counties, and cities. The current PRC forecasts for Curry County and associated cities was published in June, 2018.

The PRC forecast provides projections from 2018 to 2068 with intermediate time points at 5-year intervals starting in 2020. The 2040 projection approximates the end of the current airport master planning period (2019-2039) and provides relevant information about future population expectations for the City of Brookings Urban Growth Boundary (UGB) and the rest of Curry County.

The Brookings UGB population is expect ed to grow at an average annual rate of 0.40 percent over the planning period and will result in over 12,500 residents in 2040. Curry County population is projected to reach over 24,500, and the State of Oregon will grow to over 5 million over the same time period, reflecting annual growth rates of 0.30 percent and 0.90 percent respectively. A detailed summary of the population forecasts for the State, County, and associated cities, including Brookings is presented in Table 3-2 below.

TABLE 3-2: POPULATION FORECAST SUMMARY AAGR 2010 2020 2025 2030 2035 2040 Oregon 0.90% 3,831,074 4,288,000 4,497,000 4,694,000 4,878,000 5,044,000 Curry County 0.30% 22,364 23,172 23,524 23,976 24,312 24,525 Brookings UGB 0.40% 11,199 11,489 11,729 11,994 12,271 12,525 Gold Beach UGB 0.63% 3,141 3,186 3,240 3,421 3,567 3,691 Port Orford UGB 0.53% 1,807 1,865 1,915 1,976 2,035 2,092 Outside UGB Area -0.12% 6,217 6,631 6,640 6,585 6,440 6,217 Source: Population Research Center,DRAFT Portland State University, June 30th, 2018.

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EMPLOYMENT State of Oregon Employment Department Data indicates the total employment for Curry County in 2019 to be 6,661 workers. In that same year the average income among all industries was $36,224 compared to the Oregon average of $54,480. Employment counts and average annual wages for Curry County are summarized in Table 3-3 below.

TABLE 3-3: CURRY COUNTY Employment Average Wages Curry County Curry County Oregon 2010 6,164 $29,926 $41,669 2011 6,039 $30,784 $43,077 2012 6,105 $31,545 $44,229 2013 6,173 $31,826 $45,008 2014 6,111 $32,717 $46,516 2015 6,313 $34,196 $48,322 2016 6,558 $34,104 $49,467 2017 6,558 $34,697 $51,117 2018 6,579 $35,695 $53,053 2019 6,661 $36,224 $54,480

Curry County employment by industry historical trends have remained relatively stable over the past ten years as depicted in Figure 3-1. Total nonfarm employment in Curry County has increased at .62% annually on average with a noticeable decline in some categories and growt h in others. Leisure and Hospitality as well as Education and Health Services experienced an increase over the depicted 10 year period while Professional and Business Services experienced a slight decline.

FIGURE 3-1: CURRYCurry COUNTY County HISTORICAL Historical EmploymentEMPLOYMENT by BY Industry INDUSTRY

DRAFT Employment DRAFT

Mining, logging, and construction Manufacturing Trade, transportation, and utilities Retail trade Information Financial activities Professional and business services Education and health services Leisure and hospitality Total Government

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Oregon Employment Department projections predict that Oregon will see a 12 percent growth in total job growth between 2017 and 2027. For the three county region of Coos, Curry, and Douglas, the Oregon Employment Department projects 7% growth over the same period. Industry Employment Forecasts for the three county region are expected to grow by 4,740 (7%) with considerable growth in Construction (18%), Private Educational and Health Services (14%), and Other Services and Private Households (11%). Three county projected employment numbers are displayed in Figure 3-2.

FIGURE 3-2: PROJECTED EMPLOYMENT NUMBERS BY INDUSTRY

Industry Employment Forecast, 2017-2027 Coos, Curry, and Douglas Counties

2017 2027 Change % Change Total Employment 72,550 77,290 4,740 7% Total payroll employment 68,600 72,940 4,340 6% Total private 54,600 58,670 4,070 7% Natural resources and mining 3,490 3,650 160 5% Mining and logging 1,650 1,660 10 1% Construction 2,830 3,340 510 18% Manufacturing 7,140 7,390 250 4% Durable goods 6,240 6,410 170 3% Wood product manufacturing 4,500 4,570 70 2% Nondurable goods 900 990 90 10% Trade, transportation, and utilities 12,190 12,680 490 4% Wholesale trade 1,060 1,100 40 4% Retail trade 8,580 8,990 410 5% Food and beverage stores 1,990 2,090 100 5% General merchandise stores 2,200 2,250 50 2% Transportation, warehousing, and utilities 2,550 2,590 40 2% Information 520 470 -50 -10% Financial activities 2,490 2,620 130 5% Professional and business services 6,170 6,540 370 6% Private educational and health services 9,800 11,140 1,340 14% Leisure and hospitality 7,270 7,850 580 8% Food services and drinking places 6,770 7,300 530 8% Other services and private households 2,700 2,990 290 11% Government 14,000 14,270 270 2% Federal government 1,850 1,870 20 1% State government 1,230 1,280 50 4% Local government 10,920 11,120 200 2% Local education 4,140 4,030 -110 -3% Self-employmentDRAFT3,950 4,350 400 10% Source: State of Oregon Employment Department (Qualityinfo.org, accessed March 13, 2020)

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REAL ESTATE AND CONSTRUCTION Discussions with area Real Estate agents and City staff indicate that home and property sales in the Brookings and Curry County areas have increased over the last 5 years. This is likely due to an influx of people relocating to the area from urban areas in surrounding states in search of the quieter, slower coastal life style offered in the Brookings/Curry County Area.

A review of building permits issued in Curry County shows a 10 percent average annual increase in the issuance of residential new construction and additions over the past 10 years. This may be attributed to the above mentioned influx of population to the area as they either build new housing or improve existing housing to meet their needs, or to construct accessory dwelling units (ADU) to generate rental (i.e. AirBNB) income.

Updated Aviation Activity Forecasts As discussed in Chapter 2 - Existing Conditions, the historic based aircraft and operations numbers provided in the TAF are estimates provided via submissions to the 5010 Airport Master Record. These data are often the result of sponsor inputs that are not validated by the FAA. In this case, the 5010 data appear to be overestimated when compared to the know capacity of the Airport. As such, current based aircraft and operations estimates were derived for Brookings Airport in 2019, using FAA recommended methodologies. Revised activity forecasts were developed using these updated estimates and are presented in Figure 3-3.

BASED AIRCRAFT Four new based aircraft forecasts were developed based on previously established models. Growth trends established by those models were applied to the updated based aircraft counts presented in Figure 3-3.

Terminal Area Forecast 10-year Historic Trend

The TAF 10-year historic trend for Brookings Airport projects an annual growth rate of -1.48 percent. When applied to the updated based aircraft counts over the course of the planning period, this rate projects that there will be 16 based aircraft at the Airport in 2039, a loss of 5 aircraft. This loss equates to a total loss of 23.8 percent in based aircraft over the planning period.

As previously noted, there are questions regarding the validity of the based aircraft counts that were provided to the FAA for inclusion in the TAF. As such, this model was discounted from further analysis and is presented here only for reference.

Modified FAA Aerospace GA Fleet Model

A Modified FAA Aerospace GA Fleet Model was developed to use growth rates for each aircraft classification established in the FAA Aerospace Forecasts (2019-2039) to project estimated counts by 2039 for each type of aircraft. Furthermore, this model developed for the Brookings Airport assumes that at such times that a single engine piston is projected to be removed from the Airport’s fleet, that aircraft will be replaced by a light sport aircraft (LSA) and/or experimental aircraft which are cheaper to buy, own and operate, and are rapidly growing in popularity nationwide. This assumption is supported by the anticipated 0.9 percent decrease in single engine pistons and the projected 3.60 percent increase in LSAs nationwide. In PAC #1, members of the public indicated they were researching experimental aircraft to purchase.

The Modified FAA Aerospace GA Fleet Model, when applied to all aircraft, projects an average annual growth rate of 0.74 percent across the board. This results in 24 total aircraft in 2039, an increase of 3 aircraft (14 percent) over the planning period.

DRAFT FAA Northwest-MountainDRAFT Region Trend The FAA Terminal Area Forecast for the Northwest-Mountain Region projects that the based aircraft fleet will grow at an average annual rate of 0.89 percent between 2019 and 2045. This rate represents the fourth highest rate among the nine FAA regions. It is also greater than the annual projected growth rate for the nation (0.8 percent) for the same period. This indicates that although the forecasted rate of growth is modest, the region is expected to be among the strongest in the nation for general aviation based aircraft fleet growth over the next thirty years.

When applied to the current based aircraft counts, this model predicts a total of 25 based aircraft to be based at Brookings Airport by 2039. This represents an increase of 4 aircraft (19 percent) over the planning period.

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FIGURE: 3-3 HISTORIC OPERATIONS ADJUSTMENT

OPERATIONS ESTIMATE 4 Pages 8-10 in the Existing Conditions Analysis provide a summary of the Aircraft Operations and OPERATOR A/C TYPE ARC ANNUAL Based Aircraft adjustments developed early in Ameriflight1 Beech 994 B-I 520 the planning process. The following summary of Fed Ex1 Caravan4 A-II 24 3 baseline operations was discussed with FAA in a Cal-Ore1 KingAir C904 B-I 288 conference call in early 2020 prior to the information being presented to the PAC and used to develop King Air B2004 B-II 72 aviation activity forecast. Eurocopter A Heli 600 3 Star3 South Coast King Air B2003 B-II 364 Lumber1 Independent Cessna 5013 B-I 100 2 BASED AIRCRAFT 1 Operators Robinson R44 II3 Heli 144 AIRPORT 2 3 MASTER Other SE Piston A-I 4,900 UPDATED RECORD2 2003 ALP ME Piston3 B-I 350 2 AIRPORT 4 AIRCRAFT TYPE (12 UPDATE COUNT1 Helicopter3 Heli 700 MONTHS REPORT3 (2019) ENDING TOTAL OPS - A-I 4,900 8/7/2019) TOTAL OPS - B-I 1,258 3 Single Engine 14 11 23 TOTAL OPS - 460 Multi Engine 2 2 5 B-II/A-II Jet 1 1 0 TOTAL OPS - 1,444 Helicopters 4 4 1 HELI 3 Glider 0 0 0 TOTAL OPS - ALL 8,062 A/C Military 0 0 0 1. Operations counts provided by aircraft operators. Ultra-Light 0 0 0 2. Operations are estimated using 350 OPBA applied to based aircaft 2 TOTAL BASED 21 18 29 counts and are exclusive of counts provided by operators. AIRCRAFT 3. Based Aircraft 4. Non-Based Aircraft, but regular operations at BOK 2

A TA R O

DRAFT

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Curry County Wages Trend

As discussed in the socio-economic section of Chapter 2, wages in the area have been steadily rising since the early 2000s. The 10-year average growth rate of wages in Curry County is 2.25 percent. An increase in wages may lead to an increase in disposable income. This suggests, although not empirically, that an increase in wages could correlate with an increase in total based aircraft in a region.

When applied to the updated based aircraft counts, the 2.25 percent average annual growth rate yields a total of 11 additional aircraft to be added to the fleet by 2039, resulting in a total of 32 aircraft. This represents a 52 percent increase in based aircraft over the course of the planning period.

However upon further analysis, it was determined that wage growth did not significantly outpace inflation over the same time period. As such any perceived correlation with an increase is based aircraft is unlikely and the model was not considered further for this study.

RECOMMENDED BASED AIRCRAFT SUMMARY The FAA Northwest-Mountain Regional Trend forecast is recommended as the preferred based aircraft model for use in the Brookings Airport Master Plan. This projection assumes that the Airport will be able to sustain growth in its fleet that is in line with the FAA’s anticipated growth in the Northwest-Mountain Region. The preferred forecasts results in a net increase of 4 based aircraft over the planning period, which reflects an average annual growth rate of 0.89 percent. The based aircraft forecast models that were investigated, including the recommended model, are summarized in Table 3-4 and depicted on Figure 3-4.

TABLE 3-4: BASED AIRCRAFT FORECAST MODEL GROWTH FORECAST MODEL 2019 2024 2029 2034 2039 RATE Curry County Wages per Capita 2.25% 21 23 26 29 32 NW Region TAF 20-year 0.89% 21 22 23 24 25 Modified National Aerospace Forecast 0.74% 21 21 22 24 24 TAF 10-Year Trend -1.48% 21 20 18 17 16

FIGURE 3-4: BASED AIRCRAFT FORECAST MODELS DRAFT DRAFT

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Based aircraft forecasts are primarily intended to identify future facility needs in forthcoming sections of the master plan, particularly aircraft storage – apron parking and hangar space. Identifying development reserves is recommended for defining activity-dependent facility needs that may exceed forecasted growth. The proposed development reserve should have the capacity to accommodate 100 percent of the projected net increase of based aircraft (+4) over the planning period.

BASED AIRCRAFT FLEET MIX The airport’s current based fleet is comprised of single-engine piston aircraft, multi-engine turbine aircraft, helicopters, and a single jet. Table 3-5 summarizes the current and forecasted fleet mix for the planning period. The based aircraft fleet mix at Brookings Airport is expected to become slightly more diverse as it is anticipated that as a portion of the single-engine piston aircraft are retired over time, they are likely be replaced by LSA or experimental home-built aircraft, following national trends.

TABLE 3-5: BASED AIRCRAFT FLEET MIX SUMMARY UPDATED AIRCRAFT TYPE AIRCRAFT 2024 2029 2034 2039 COUNT (2019) Single Engine/LSA 14 14 13 13 12 Multi Engine Piston/Turboprop 2 2 3 3 3 Jet 1 1 1 1 2 Helicopters 4 5 5 5 6 Glider 0 0 1 2 2 Military 0 0 0 0 0 Ultra-Light 0 0 0 0 0

AIRCRAFT OPERATIONS Four operations forecasts were prepared for the master plan. The first two apply growth rates established by previous regional and national planning efforts (2019 FAA Aerospace Forecasts and 2017 Oregon Aviation Plan). The third projects a growth trend based on historic fuel sales at the Airport. The final model applies operations per based aircraft (OPBA) formulas recognized by FAA for estimating activity at non-towered GA airports.

It should also be noted that a fifth forecast was included in the preliminary investigation. This forecast utilizes a mathematical regression model developed for FAA that incorporates several airport-specific and regional inputs to generate a baseline operations estimate (GRA, Inc., 2001). During the preliminary assessment of the forecasts, the GRA Regression model yielded a growth rate, and by extension, future operation estimates that were nearly identical to the FAA NPIAS OPBA model. As such, the GRA Regression model was eliminated in favor of the less complicated OPBA model.

FAA National Aerospace GA Operations Growth Rate

The FAA performs annual assessments of U.S. aviation activity through the FAA Aerospace Forecasts (FAA Aerospace Forecasts Fiscal Years (2019-2039). The twenty-year forecasts are updated annually by evaluating recent events and established trends affecting a wide range of commercial and general aviation segments.

The 2019 forecast update model projects a 0.4 percent average annual increase in general aviation operations for Brookings Airport resulting in 8,697 operations in 2039. This reflects an increase of 637 operations or 7.9 percent growth over the planning period. DRAFT Oregon Aviation Plan (V. 6.0) Top Down Growth Rate

The most recent Oregon Aviation Plan (OAP V 6.0), published in 2019, provides forecasts of aviation activity over the 2017- 2037 planning period. Forecasts were prepared for general aviation activity for individual airports, as well as for the state system as a whole.

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The OAP identified a Top-Down model based on FAA national average growth forecasted for hours flown as the preferred forecast. The average annual growth rate for this model is 0.9 percent. Applying that growth rate to the updated operations estimate results in 9,558 aircraft operations in 2039. This reflects an increase of 1,498 operations (15.7 percent) over the planning period.

Brookings Airport 10-Year Fuel Sales

Historic fuel sales can provide an indication of aviation activity trends over time. Brookings Flying Club provides AvGas and Jet A fuel for sale to airport users. An initial review of the previous 10 years of fuel sales data identified some general trends within the sales records of the individual fuel types. However, the data were highly variable across time and the trends were likely impacted by data points influenced by unrelated external factors, i.e. outliers. Specifically, the sharp decline in AvGas sales between 2009 and 2010 is likely due to residual effects from the 2007-2009 recession. The spike in Jet A sales can likely be attributed to the high level of firefighting activity in the summer of 2018, as depicted in Figure 3-5.

FIGURE 3-5: RAW FUEL SALES RAW FUEL SALES 40,000 2009 ‐ 2010 2018 Sharp decline in 100LL sales Sharp increase in Jet A sales 35,000 likely due to lasting effects likely due to fire fighting of the recession. activities.

30,000

25,000

20,000 Gallons

15,000

10,000

5,000

All Fuel Sales Jet A ‐ All Sales 100LL ‐ All

In order to determine if these data points were statistical outliers, the interquartile range was calculated for the AvGas and Jet A sales data independently. Interquartile range (IQR) is a measure of variability based on dividing a dataset into quartiles. Quartiles divide an ordered data set into four equal parts. The divisions between these parts are known as first, second, and third quartiles (Q1, Q2, and Q3). The distance between Q1 and Q3 is the IRQ. Data points that fall more than 1.5*IQR below Q1 or 1.5*IQR above Q3 are considered outliers and should not be included in analysis, as they are impacted by external DRAFT factors unrelated toDRAFT the rest of the data set. The results of this analysis are summarized in a box plot. Which is a simple way to quickly summarize the distribution of a dataset and identify any outliers. In a box plot, the boxes represent the IQR, the T-bars, commonly called ‘whiskers’ represent Q1 – 1.5*IQR and Q3 + 1.5*IQR. Any points that fall outside of these whiskers are outliers. A box plot developed for the Brookings Airport fuel sales data is shown in Figure 3-6.

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FIGURE 3-6: FUEL SALES

35000

30000 2018

25000

20000 2009 15000

10000 2010 5000

Total 100LL Total Jet A All Fuel

The above described analysis identified AvGas sales data from 2009 and 2010; and Jet A sales from 2018 as outliers. The 2009 and 2010 data were removed from all sales datasets as the effects of the recession were far reaching and likely had an effect on both AvGas and Jet A, although an effect on Jet A was not observed in this dataset. The outlier in 2018 was likely due to heavy firefighting activity that occurred that summer. Aerial firefighting operations typically use aircraft that burn Jet A (jets, turbo props, and rotorcraft). It is unlikely that firefighting activities had a significant impact on sales of AvGas. So the Jet A sales number for 2018 was replaced with the average value of the previous and subsequent years. 2018 sales data for AvGas were not adjusted. The resulting ‘cleaned’ data were reevaluated and are summarized in Figure 3-7. The cleaned Jet A and AvGas datasets were combined into an All Fuels dataset in order to develop a final 10-Year Fuel Sales Trend Model. REVISED FUEL SALES FIGURE 3-7: REVISED FUEL SALES 30,000

25,000

20,000

15,000 Gallons

10,000

5,000 DRAFT

All Fuel Total 100LL Total Jet A

The resulting Fuel Sales Trend Model projects an AAGR of 0.76 percent and results in 9,307 operations in 2039, an increase of 1,245 (15.4 percent) over the 20-year planning period.

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FAA NPIAS Operations per Based Aircraft (OPBA) 20-year planning period. This method resulted in 9,538 total Formula operations in 2039, an increase of 1,476 operations or 18.3 percent. FAA Order 5090.5 Formulation of the NPIAS and ACIP, suggests a forecast methodology for non-towered airports RECOMMENDED AIRCRAFT OPERATIONS SUMMARY that relies on a general formula for estimating operations by utilizing an activity ratio that is applied to current and forecast The recommended forecast of aircraft operations at based aircraft. The Order identifies a typical range of 250 to Brookings Airport is the FAA NPIAS Operations per Based 450 operations per based aircraft (OPBA) for different types Aircraft (OPBA) Formula. This model projects an average of general aviation airports depending on the airport’s role in annual growth rate in operations of 0.89 percent over the the NPIAS. planning period, resulting in 9,538 total aircraft operations in 2039. The NPIAS OPBA model uses a fixed 350 OPBA - the recommended multiplier for a Local General Aviation airport, The use of the NPIAS OPBA model is consistent with FAA and applies it to the preferred based aircraft projections (NW guidance for estimating operations at non-towered airports Region TAF) presented previously. Applying the 350 OPBA and the projected estimates derived from the model are multiplier to the current based aircraft count (21) results in in line with operational estimates of other area airports of an estimated 7,350 current operations. This is below the similar size and characteristics. updated current operations estimate which was described previously in Chapter 2. As such, the model was run as The aircraft operations forecast models that were described above to determine an average annual growth rate investigated, including the recommended model, are (0.89 percent). In turn this AAGR was applied to the updated summarized in Table 3-6 and depicted on Figure 3-8. current operations estimate and projected out through the

TABLE 3-6: FORECAST RATES Forecast Model AAGR 2019 2024 2029 2034 2039 OPBA 0.89% 8,060 8,351 8,729 9,124 9,538 OAP Top Down 0.90% 8,060 8,354 8,737 9,137 9,556 Fuel Sales - 10 year 0.76% 8,060 8,308 8,628 8,961 9,307 National Aerospace GA Ops 0.40% 8,060 8,190 8,355 8,523 8,695

FIGURE 3-8: OPERATIONSOPERATIONS FORECAST FORECASTMODELS MODELS 10,000

9,500

9,000

8,500

8,000 OPERATIONS DRAFT 7,500DRAFT 7,000

6,500

6,000

OPBA Fuel Sales ‐ 10 year OAP Top Down Historic TAF Revised Operations National Aerospace GA Ops

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LOCAL AND ITINERANT OPERATIONS General aviation (GA) operations consist of aircraft takeoffs and landings conducted by GA aircraft. All aircraft operations are classified as local or itinerant. Local operations are conducted in the vicinity of an airport and include flights that begin and end at the airport. These include aerial applicators, flight training, touch and go operations, and other flights that do not involve a landing at another airport. Itinerant operations include flights between airports, including cross-country flights. Itinerant operations reflect specific travel between multiple points, often associated with business and personal travel.

As discussed, the historic operations data provided to the FAA for inclusion in the TAF after 2009 are suspect and should not be used for estimating current operations. However, the TAF data presented for years prior to 2009 appear to be reasonable. In this situation the pre-2009 local/itinerant operations split information is the best information available and will be used to estimate the current operational split at Brookings Airport. The TAF data show a 24 percent/76 percent split between local and itinerant operations between 2002 and 2009. Assuming that this split is held today, that would equate to 92 local operations performed by each based aircraft based at the Airport annually. The local split is slightly lower than those reported for other area GA airports such as Gold Beach and Illinois Valley – both near 40 percent local. However, considering the number of operations at Brookings that can be attributed to itinerant operators such as Ameriflight, Cal-Ore, and FedEx, the difference appears reasonable.

It is recommended that the 24 percent/76 percent local/itinerant air traffic distribution be applied to the forecast operations for the planning period. The local and itinerant distribution for each forecast year is summarized in Table 3-7.

TABLE 3-7: ITINERANT/LOCAL MIX Activity 2019 2024 2029 2034 2039 Total Itinerant Operations 6,127 6,346 6,634 6,935 7,250 Local Operations 1,935 2,004 2,095 2,190 2,289 TOTAL LOCAL & ITINERANT OPERATIONS 8,062 8,350 8,729 9,125 9,539

AIRCRAFT OPERATIONS FLEET MIX

Single engine piston aircraft currently account for just over 60 percent of airport operations, followed by helicopters, multi- engine piston, single-engine and multi-engine turboprops, and business jets. It is expected that the mix of air traffic at Brookings Airport will shift slightly during the twenty-year planning period to include more turboprops, helicopters, and a small number of jets based on current trends in aircraft manufacturing and the composition of airport users. The growing popularity of single-engine turboprops for personal and business use is expected to have the greatest impact on the operational fleet mix at Brookings Airport. Piston helicopter activity is expected to increase for both medical transportation and general aviation purposes. The GA aircraft operations fleet mix forecast is summarized in Table 3-8.

TABLE 3-8: OPERATIONS FLEET MIX AIRCRAFT TYPE 2019 2024 2029 2034 2039 Single Engine Piston1 4,900 4,877 4,828 4,757 4,664 Multi Engine Piston 350 344 336 326 315 Turbo Prop 1,268 1,421 1,633 1,867 2,124 Jet 100 115 137 162 191 Helicopters DRAFT1,444 1,593 1,795 2,013 2,245 TOTAL OPERATIONS 8,062 8,350 8,729 9,125 9,539 1. Includes LSA and Experimental AC

PAGE 68 DEVELOP UNDERSTANDING - AIRPORT ACTIVITY AND FORECASTS BROOKINGS AIRPORT | AIRPORT MASTER PLAN Critical Aircraft The selection of design standards for airfield facilities is based upon the characteristics of the most demanding aircraft that are expected to use the airport. This group of aircraft or aircraft type is designated as the “critical aircraft.” The FAA provides the following definitions:

“The critical aircraft is the most demanding aircraft type, or grouping of aircraft with similar characteristics, that make regular use of the airport. Regular use is 500 annual operations, including both itinerant and local operations, but excluding touch- and-go operations. An operation is either a takeoff or landing.” (FAA AC 150/5000-17)

The FAA group aircraft into five categories (A-E) based upon their approach speeds. Aircraft Approach Categories A and B include small propeller aircraft, many small or medium business jet aircraft, and some larger aircraft with approach speeds of less than 121 knots (nautical miles per hour). Categories C, D, and E consist of the remaining business jets as well as larger jet and propeller aircraft generally associated with commercial and military use with approach speeds of 121 knots or more. The FAA also establishes six airplane design groups (I-VI), based on the wingspan and tail height of the aircraft. The categories range from Airplane Design Group (ADG) I, for aircraft with wingspans of less than 49 feet, to ADG VI for the largest commercial and military aircraft. The combination of airplane design group and aircraft approach speed for the critical aircraft creates the Airport Reference Code (ARC), which is used to define applicable airfield design standards.

CURRENT CRITICAL AIRCRAFT The identification of the current critical aircraft for an airport is required to define the appropriate design standard for airport facilities currently and in the near term. Table 3-9 summarizes verifiable operations for Brookings Airport by aircraft type, Aircraft Approach Category, and Airplane Design Group as identified in Chapter 2 and depicted in the following narrative.

TABLE 3-9: OPERATIONS ESTIMATE Operator A/C Type ARC Annual Operations Ameriflight1 Beech 994 B-I 520 Fed Ex1 Caravan4 A-II 24 Cal-Ore1 KingAir C904 B-I 288 King Air B2004 B-II 72 Eurocopter A Star3 Heli 600 South Coast Lumber1 King Air B2003 B-II 364 Independent Operators1 Cessna 5013 B-I 100 Robinson R44 II3 Heli 144 Other2 SE Piston3 A-I 4,900 ME Piston3 B-I 350 Helicopter3 Heli 700 TOTAL OPS - A-I 4,900 TOTAL OPS - B-I 1,258 TOTAL OPS - B-II/A-II 460 TOTAL OPS - HELI 1,444 TOTAL OPS - ALL A/C 8,062 DRAFT 1. OperationsDRAFT counts provided by aircraft operators. 2. Operations are estimated using 350 OPBA applied to based aircaft counts and are exclusive of counts provided by operators. 3. Based Aircraft 4. Non-Based Aircraft, but regular operations at BOK

DEVELOP UNDERSTANDING - AIRPORT ACTIVITY AND FORECASTS PAGE 69 BROOKINGS AIRPORT | AIRPORT MASTER PLAN DESIGN AIRCRAFT AND AIRPORT REFERENCE CODE (ARC) The design aircraft represents the most demanding aircraft using the airport on a regular basis and determines the appropriate airport reference code (ARC) and airport design standards for airport development. AIRPORT REFERENCE CODE (ARC)

Aircraft Approach Category Aircraft Approach Speed Airplane Design Group Aircraft Wingspan A less than or equal to 91 I - Existing less than or equal to 49’ B 92 to 121 II - Future 50’ to 79’ C 122 to 141 III 80’ to 118’ D 142 to 166 IV 119’ to 171’

Existing Critical Aircraft Future Critical Aircraft A-I A-II, B-II

Beech Baron 55 B-I(small) Beech Baron 58 Super King Air 200 Beech Bonanza Beechcraft B99 Pilatus PC-12 Cessna 402 DCH Twin Otter 12,500 lbs. or less

Cessna 182 12,500 lbs. or less 12,500 lbs. or less Piper Archer Cessna 421 Cessna Caravan . C-I, D-I Super King Air 300, 350 A-III, B-III DHC Dash 7, Dash 8 Lear 25, 35, 55, 60 Beech 1900 Q-200, Q-300 Israeli Westwind Cessna Citation EXISTING ARC - B-II DC-3 HS 125-700 Falcon 20, 50

Greater than 12,500 lbs Convair 580 DRAFTGreater than 12,500 lbs. C-II, D-II C-III, D-III Gulfstream II, III, IV Boeing Business Jet D-IV C-IV, B - 757 Canadair 600 Gulfstream 650 B - 767 Canadair Regional Jet B 737-300 Series DC - 8-70 Lockheed JetStar MD-80, DC-9 DC - 10

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Prior to this master plan update, the identified critical aircraft for Brookings Airport was the Cessna 340, a B-I (small) aircraft. The updated operations estimates described in Chapter 2 were unable to definitively identify significant operations – defined by the FAA as 500 annual operations – by this particular aircraft model. However, 520 annual operations by Beechcraft 99 aircraft were identified. Like the Cessna 340, the Beechcraft 99 is a B-I aircraft. Substantial operations were identified for other B-I (small) aircraft as well: Cessna 501 (100 ops), and Beechcraft King Air C90 (288 Ops). There is also a Cessna 340 based at the Airport. While hard operation counts were not available for this aircraft, an estimate of 350 operations was assigned using the NPIAS OPBA methodology discussed previously. As it is the most demanding of these aircraft operating on site with more than 500 annual operations, the critical aircraft for Brookings Airport should be updated to the Beechcraft 99 and the ARC should remain B-I. EXISTING CRITICAL AIRCRAFT - BEECHCRAFT B99

It should be noted that in phone interviews, stakeholders indicated that there is regular ADG II activity at the Airport. FedEx operates Cessna Caravans (A-II) at the airport, sparingly when weather at CEC limits operations, accounting for 24 annual operations; and Cal-Ore and South Coast Lumber operate Beechcraft King Air B200s on the airfield, accounting for 436 annual operations. These three aircraft types are responsible for 460 annual operations by ADG II aircraft. While this does not meet the FAAs standard for significant use, operations by ADG II aircraft should be examined further to identify if and when the airport can expect to experience more than 500 annual operations by ADG II aircraft. This is examined in more detail in the Future Critical Aircraft discussion below.

FUTURE CRITICAL AIRCRAFT The identification of the current critical aircraft for an airport is required to define the appropriate design standard for airport facilities. At this time, activity by ADG II aircraft at Brookings Airport are approaching, but not yet exceeding the FAA’s significant use threshold of 500 annual operations. Current operations by ADG II aircraft are estimated at 460 annual operations. However multiple factors indicate that activity by these aircraft are likely to increase over the planning period.

National Trends in hours flown identified in the FAA Aerospace Forecasts (2019-2039) suggest that activity by turboprop DRAFT aircraft will increaseDRAFT at average annual rate of 2.4 percent. The aircraft at Brookings Airport accounting for the ADG II operations are primarily turboprop powered - Beechcraft B200 and Cessna Caravan. Projecting this rate of growth to the current ADG II operations count (460) would indicate that the 500 operations significant use threshold could be crossed as early as 2024.

A review of the previous 10 years of Traffic Flow Management System Counts (TFMSC) data for Brookings shows an increase in instrument flight rules (IFR) flight plans filed by ADG II aircraft at an average annual rate of 1.63 percent. Though the TFMSC data only account for limited IFR operations, the trends identified in the data are a likely indicator for the all airport activity. Applying a 1.63 percent rate of growth to the ADG II operations (460) suggests that the 500 operations threshold could be passed as early as 2026.

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FIGURE 3-9: FORECASTOPERATIONS OPERATIONS FLEET MIX BY ADGBY GROUP II AIRCRAFT 600

580

560

540

520 Estimated 502 A-II/B-II operations in 2030

500 500 ANNUAL OPERATIONS THRESHOLD

OPERATIONS 480

460

440

420

400

TOTAL OPS - A-II/B-II

A more conservative approach to evaluating future ADG II activity would be to identify the current share of total operations at the Airport that are attributed to ADG II aircraft and apply that share to the preferred operations forecast projections discussed previously. Operations by ARC classifications are summarized in Table 3-10. ADG II (A-II and B-II) operations are combined for simplicity in evaluating that specific ADG. Operations by ADG II aircraft account for 5.71 percent of the Airport’s activity. Assuming that this share will be maintained through the planning period, and applying that share to the preferred operations forecast model suggests that the 500 operations threshold will be surpassed in 2030 (Figure 3-9).

TABLE 3-10: AIRCRAFT OPERATIONS BY ADG % 2019 2024 2029 2034 2039 TOTAL OPS - A-I 60.78% 4900 5076 5305 5546 5797 TOTAL OPS - B-I 15.60% 1258 1303 1362 1424 1488 TOTAL OPS - A-II/B-II 5.71% 460 476 498 521 544 TOTAL OPS - HELI 17.91% 1444 1496 1563 1634 1708 TOTAL OPS - ALL A/C 100.00% 8062 8351 8728 9125 9537

While not quantitative evidence, multiple local factors may also support the case for an increase in ADG II activity over the planning period.

Curry Health recently opened an emergency medical facility (ER) in Brookings in 2019. Prior to the opening of this facility, patients were transported viaDRAFT ground ambulance to either Crescent City or Gold Beach. The presence of this facility provides the community with a local option for emergency medical care. Now local critical patients can be stabilized in Brookings and evaluated for transport to larger medical facilities if necessary. In many cases, the transport of these patients would likely be done via Cal-Ore air ambulance operating out of Brookings Airport instead of Gold Beach or Crescent City Airports. As such, an increase in patient transport out of the Brookings ER could result in increased medevac flight activity at the Airport, including activity by ADG II aircraft.

PAC members familiar with the air medevac industry suggested that medevac providers are increasingly shifting their fleets to include Pilatus PC-12s, an A-II aircraft. This industry trend is primarily due to the relative affordability of the aircraft, and the lower cost of maintenance for the single engine turbine aircraft compared to larger multi engine aircraft. It is possible that

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as Cal-Ore updates its fleet, some or all of the C90 aircraft currently in service could be replaced with PC-12s. In that event, activity currently attributed to the C90 (B-I) could be instead attributed to PC-12s, adding nearly 300 annual A-II operations to the current count.

FedEx operates a package sorting facility in the City of Brookings. Currently, cargo is flown into Crescent City on Cessna Caravans (A-II) and transported via trucks to Brookings for sorting and routing. Considering the inefficiencies of transporting packages 30 miles for sorting, it is reasonable to assume that if future airport facility improvements at Brookings Airport (i.e. an instrument approach procedure) could better accommodate the FedEx fleet, they may shift operations to the airport closest to the sorting facility. In this event multiple operations by ADG II aircraft per day would be added at Brookings Airport.

CRITICAL AIRCRAFT CONCLUSION Brookings Airport accommodates a variety of aircraft types. Fixed wing activity is dominated by single-engine (A-I) activity. However there is also significant activity CRITICAL AIRCRAFT SPECS: by B-I aircraft on the Airport. Most notably by Beechcraft 99s (520 ops) and King 2003 ALP Update – Cessna 402 Air C90s (288 ops). There is also verifiable evidence of substantial use by ADG • 44’ Wingspan II aircraft (460 ops), though not enough to meet the FAA’s threshold of significant • 88 knot Approach Speed (Vref) use. Current – Beech 99 Since the Beechcraft 99 is the most demanding aircraft operating at levels • 46’ Wingspan surpassing the FAA significant use threshold, as previously mentioned it is • 107 knot Approach Speed (Vref) recommended that the current ARC for Brookings Airport should remain as B-I Future – King Air 200/250 and the critical aircraft should be updated to the Beechcraft 99. • 54.5’ Wingspan • 98 knot Approach Speed (Vref) Activity by ADG II aircraft is expected to increase over the course of the planning period. National trends project an increase in business class turboprop aircraft, including ADG II models. Local factors such as continued operations levels by South Coast Lumber; the new emergency medical facility at the Brookings Hospital; the expansion of FedEx operations at the Brookings sorting facility; and potential upgrades to Cal-Ore’s medevac fleet to Pilatus PC-12 or similar aircraft all point toward an increase in operations by ADG II Aircraft.

Of the Group II aircraft currently operating at the Airport and those anticipated to operate in the future, the Beechcraft King Air B200 is the most demanding model. As such, the B200 and its updated successor the B250 are recommended as the Future Critical Aircraft for Brookings Airport. FUTURE CRITICAL AIRCRAFT - SUPER KING AIR B200/250 DRAFT DRAFT

DEVELOP UNDERSTANDING - AIRPORT ACTIVITY AND FORECASTS PAGE 73 BROOKINGS AIRPORT | AIRPORT MASTER PLAN Operational Peaks Activity peaking is evaluated to identify potential capacity related issues that may need to be addressed through facility improvements or operational changes.

The Peak Month represents the month of the year with the greatest number of aircraft operations (takeoffs and landings). The peak month for most general aviation airports occurs during the summer when weather conditions and daylight are optimal. The peak month at Brookings Airport is estimated to account for approximately 11 percent of annual aircraft operations. This level of peaking is consistent with other airports with similar levels of flight training and transient activity.

Peak Day operations are defined by the average day in the peak month (Design Day) and the busy day in the typical week during peak month (Busy Day). The Design Day is calculated by dividing peak month operations by 30. For planning purposes, the Busy Day is often estimated to be 25 percent higher than the average day in the peak month (Design Day x 1.25), unless the airport routinely experiences significant seasonal or daily surges in traffic.

The peak activity period in the Design Day is the Design Hour. For planning purposes, the Design Hour operations are estimated to account for 20 percent of Design Day operations (Design Day x 0.20).

The operational peaks for each forecast year are summarized in Table 3-11. This level of peaking is consistent with the mix of airport traffic and is expected to remain relatively unchanged during the planning period. These measures of activity are considered when calculating runway/taxiway capacity and transient aircraft parking requirements. No significant runway or taxiway capacity issues have been identified based on current or forecast activity levels. TABLE 3-11: PEAK OPERATIONS AIRCRAFT TYPE 2020 2024 2029 2034 2039 Annual Operations 8,062 8,350 8,729 9,125 9,539 Peak Month Operations (11%) 887 919 960 1,004 1,049 Design Day Operations (average day in peak month) 30 31 32 33 35 Busy Day Operations (assumed 125% of design day) 37 38 40 42 44 Design Hour Operations (assumed 20% of design day) 6 6 6 7 7 Military Activity The FAA Terminal Area Forecast (TAF) lists no military flight activity at Brookings Airport. However, occasional military use with helicopters or small fixed-wing aircraft in support of emergency response, search and rescue, and training activities would be consistent with activity (Oregon Army National Guard, etc.) experienced at other Oregon general aviation airports. Military flight activity at the airport is limited by available airfield capabilities and is assumed at 100 annual operations during the planning period.

Air Taxi Activity Air taxi activity includes for-hire charter flights and some scheduled commercial air carriers operating under FAR Part 135. Brookings Airport accommodates scheduled cargo flights from Ameriflight and occasional diverted FedEx cargo flight from Crescent City due to localized weather conditions. These aircraft as well as the medevac activity by Cal-Ore is operated under Part 135. Additional charter flight activity at the Airport would also be conducted under Part 135.

The updated airport operations estimates put the number of annual Air Taxi operations at 1,504 or 18.9 percent of all operations at the airport. SinceDRAFT the number of Air Taxi operations is likely to increase with the other activity at the Airport, the proportion of activity attributed to Air Taxi is assumed to remain constant over the planning period.

Forecast Summary A summary of the based aircraft and annual aircraft operations is presented in Table 3-12. These forecasts project slight to modest growth over the 20-year planning period that is consistent with FAA’s long-term expectations for general aviation in the region. Both based aircraft and operations are forecast to increase at an average annual rate of 0.89 percent between 2019 and 2039.

PAGE 74 DEVELOP UNDERSTANDING - AIRPORT ACTIVITY AND FORECASTS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

TABLE 3-12: FORECAST SUMMARY ACTIVITY 2019 2024 2029 2034 2039 Itinerant Operations GENERAL AVIATION 4,523 4,688 4,904 5,130 5,367 AIR TAXI (CARGO & MEDEVAC) 1,504 1,558 1,630 1,705 1,783 MILITARY 100 100 100 100 100 TOTAL ITINERANT OPERATIONS 6,127 6,346 6,634 6,935 7,250 Local Operations 1,935 2,004 2,095 2,190 2,289 TOTAL LOCAL & ITINERANT OPERATIONS 8,062 8,350 8,729 9,125 9,539

Based Aircraft 21 22 23 24 25 Operations per Based Aircraft 384 380 380 380 382

TERMINAL AREA FORECAST COMPARISON As discussed previously, the data presented in the TAF are the result of erroneous operational data provided to the FAA via the Airport Master Record 5010 and any comparison to the TAF would not likely be an appropriate method of validating the updated estimates. The concerns with the TAF data and steps taken to address them are discussed in Chapter 2.

The based aircraft projections presented in the TAF show 18 aircraft based at the Airport in 2020. That number increases to 21 by 2024, but remains at that level through 2039. The aircraft operations estimates presented in the TAF show 23,400 ops in 2020. Operations increase steadily over time to 31,964 in 2039.

As a result of the erroneous baseline operations estimates provided to the FAA for the TAF, the projected operations counts for Brookings Airport deviate from the TAF forecasted estimates by more than 70 percent at the end of the planning period. The absence of anticipated growth in the TAF based aircraft projection after 2024 results in a 19 percent difference between the two models in 2039. FAA review will be required for both the based aircraft and the aircraft operations models as a result. A detailed comparison of the forecast based aircraft and aircraft operations is summarized in Table 3-13.

TABLE 3-13: TAF COMPARISON Based Aircraft 2019 2024 2029 2034 2039 Perferred Forecast 21 22 23 24 25 TAF 18 21 21 21 21 PERCENT DIFFERENCE 16.7% 4.8% 9.5% 14.3% 19.0%

Aircraft Operations 2020 2024 2029 2034 2039 Perferred Forecast 8,062 8,350 8,729 9,125 9,539 TAF 23,406 25,029 27,147 29,451 31,964 PERCENT DIFFERENCE -65.6% -66.6% -67.8% -69.0% -70.2%

FIFTY-YEAR FORECAST Fifty-year demand forecasts were prepared as required in the FAA-approved master plan scope of work by extrapolating the average annual growth rates (AAGR) for the recommended 20-year based aircraft and aircraft operations forecasts. The purpose of the 50-year projection is to provide an estimate of demand that can be used to approximate long-term aviation DRAFT use land requirementsDRAFT for the airport. Table 3-14 summarizes the 50-year forecast including the intermediate 30- and 40- year based aircraft and aircraft operations. TABLE 3-14: 50-YEAR FORECAST 2019 2039 2049 2059 2069 Annual Operations 8,062 9,539 10,424 11,390 12,445 Based Aircraft 21 25 27 30 32

DEVELOP UNDERSTANDING - AIRPORT ACTIVITY AND FORECASTS PAGE 75

U.S. Department Northwest Mountain Region Seattle Airports District Office of Transportation Colorado ∙ Idaho ∙ Montana ∙ Oregon ∙ Utah 2200 S 216th St Federal Aviation Washington ∙ Wyoming Des Moines, WA 98198 Administration

August 6, 2020

Jay Trost Public Works and Development Services Deputy Director City of Brookings 898 Elk Drive Brookings, OR 97415

Brookings Airport Brookings, OR AIP: 3-41-0008-016-2019 Forecast Approval

Dear Mr. Trost: The Federal Aviation Administration (FAA) reviewed forecast information for the subject airport. FAA approves the forecast as presented in Chapter 3 of the Master Plan and as shown below:

The FAA also approves the Beechcraft 99 (B-I) for the existing critical aircraft and the Super King Air B-200/250 (B-II) for the future critical aircraft. We found the forecast to be supported by reasonable planning assumptions and current data. Your forecast appears to be developed using acceptable forecasting methodologies. This forecast was prepared prior to the impacts of COVID-19. The forecast approval is based in reference to the data and methodologies used and the conclusions at the time the document was prepared. However, consideration must still be given to the significant impacts of COVID-19 on aviation activity; as a result, there is lower than normal confidence in future growth projections. FAA approval of the forecast does not provide justification to begin airport development.

Justification for future projects will be made based on activity levels at the time the project is requested for development, rather than this forecast approval. Further documentation of actual activity levels reaching the planning activity levels will be needed prior to FAA participation in funding for eligible projects. Further, the approved forecasts may be subject to additional analysis or the FAA may request a sensitivity analysis if this data is to be used for environmental or Part 150 noise planning purposes. If you have questions, please call me at 406-441-5408. Sincerely,

Scott Eaton Airport Planner, FAA Helena Airports District Office Acting Airport Planner, FAA Seattle Airports District Office

BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Appendices

Environmental Screening

Glossary of Terms

List of Abbreviations DRAFT

APPENDICES BROOKINGS AIRPORT | AIRPORT MASTER PLAN

APPENDICES - ENVIRONMENTAL SCREENING BROOKINGS AIRPORT | AIRPORT MASTER PLAN

APPENDICES - ENVIRONMENTAL SCREENING BROOKINGS AIRPORT | AIRPORT MASTER PLAN GLOSSARY OF AVIATION TERMS The following glossary of aviation terms was compiled Aircraft Owners and Pilots Association (AOPA) – A from a variety of aviation industry sources. general aviation organization.

Above Ground Level (AGL) – As measured above the Aircraft Parking Line (APL) – A setback depicted on ground; used to identify heights of built items (towers, an ALP or other drawings that defines the minimum etc.) on aeronautical charts in terms of absolute height separation between aircraft parking areas and an above the ground. adjacent runway or taxiway. The APL dimension reflects runway and taxiway clearances (object free area, etc.) Accelerate Stop Distance Available (ASDA) – The length and FAR Part 77 airspace surface clearance (transitional of the takeoff run available plus the length of a stopway, surface penetrations) for parked aircraft. Typically the when available. tail height of the parked aircraft is used to determine adequate clearance for the transitional surface. Agricultural Aviation – The use of fixed-wing or rotor- wing aircraft in the aerial application of agricultural Airplane Design Group – A grouping of airplanes based products (i.e., fertilizers, pesticides, etc.). on wingspan and tail height. As with Approach Category, the wider the wingspan, the bigger the aircraft is, the Air Cargo – All commercial air express and air freight with more room it takes up for operating on an airport. The the exception of airmail and parcel post. Airplane Design Groups are:

Air Carrier/Airline – All regularly scheduled airline Group I: Up to but not including 49 feet activity performed by airlines certificated in accordance or tail height up to but not with Federal Aviation Regulations (FAR Part 121). including 20 feet. Group II: 49 feet up to but not including Air Taxi – Operations of aircraft “for hire” for specific 79 feet or tail height from 20 trips, commonly referred to an aircraft available for up to but not including 30 feet. charter (FAR Part 135). Group III: 79 feet up to but not including 118 feet or tail height from 30 Aircraft Approach Category – Grouping of aircraft up to but not including 45 feet. based on the speed they are traveling when configured for landing (typically 1.3 times the aircraft stall speed Group IV: 118 feet up to but not including in landing configuration). As a rule of thumb, slower 171 feet or tail height from 45 approach speeds mean smaller airport dimensions and up to but not including 60 feet. faster approach speeds require larger dimensions. The aircraft approach categories are: Group V: 171 feet up to but not including 214 feet or tail height from 60 up to but not including 66 feet. Category A - Speed less than 91 knots; Group VI: 214 feet up to but not including Category B - Speed 91 knots or more but less 262 feet or tail height from 66 than 121 knots up to but not including 80 feet. Category C - Speed 121 knots or more but less Airport - A landing area regularly used by aircraft for than 141 knots receiving or discharging passengers or cargo, including Category D - Speed 141 knots or more but less heliports and seaplane bases. than 166 knots Airport Beacon (also Rotating Beacon) – A visual Category E - Speed 166 knots or more navigational aid that displays alternating green and white flashes for a lighted land airport and white for an Aircraft Holding Area – An area typically located unlighted land airport. adjacent to a taxiway and runway end designed to accommodate aircraft prior to departure (for pre– Airports District Office (ADO) – The local” office of the takeoff engine checks, instrument flight plan clearances, FAA that coordinates planning and construction projects. etc.). Per FAA design standards, aircraft holding areas The Seattle ADO is responsible for airports located in should be located outside the runway safety area (RSA) Washington, Oregon, and Idaho. and obstacle free zone (OFZ) and aircraft located in the holding area should not interfere with normal taxiway use (taxiway object free area). Sometimes referred to Airport Improvement Program (AIP) – The funding as holding bays or “elephant ear.” Smaller areas (aircraft program administered by the Federal Aviation turnarounds) are used to facilitate aircraft movement on Administration (FAA) with user fees which are dedicated runways without exit taxiways or where back-taxiing is to improvement of the national airport system. This required. program currently provides 95% of funding for eligible airport improvement projects. The local sponsor of the project (i.e., airport owner) provides the remaining 5% Aircraft Operation – A landing or takeoff is one operation. known as the “match.” An aircraft that takes off and then lands creates two aircraft operations.

APPENDICES - GLOSSARY OF TERMS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Airport Layout Plan (ALP) – The FAA approved drawing Approach Reference Code (APRC) – The APRC is which shows the existing and anticipated layout of an composed of three components: AAC, ADG, and visibility airport for the next 20 years. An ALP is prepared using minimums. Visibility minimums are expressed as Runway FAA design standards. Future development projects Visual Range (RVR) values in feet of 1600, 2400, 4000, must be consistent with the ALP to be eligible for FAA and 5000 (nominally corresponding to lower than 1/2 funding. ALP drawings are typically updated every 7 to mile, lower than 3/4 mile but not lower than 1/2 mile, 10 years to reflect significant changes, or as needed. not lower than 3/4 mile, and not lower than one mile, respectively). Airport Reference Code (ARC) – An FAA airport coding system that is defined based on the critical or design Approach Surface (Also FAR Part 77 Approach) – An aircraft for an airport or individual runway. The ARC is an imaginary (invisible) surface that rises and extends alpha-numeric code based on aircraft approach speed from the ends of a runway to provide an unobstructed and airplane wingspan (see definitions in glossary). path for aircraft to land or take off. The size and slope The ARC is used to determine the appropriate design of the approach surface vary depending upon the size standards for runways, taxiways, and other associated of aircraft that are accommodated and the approach facilities. An airport designed to accommodate a Piper capabilities (visual or instrument). Cub (an A-I aircraft) requires less room than an airport designed to accommodate a Boeing 747 (a D-V aircraft). Apron - An area on an airport designated for the parking, loading, fueling, or servicing of aircraft (also referred to Airport Reference Point (ARP) – The approximate mid- as tarmac and ramp). point of an airfield that is designated as the official airport location. Aqueous Film Forming Foam (AFFF) – A primary firefighting agent that is used to create a blanket that Aircraft Rescue and Fire Fighting (ARFF) – On airport smothers flame or prevents ignition (fuel spills, etc.). emergency response required for certificated commercial AFFF is also used to foam runways during emergency service airports (see FAR Part 139). landings.

Airside – The portion of an airport that includes aircraft Asphalt or Asphaltic Concrete (AC) – Flexible oil-based movement areas (runways, taxiways, etc.) pavement used for airfield facilities (runways, taxiways, aircraft parking apron, etc.); also commonly used for Airspace – The area above the ground in which aircraft road construction. travel. It is divided into enroute and terminal airspace, with corridors, routes, and restricted zones established Automated Surface Observation System (ASOS) and for the control and safety of air traffic. Automated Weather Observation System (AWOS) – Automated observation systems providing continuous Alternate Airport – An airport that is available for on-site weather data, designed to support aviation landing when the intended airport becomes unavailable. activities and weather forecasting. Required for instrument flight planning in the event that weather conditions at destination airport fall below AVGAS – Highly refined gasoline used in airplanes with approach minimums (cloud ceiling or visibility). piston engines. The current grade of AVGAS available is 100 Octane Low Lead (100LL). Annual Service Volume (ASV) – An estimate of how many aircraft operations an airport can handle based Avigation Easement – A grant of property interest upon the number, type and configuration of runways, (airspace) over land to ensure unobstructed flight. aircraft mix (large vs. small, etc.), instrumentation, Typically acquired by airport owners to protect the and weather conditions with a “reasonable” amount integrity of runway approaches. Restrictions typically of delay. ASV is a primary planning standard used to include maximum height limitations for natural (trees, determine when a runway (or an airport) is nearing its etc.) or built items, but may also address permitted capacity, and may require new runways or taxiways. As land uses by the owner of the underlying land that are operations levels approach ASV, the amount of delay per compatible with airport operations. operation increases; once ASV is exceeded, “excessive” delay generally exists. Back-Taxiing – The practice of aircraft taxiing on a runway before takeoff or after landing, normally, in the opposite Approach End of Runway - The end of the runway direction of the runway’s traffic pattern. Back-taxiing is used for landing. Pilots generally land into the wind generally required on runways without taxiway access to and choose a runway end that best aligns with both runway ends. the wind. Based Aircraft – Aircraft permanently stationed at an Approach Light System (ALS) – Configurations of lights airport usually through some form of agreement with positioned symmetrically beyond the runway threshold the airport owner. Used as a measure of activity at an and the extended runway centerline. The ALS visually airport. augments the electronic navigational aids for the runway.

APPENDICES - GLOSSARY OF TERMS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Capacity – A measure of the maximum number of Decision Height (DH) – For precision instrument aircraft operations that can be accommodated on the approaches, the height (typically in feet or meters above runways of an airport in an hour. runway end touchdown zone elevation) at which a decision to land or execute a missed approach must be Ceiling – The height above the ground or water to base made by the pilot. of the lowest cloud layers covering more than 50 percent of the sky. Declared Distances – The distances the airport owner declares available for airplane operations (e.g., takeoff Charter – Operations of aircraft “for hire” for specific run, takeoff distance, accelerate-stop distance, and trips, commonly referred to an aircraft available for landing distance). In cases where runways meet all charter. FAA design criteria without modification, declared distances equal the total runway length. In cases where Circle to Land or Circling Approach – An instrument any declared distances are less than full runway length, approach procedure that allows pilots to “circle” the the dimension should be published in the FAA Airport/ airfield to land on any authorized runway once visual Facility Directory (A/FD). contact with the runway environment is established and maintained throughout the procedure. Departure Reference Code (DPRC) – The DPRC represents aircraft that can take off from a runway while Commercial Service Airport – An airport designed any aircraft are present on adjacent taxiways, under and constructed to serve scheduled or unscheduled particular meteorological conditions with no special commercial airlines. Commercial service airports are operational procedures necessary. certified under FAR Part 139. Departure Surface – A surface that extends upward from Common Traffic Advisory Frequency (CTAF) – A the departure end of an instrument runway that should frequency used by pilots to communicate and obtain be free of any obstacle penetrations. For instrument airport advisories at an uncontrolled airport. runways other than air carrier, the slope is 40:1, extending 10,200 feet from the runway end. Air carrier runways have a similar surface designed for one-engine Complimentary Fire Extinguishing Agent – Fire inoperative conditions with a slope of 62.5: 1. extinguishing agents that provide rapid fire suppression, which may be used in conjunction with principal agents (e.g., foam). Examples include sodium-based Design Aircraft – Aircraft which controls one or more and potassium-based dry chemicals, Halocarbons, and design items based on wingspan, approach speed and/or Carbon dioxide. Also recommended for electrical and maximum certificated takeoff weight. The same aircraft metal fires where water-based foams are not used. may not represent the design aircraft for all design items Complimentary agents are paired with principal agents (i.e., runway length, pavement strength, etc.). Also based on their compatibility of use. referred to as “critical aircraft.”

Conical Surface – One of the FAR Part 77 “Imaginary” Displaced Threshold – A landing threshold located at a Surfaces. The conical surface extends outward and point other than on the runway end, usually provided to upward from the edge of the horizontal surface at a mitigate close-in obstructions to runway approaches for slope of 20:1 to a horizontal distance of 4,000 feet. landing aircraft. The area between the runway end and the displaced threshold accommodates aircraft taxi and takeoff, but not landing. Controlling Obstruction – The highest obstruction relative to a defined plane of airspace (i.e., approach surface, etc.). Distance Measuring Equipment (DME) – Equipment that provides electronic distance information to enroute Critical Aircraft – Aircraft which controls one or more or approaching aircraft from a land-based transponder design items based on wingspan, approach speed and/ that sends and receives pulses of fixed duration and or maximum certificated take-off weight. The same separation. The ground stations are typically co-located aircraft may not be critical to all design items (i.e., with VORs, but they can also be co-located with an ILS. runway length, pavement strength, etc.). Also referred Distance Remaining Signs – Airfield signs that indicate to as “design aircraft.” to pilots the amount of useable runway remaining in 1,000-foot increments. The signs are located along the Crosswind – Wind direction that is not parallel to the side of the runway, visible for each direction of runway runway or the path of an aircraft. operation.

Crosswind Runway – An additional runway (secondary, DNL – Day-night sound levels, a mathematical method tertiary, etc.) that provides wind coverage not adequately of measuring noise exposure based on cumulative, provided by the primary runway. Crosswind runways are rather than single event impacts. Night time operations generally eligible for FAA funding when a primary runway (10pm to 7AM) are assessed a noise penalty to reflect accommodates less than 95 percent of documented the increased noise sensitivity that exists during normal wind conditions (see wind rose). hours of rest. Previously referred to as Ldn.

APPENDICES - GLOSSARY OF TERMS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Easement – An agreement that provides use or access broad range of services (flight instruction, aircraft rental, of land or airspace (see avigation easement) in exchange charter, fueling, repair, etc.) where a limited service FBO for compensation. provides only one or two services (such as fueling, flight instruction or repair). Enplanements – Domestic, territorial, and international revenue passengers who board an aircraft in the states Fixed Wing – A plane with one or more “fixed wings,” as in scheduled and non-scheduled service of aircraft opposed to a helicopter that utilizes a rotary wing. in intrastate, interstate, and foreign commerce and includes intransit passengers (passengers on board Flexible Pavement – Typically constructed with an international flights that transit an airport in the US for asphalt surface course and one or more layers of base non-traffic purposes). and subbase courses that rest on a subgrade layer.

Entitlements – Distribution of Airport Improvement Flight Service Station (FSS) – FAA or contracted service Plan (AIP) funds by FAA from the Airport & Airways Trust for pilots to contact (on the ground or in the air) to get Fund to commercial service airport sponsors based on weather and airport information. Flight plans are also passenger enplanements or cargo volumes and smaller filed with the FSS. fixed amounts for general aviation airports (Non-Primary Entitlements). General Aviation (GA) – All civil (non-military) aviation operations other than scheduled air services and non- Experimental Aircraft – See homebuilt aircraft. scheduled air transport operations for hire.

Federal Aviation Administration (FAA) – The FAA is the Glide Slope (GS) – For precision instrument approaches, branch of the U.S. Department of Transportation that such as an instrument landing system (ILS), the is responsible for the development of airports and air component that provides electronic vertical guidance to navigation systems. aircraft.

FAR Part 77 – Federal Air Regulations (FAR) which Global Positioning System (GPS) – GPS is a system of establish standards for determining obstructions in navigating which uses multiple satellites to establish the navigable airspace and defines imaginary (airspace) location and altitude of an aircraft with a high degree surfaces for airports and heliports that are designed to of accuracy. GPS supports both enroute flight and prevent hazards to air navigation. FAR Part 77 surfaces instrument approach procedures. include approach, primary, transitional, horizontal, and conical surfaces. The dimensions of surfaces can vary Helicopter Landing Pad (Helipad) – A designated landing with the runway classification (large or small airplanes) area for rotor wing aircraft. Requires protected FAR Part and approach type of each runway end (visual, non- 77 imaginary surfaces, as defined for heliports (FAR Part precision instrument, precision instrument). The slope 77.29). of an approach surface also varies by approach type and runway classification. FAR Part 77 also applies to helicopter landing areas. Helicopter Parking Area – A designated area for rotor wing aircraft parking that is typically accessed via hover- taxi or ground taxiing from a designated landing area FAR Part 139 – Federal Aviation Regulations which (e.g., helipad or runway-taxiway system). If not used as a establish standards for airports with scheduled passenger designated landing area, helicopter parking pads do not commercial air service. Airports accommodating require dedicated FAR Part 77 imaginary surfaces. scheduled passenger service with aircraft more than 9 passenger seats must be certified as a “Part 139” airport. Airports that are not certified under Part 139 may Heliport – A designated helicopter landing facility (as accommodate scheduled commercial passenger service defined by FAR Part 77). with aircraft having 9 passenger seats or less. Height Above Airport (HAA) – The height of the Final Approach Fix (FAF) – The fix (location) from which published minimum descent altitude (MDA) above the the final instrument approach to an airport is executed; published airport elevation. This is normally published in also identifies beginning of final approach segment. conjunction with circling minimums.

Final Approach Point (FAP) – For non-precision High Intensity Runway Lights (HIRL) – High intensity instrument approaches, the point at which an aircraft (i.e., very bright) lights are used on instrument runways is established inbound for the approach and where the to help pilots to see the runway when visibility is poor. final descent may begin. High Speed (Taxiway) Exit – An acute-angled exit Fixed Base Operator (FBO) – An individual or company taxiway extending from a runway to an adjacent parallel located at an airport providing aviation services. taxiway which allows landing aircraft to exit the runway Sometimes further defined as a “full service” FBO or at a higher rate of speed than is possible with standard a limited service. Full service FBOs typically provide a (90-degree) exit taxiways.

APPENDICES - GLOSSARY OF TERMS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Hold Line (Aircraft Hold Line) – Pavement markings Instrument Meteorological Conditions (IMC) – located on taxiways that connect to runways, indicating Meteorological conditions expressed in terms of where aircraft should stop before entering runway visibility, distance from clouds, and ceiling less than environment. At controlled airports, air traffic control minima specified for visual meteorological conditions. clearance is required to proceed beyond a hold line. At uncontrolled airports, pilots are responsible for ensuring Instrument Runway – A runway equipped with electronic that a runway is clear prior to accessing for takeoff. navigational aids that accommodate straight-in precision or non-precision instrument approaches. Hold/Holding Procedure – A defined maneuver in controlled airspace that allows aircraft to circle above Itinerant Operation – All aircraft operations at an airport a fixed point (often over a navigational aid orGPS other than local, i.e., flights that come in from another waypoint) and altitude while awaiting further clearance airport. from air traffic control. Jet Fuel – Highly refined grade of kerosene used by Home Built Aircraft - An aircraft built by an amateur turbine engine aircraft. Jet-A is currently the common from a kit or specific design (not an FAA certified factory commercial grade of jet fuel. built aircraft). The aircraft built under the supervision of an FAA-licensed mechanic and are certified by FAA as Knot (Nautical Mile) – one nautical mile = 1.152 statute “Experimental.” miles.

Horizontal Surface - One of the FAR Part 77 Imaginary Landing Area – That part of the movement area intended (invisible) Surfaces. The horizontal surface is an for the landing and takeoff of aircraft. imaginary flat surface 150 feet above the established airport elevation (typically the highest point on the airfield). Its perimeter is constructed by swinging arcs Landing Distance Available (LDA) – The length of runway (circles) from each runway end and connecting the arcs which is available and suitable for the ground run of an with straight lines. The oval-shaped horizontal surface airplane landing. connects to other Part 77 surfaces extending upward from the runway and also beyond its perimeter. Landside – The portion of an airport that includes aircraft parking areas, fueling, hangars, airport terminal area Initial Approach Point/Fix (IAP/IAF) – For instrument facilities, vehicle parking and other associated facilities. approaches, a designated point where an aircraft may begin the approach procedure. Larger than Utility Runway – As defined under FAR Part 77, a runway designed and constructed to serve large Instrument Approach Procedure (IAP) – A series of planes (aircraft with maximum takeoff weights greater defined maneuvers designed to enable the safe transition than 12,500 pounds). between enroute instrument flight and landing under instrument flight conditions at a particular airport or Ldn – Noise measurement metric (see DNL) heliport. IAPs define specific requirements for aircraft altitude, course, and missed approach procedures. See Left Traffic – A term used to describe which side of a precision or non-precision instrument approach. runway the airport traffic pattern is located. Left traffic indicates that the runway will be to the pilot’s left when Instrument Flight Rules (IFR) – IFR refers to the set of in the traffic pattern. Left traffic is standard unless rules pilots must follow when they are flying in bad otherwise noted in facility directories at a particular weather. Pilots are required to follow these rules when airport. operating in controlled airspace with visibility (ability to see in front of themselves) of less than three miles and/ Large Aircraft – An aircraft with a maximum takeoff or ceiling (a layer of clouds) lower than 1,000 feet. weight more than 12,500 lbs.

Instrument Landing System (ILS) – An ILS is an electronic Light Sport Aircraft (LSA) – A basic aircraft certified navigational aid system that guides aircraft for a landing by FAA that can be flown by pilots with limited flight in bad weather. Classified as a precision instrument training (Sport Pilot certificates), but also provide lower approach, it is designed to provide a precise approach cost access to basic aircraft for all pilot levels. LSA design path for course alignment and vertical descent of aircraft. limits include maximum a gross takeoff weight of 1,320 Generally consists of a localizer, glide slope, outer marker, pounds (land planes) and a maximum of two seats. and middle marker. ILS runways are generally equipped with an approach lighting system (ALS) to maximize Local Area Augmentation System (LAAS) – GPS-based approach capabilities. A Category I ILS allows aircraft to instrument approach that utilizes ground-based systems descend as low as 200 feet above runway elevation with to augment satellite coverage to provide vertical ½ mile visibility. (glideslope) and horizontal (course) guidance.

APPENDICES - GLOSSARY OF TERMS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Local Operation – Aircraft operation in the traffic pattern Minimums – Weather condition requirements or within sight of the tower, or aircraft known to be established for a particular operation or type of departing or arriving from flight in local practice areas, operation. or aircraft executing practice instrument approaches at the airport. Missed Approach Procedure – A prescribed maneuver conducted by a pilot when an instrument approach Localizer – The component of an instrument landing cannot be completed to a landing. Usually requires system (ILS) that provides electronic lateral (course) aircraft to climb from the airport environment toa guidance to aircraft. Also used to support non-precision specific holding location where another approach can localizer approaches. be executed or the aircraft can divert to another airport.

LORAN C – A navigation system using land based radio Missed Approach Point (MAP) – The defined location signals, which indicates position and ground speed, but in a non-precision instrument approach where the not elevation. (See GPS) procedure must be terminated if the pilot has not visually established the runway or airport environment. Localizer Performance with Vertical Guidance (LPV) – Satellite navigation (SATNAV) based GPS approaches Movement Area – The runways, taxiways and other providing “near category I” precision approach capabilities areas of the airport used for taxiing, takeoff and landing with course and vertical guidance. LPV approaches are of aircraft, i.e., for aircraft movement. expected to eventually replace traditional step- down, VOR and NDB procedures by providing a constant, ILS MSL - Elevation above Mean Sea Level. glideslope-like descent path. LPV approaches use high- accuracy WAAS signals, which allow narrower glideslope National Plan of Integrated Airport Systems (NPIAS) – and approach centerline obstacle clearance areas. The NPIAS is the federal airport classification system that includes public use airports that meet specific eligibility Magnetic Declination – Also called magnetic variation, and activity criteria. A “NPIAS designation” is required is the angle between magnetic north and true north. for an airport to be eligible to receive FAA funding for Declination is considered positive east of true north airport projects. and negative when west. Magnetic declination changes over time and with location. Runway end numbers, Navigational Aid (Navaid) – Any visual or electronic which reflect the magnetic heading/alignment (within device that helps a pilot navigate. Can be for use to land 5 degrees +/-) occasionally require change due to at an airport or for traveling from point A to point B. declination. Noise Contours – Continuous lines of equal noise level MALSR – Medium-intensity Approach Lighting System usually drawn around a noise source, such as runway, with Runway alignment indicator lights. An approach highway or railway. The lines are generally plotted in lighting system (ALS) which provides visual guidance to 5-decibel increments, with higher noise levels located landing aircraft. nearer the noise source, and lesser exposure levels extending away from the source. Medevac – Fixed wing or rotor-wing aircraft used to transport critical medical patients. These aircraft are Non-Directional Beacon (NDB) – Non-Directional equipped to provide life support during transport. Beacon which transmits a signal on which a pilot may “home” using equipment installed in the aircraft. Medium Intensity Runway Lights (MIRL) – Runway edge lights which are not as intense as HIRLs (high intensity Non-Precision Instrument (NPI) Approach - A non- runway lights). Typical at medium and smaller airports precision instrument approach provides horizontal which do not have sophisticated instrument landing (course) guidance to pilots for landing. NPI approaches systems. often involve a series of “step down” sequences where aircraft descend in increments (based on terrain Microwave Landing System (MLS) – An instrument clearance), rather than following a continuous glide landing system operating in the microwave spectrum, path. The pilot is responsible for maintaining altitude which provides lateral and vertical guidance to aircraft control between approach segments since no “vertical” with compatible equipment. Originally developed as guidance is provided. the “next-generation” replacement for the ILS, the FAA discontinued the MLS program in favor of GPS-based Obstacle Clearance Surface (OCS) – As defined by systems. FAA, an approach surface that is used in conjunction with alternative threshold siting/clearing criteria to Minimum Descent Altitude (MDA) – The lowest altitude mitigate obstructions within runway approach surfaces. in a non-precision instrument approach that an aircraft Dimensions, slope and placement depend on runway may descend without establishing visual contact with type and approach capabilities. Also known as Obstacle the runway or airport environment. Clearance Approach (OCA).

APPENDICES - GLOSSARY OF TERMS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Obstruction – An object (tree, house, road, phone pole, Primary Runway – That runway which provides the best etc.) that penetrates an imaginary surface described in wind coverage, etc., and receives the most usage at the FAR Part 77. airport.

Obstruction Chart (OC) – A chart that depicts surveyed Primary Surface – One of the FAR Part 77 Imaginary obstructions that penetrate a FAR Part 77 imaginary Surfaces, the primary surface is centered on top of the surface surrounding an airport. OC charts are developed runway and extends 200 feet beyond each end. The by the National Ocean Service (NOS) based ona width is from 250’ to 1,000’ wide depending upon the comprehensive survey that provides detailed location type of airplanes using the runway. (latitude/longitude coordinates) and elevation data in addition to critical airfield data. Principal Fire Extinguishing Agent – Fire extinguishing agents that provide permanent control of fire through a Parallel Taxiway – A taxiway that is aligned parallel to fire-smothering foam blanket. Examples include protein a runway, with connecting taxiways to allow efficient foam, aqueous film forming foam and fluoroprotein movement of aircraft between the runway and taxiway. foam. The parallel taxiway effectively separates taxiing aircraft from arriving and departing aircraft located on the Procedure Turn (PT) – A maneuver in which a turn is runway. Used to increase runway capacity and improve made away from a designated track followed by a turn safety. in an opposite direction to permit an aircraft to intercept the track in the opposite direction (usually inbound). Passenger Facility Charge (PFC) – A user fee charged by commercial service airports for enplaning passengers. Area Navigation (RNAV) – is a method of instrument Airports must apply to the FAA and meet certain flight navigation that allows an aircraft to choose a course requirements in order to impose a PFC. within a network of navigation beacons rather than navigating directly to and from the beacons. Originally Pavement Condition Index (PCI) – A scale of 0-100 that developed in the 1960, RNAV elements are now being is used to rate airfield pavements ranging from failed to integrated into GPS-based navigation. excellent based on visual inspection. Future PCIs can be predicted based on pavement type, age, condition and Relocated Threshold – A runway threshold (takeoff use as part of a pavement maintenance program. and landing point) that is located at a point other than the (original) runway end. Usually provided to mitigate Pavement Strength or Weight Bearing Capacity – nonstandard runway safety area (RSA) dimensions The design limits of airfield pavement expressed in beyond a runway end. When a runway threshold is maximum aircraft weight for specific and landing gear relocated, the published length of the runway is reduced configurations (i.e., single wheel, dual wheel, etc.) Small and the pavement between the relocated threshold general aviation airport pavements are typically designed and to the original end of the runway is not available to accommodate aircraft weighing up to 12,500 pounds for aircraft takeoff or landing. This pavement is typically with a single-wheel landing gear. marked as taxiway, marked as unusable, or is removed.

Portland Cement Concrete (PCC) – Rigid pavement used Required Navigation Performance (RNP) – A type for airfield facilities (runways, taxiways, aircraft parking, of performance-based navigation system that that helipads, etc.). allows an aircraft to fly a specific path between two 3-dimensionally defined points in space. RNP approaches Precision Approach Path Indicator (PAPI) – A system require on-board performance monitoring and alerting. of lights located by the approach end of a runway that RNP also refers to the level of performance required provides visual approach slope guidance to aircraft for a specific procedure or a specific block of airspace. during approach to landing. The lights typically show For example, an RNP of .3 means the aircraft navigation green if a pilot is on the correct flight path, and turn red system must be able to calculate its position to within of a pilot is too low. a circle with a radius of 3 tenths of a nautical mile. RNP approaches have been designed with RNP values down Precision Instrument Runway (PIR) – A runway equipped to .1, which allow aircraft to follow precise 3 dimensional with a “precision” instrument approach (descent and curved flight paths through congested airspace, around course guidance), which allows aircraft to land in bad noise sensitive areas, or through difficult terrain. weather. Rigid Pavement – Typically constructed of Portland Precision Instrument Approach – An instrument cement concrete (PCC), consisting of a slab placed on a approach that provides electronic lateral (course) and prepared layer of imported materials. vertical (descent) guidance to a runway end. Anon- precision instrument approach typically provides only Rotorcraft – A helicopter. course guidance and the pilot is responsible for managing defined altitude assignments at designated points within Runway – A defined area intended to accommodate the approach. aircraft takeoff and landing. Runways may be paved (asphalt or concrete) or unpaved (gravel, turf, dirt, etc.), depending on use. Water runways are defined takeoff and landing areas for use by seaplanes.

APPENDICES - GLOSSARY OF TERMS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Runway Bearing – The angle of a runway centerline expressed Straight-In Approach – An instrument approach that directs in degrees (east or west) relative to true north. aircraft to a specific runway end.

Runway Design Code (RDC) – The RDC is comprised of the Statute Mile – 5,280 feet (a nautical mile = 6,080 feet) AAC, ADG, and approach visibility minimums of a particular runway. The RDC provides the information needed to Stop and Go – An aircraft operation where the aircraft lands determine applicable design standards. The AAC is based and comes to a full stop on the runway before takeoff is on aircraft approach speed. The ADG is based on either initiated. the aircraft wingspan or tail height; (whichever is most restrictive) of the largest aircraft expected to operate on the T-Hangar – A rectangular aircraft storage hangar with several runway and taxiways adjacent to the runway. The approach interlocking “T” units that minimizes -building per storage visibility minimums represent RVR values in feet of 1,200, unit. Usually two-sided with either bi-fold or sliding doors. 1,600, 2,400, 4,000, and 5,000 (corresponding to lower than 1/4 mile, lower than 1/2 mile but not lower than 1/4 mile, lower than 3/4 mile but not lower than 1/2 mile, lower than Takeoff Distance Available (TODA) – the length of the takeoff 1 mile but not lower than 3/4 mile, and not lower than 1 run available plus the length of clearway, if available. mile, respectively). Takeoff Run Available (TORA) – the length of runway Runway Designation Numbers – Numbers painted on the available and suitable for the ground run of aircraft when ends of a runway indicating runway orientation (in degrees) taking off. relative to magnetic north. “20” = 200 degrees magnetic, which means that the final approach for Runway 20 is Taxilane – A defined path used by aircraft to move within approximately 200 degrees (+/- 5 degrees). aircraft parking apron, hangar areas and other landside facilities. Runway End Identifier Lights (REILs) – Two high-intensity sequenced strobe lights that help pilots identify a runway Taxiway – A defined path used by aircraft to move from one end during landing in darkness or poor visibility. point to another on an airport.

Runway Object Free Area (OFA) – A defined area surrounding Threshold – The beginning of that portion of a runway that is a runway that should be free of any obstructions that could useable for landing. in interfere with aircraft operations. The dimensions for the OFA increase for runways accommodating larger or faster Taxiway Design Group (TDG) – The TDG is based aircraft. on the undercarriage dimensions of the aircraft. TDG is used to determine taxiway/taxilane width Runway Protection Zone (RPZ) – A trapezoid-shaped area and fillet standards, and in some instances, located beyond the end of a runway that is intended to be runway to taxiway and taxiway/taxilane separation clear of people or built items. The geometry of the RPZ often requirements. coincides with the inner portion of the runway approach surface. However, unlike the approach surface, the RPZ is Threshold Lights – Components of runway edge lighting a defined area on the ground that does not have a vertical system located at the ends of runways and at displaced slope component for obstruction clearance. The size of the thresholds. Threshold lights typically have split lenses (green/ RPZ increases as runway approach capabilities or aircraft red) that identify the beginning and ends of usable runway. approach speeds increase. Previously defined as “clear zone.” Through-the-Fence – Term used to describe how off-airport aviation users (private airparks, hangars, etc.) access an Runway Safety Area (RSA) – A symmetrical ground area airport “through-the-fence,” rather than having facilities extending along the sides and beyond the ends of a runway located on airport property. that is intended to accommodate inadvertent aircraft passage without causing damage. The dimensions for Tiedown – A place where an aircraft is parked and “tied the RSA increase for runways accommodating larger or down.” Surface can be grass, gravel or paved. Tiedown faster aircraft. FAA standards include surface condition anchors may be permanently installed or temporary. (compaction, etc.) and absence of obstructions. Any items that must be located within an RSA because of their function Touch and Go – An aircraft operation involving a landing (runway lights, airfield signage, wind cones, etc.) must be followed by a takeoff without the aircraft coming to a full frangible (breakable) to avoid significant aircraft damage. stop or exiting the runway.

Segmented Circle – A system of visual indicators designed to Traffic Pattern – The flow of traffic that is prescribed for show a pilot in the air the direction of the traffic pattern at aircraft landing and taking off from an airport. Traffic patterns that airport. are typically rectangular in shape, with upwind, crosswind, base and downwind legs and a final approach surrounding Small Aircraft – An aircraft that weighs 12,500 lbs. or less. a runway.

APPENDICES - GLOSSARY OF TERMS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

Traffic Pattern Altitude – The established altitude for a Visual Flight Rules (VFR) – Rules that govern the runway traffic pattern, typically 800 to 1,000 feet above procedures to conducting flight under visual conditions. ground level (AGL). The term is also used in the US to indicate weather conditions that are equal to or greater than minimum Transitional Surfaces – One of the FAR Part 77 Imaginary VFR requirements. In addition, it is used by pilots and Surfaces, the transitional surface extend outward and controllers to indicate type of flight plan. upward at right angles to the runway centerline and the extended runway centerline at a slope of 7:1 from the Visual Guidance Indicator (VGI) – Equipment designed sides of the primary surface and from the sides of the to provide visual guidance for pilots for landing through approach surfaces. the use of different color light beams. Visual Approach Slope Indicators (VASI) and Precision Approach Path Universal Communications (UNICOM)– Is an air-ground Indicators (PAPI) defined above are examples. communication facility operated by a private agency to provide advisory service at uncontrolled airports. Waypoint – A specified geographical location used to define an area navigation route or the flight path of an Utility Runway– As defined under FAR Part 77, a runway aircraft employing area navigation. designed and constructed to serve small planes (aircraft with maximum takeoff weights of 12,500 pounds or Wide Area Augmentation System (WAAS) – GPS-based less). instrument approach that can provide both vertical (glideslope) and horizontal (course) guidance. WAAS- Vertical Navigation (VNAV) – Vertical navigation GPS approaches are able to provide approach minimums descent data or descent path, typically associated with nearly comparable to a Category I Instrument Landing published GPS instrument approaches. The use of any System (ILS). VNAV approach technique requires operator approval, certified VNAV-capable avionics, and flight crew training. Wind Rose – A diagram that depicts observed wind data direction and speed on a 360-degree compass rose. VOR - Very High Frequency Omnidirectional Range – A Existing or planned proposed runway alignments are ground based electronic navigational aid that transmits overlain to determine wind coverage levels based on the radials in all directions in the VHF frequency spectrum. crosswind limits of the design aircraft. The VOR provides azimuth guidance to aircraft by reception of radio signals. Wind Cone – A device located near landing areas used by pilots to verify wind direction and velocity. Usually VORTAC – VOR collocated with ultra high frequency manufactured with brightly colored fabric and may be tactical air navigation (TACAN) lighted for nighttime visibility. Also referred to as “wind sock.” Visual Approach Slope Indicator (VASI) – A system of lights located by the approach end of a runway which provides visual approach slope guidance to aircraft during approach to landing. The lights typically show some combination of green and white if a pilot is on the correct flight path, and turn red of a pilot is too low.

APPENDICES - GLOSSARY OF TERMS BROOKINGS AIRPORT | AIRPORT MASTER PLAN LIST OF ABBREVIATIONS AC – Advisory Circular ILS – Instrument Landing System AC – Asphaltic Concrete IMC – Instrument Meteorological Conditions ACM – Airport Certification Manual LDA – Landing Distance Available ADG – Airplane Design Group LDA - Localizer Directional Aid ADO – Airport District Office LIRL – Low Intensity Runway Lighting AGL – Above Ground Level LOC – Localizer AIP – Airport Improvement Program MALSR – Medium Intensity Approach Lighting System (MALS) with Runway Alignment Indicator Lights (RAIL) ALP – Airport Layout Plan MIRL – Medium Intensity Runway Lighting ALS – Approach Lighting System MITL - Medium Intensity Taxiway Lighting AOA – Airport Operations Area MTOW – Maximum Takeoff Weight APL – Aircraft Parking Line NAVAID – Navigation Aid APRC – Approach Reference Code NDB – Non-Directional Beacon ARC – Airport Reference Code NEPA – National Environmental Policy Act ARFF – Aircraft Rescue and Fire Fighting NGS – National Geodetic Survey ARP - Airport Reference Point NPIAS – National Plan of Integrated Airport Systems ASDA – Accelerate-Stop Distance Available OCS – Obstacle Clearance Surface ASV – Annual Service Volume ODALS – Omnidirectional Airport Lighting System ATC –Air Traffic Control OFA – Object Free Area ATCT – Airport Traffic Control Tower OFZ – Obstacle Free Zone ASOS – Automated Surface Observation System PAPI – Precision Approach Path Indicator AWOS – Automated Weather Observation System PCC – Portland Cement Concrete BRL – Building Restriction Line PCI – Pavement Condition Index CFR – Code of Federal Regulations PCN – Pavement Condition Number CTAF – Common Traffic Advisory Frequency POFZ – Precision Obstacle Free Zone DPRC – Departure Reference Code RAIL – Runway Alignment Indicator Lights DME – Distance Measuring Equipment RDC – Runway Design Code FAA – Federal Aviation Administration REIL – Runway End Identifier Lights FAR – Federal Air Regulation RNAV – Area Navigation FBO – Fixed Base Operator ROFA – Runway Object Free Area GIS – Geographic Information System ROFZ – Runway Obstacle Free Zone GS – Glide Slope RPZ – Runway Protection Zone GPS – Global Positioning System RSA – Runway Safety Area HIRL – High Intensity Runway Lighting RVR – Runway Visual Range IFR – Instrument Flight Rules

APPENDICES - LIST OF ABBREVIATIONS BROOKINGS AIRPORT | AIRPORT MASTER PLAN

RVZ – Runway Visibility Zone TDG – Taxiway Deign Group TSA- Taxiway Safety Area TSA – Transportation Security Administration TODA – Takeoff Distance Available TOFA – Taxiway/Taxilane Object Free Area TORA – Takeoff Run Available TSS – Threshold Siting Surface TVOR – Terminal Very High Frequency Omni-directional Range UAS – Unmanned Aircraft Systems UGA – Urban Growth Area UGB – Urban Growth Boundary UHF – Ultra-High Frequency USDA – United States Department of Agriculture USGS – U. S. Geological Survey UNICOM – Universal Communications VASI – Visual Approach Slope Indicator VFR – Visual Flight Rules VGI - Visual Guidance Indicators VOR – Very High Frequency Omni-Directional Range

APPENDICES - LIST OF ABBREVIATIONS