EXHIBIT C TAOS REGIONAL AIRPORT TAOS, NEW MEXICO AIRPORT MASTER PLAN SCOPE OF WORK OBJECTIVE The following Scope of Work describes the effort required to undergo the master planning process and successfully complete the Airport Master Plan and Airport Layout Plan (ALP) drawing set for the Taos Regional Airport. The Airport Master Plan will focus on existing and future activity, airport design standards, and meeting existing and future airside and landside development needs for general aviation and commercial passenger service demand over a twenty-year planning period. Taos Regional Airport is currently classified as a general aviation airport serving the entire Northern New Mexico region. Due to Taos Regional Airport’s proximity to key tourist locations in Northern New Mexico, along with the opening of the new runway, there has been an increase in operations by jet aircraft and the introduction of Taos Air, which operates passenger service to Austin and Dallas/Love Field, TX with a Dornier 328 Jet under FAR Part 380. In 2019, Taos Air enplaned more than 3,000 passengers. Taos Air recently purchased a second Dornier 328 Jet and announced new 2019/2020 winter air service to Hawthorne/Los Angeles, CA and Carlsbad/San Diego, CA with plans to increase to year-round service, and to expand with additional interstate and intrastate service and destinations soon. Taos Air is projected to reach more than 7,000 enplanements in CY 2020. In turn, the Town of Taos is seeking funding to construct a 30,000 s.f. transient aircraft hangar and a 5,000 s.f. passenger terminal facility. The airport is also utilized extensively by a wide range of private and business general aviation aircraft ranging from single- engine pistons such as the Cessna 182 up to business jet aircraft such as the Gulfstream G-650. Given its strategic location, the airport also serves as a vital access point for fixed-wing and helicopter air ambulance operations. The last master planning effort for the airport was conducted in the late 1980’s followed by a development moratorium and an Environmental Impact Statement (EIS) for the new crosswind runway, which lasted more than 20 years. The long process culminated in the EIS Record of Decision (ROD) in September 2012. The new crosswind runway, Runway 13-31, was completed in 2017 and was designed to enhance crosswind coverage and to accommodate high performance turboprop and corporate jet aircraft. These aircraft were previously constrained or unable to operate into or out of Taos due to the insufficient length and strength of Runway 4-22. Historically the airport has been viewed as a small rural general aviation airport; however, the airport is now an emerging regional airport facility with established and growing commercial passenger service, substantial business jet operations, and strong demand for private general aviation activity. A new master plan is vital to the safe and efficient development of the airport and its ability to accommodate growing aviation demand. The objective of the master plan is to guide the Town in the safe and efficient development of the airport to accommodate growing demand for private general aviation, corporate general aviation, and commercial charter air passenger service operations; and to evaluate the potential for, feasibility of, and requisite development actions to accommodate the possibility of Part 139 scheduled commercial passenger service. Scope of Work Armstrong Consultants, Inc. December 3, 2019 Page 1 of 29 The airport has two paved runways. Runway 4-22, is 5,504’ long by 75’ wide with pilot-controlled lighting. Runway 4 is served by a non-precision GPS approach. The new Runway 13-31 is 8,600’ long by 100’ wide with pilot-controlled lighting. Runway 13 is served by a LPV RNAV (GPS) instrument approach with 200’ ceiling and 3/4-mile minimums. There are also circling RNAV and VOR-DME approaches available to the Airport. Additional airside facilities include full-length parallel taxiways for each runway, based and transient aircraft parking aprons, and airfield lighting, signage and NAVAIDs. Landside facilities include a small terminal building, a Fixed Base Operator, snow removal / maintenance equipment storage building, a variety of privately-owned T- hangars and box hangars, and airport support facilities. Given the 30-year time lapse since the last planning effort, the development of this master plan will be essentially starting from scratch. An extensive level of effort is anticipated to document existing activity levels, to develop forecasts of aviation demand for multiple thresholds of anticipated commercial service levels as well as corporate and private general aviation segments. Facility requirements will include corporate and private general aviation facilities; infrastructure, service requirements and costs for airport development; and the sizing of short-, medium-, and long-term passenger terminal facilities. Extensive development alternatives analysis will be needed to evaluate, optimize, and select the preferred locations of future private general aviation, corporate general aviation and commercial service operations, as well as support facilities including ARFF, bulk fuel storage, utility infrastructure, and vehicle access and parking. Armstrong Consultants (Consultant) will retain responsibility for the technical aspects of the planning study and will assure the coordination with and exchange of information between the consultant team, airport management, sponsor staff, and interested parties including other government bodies, the Taos Pueblo, the New Mexico Department of Transportation State Aviation Division (NMDOT), and the FAA in order that the overall project is completed in a timely and quality manner. The overall goal of the Master Plan is to provide the framework to meet existing and future aviation demand that will allow the airport to operate in a safe and cost-effective manner, while considering potential environmental and socioeconomic impacts. The Master Plan study will analyze aviation needs for 3 planning ranges: short-term (1-5 year planning range), mid-term (6-11 year planning range) and long-term (12-20 year planning range). The FAA uses these planning ranges for AIP funding purposes so the master plan will do the same in order to support and justify AIP funding. Specific goals and objectives of the project include, but are not limited to: Document the issues that the proposed development will address. Justify the proposed development through the technical, economic, and environmental investigation of concepts and alternatives. Provide an effective graphic presentation of the development of the airport and anticipated land uses in the vicinity of the airport. Establish a realistic schedule for the implementation of the development proposed in the plan. Propose an achievable Capital Improvement Plan to support the implementation schedule. Provide sufficient project definition and detail for subsequent environmental evaluations that may be required before the project is approved. Present a plan that adequately addresses local, state and Federal regulations. Document policies and future aeronautical demand to support municipal or local Scope of Work Armstrong Consultants, Inc. December 3, 2019 Page 2 of 29 deliberations on spending, debt, land use controls and other policies necessary to preserve the integrity of the airport and its surroundings. Set the stage and establish the framework for a continuing planning process that will monitor key conditions and permit changes in plan recommendations as required. The Airport Master Plan document and accompanying Airport Layout Plan will be prepared in accordance with current Federal regulations, policy, Advisory Circulars (ACs) and guidance, including the FAA Airports Standard Operating Procedure (SOP), Standard Procedure for FAA Review and Approval of Airport Layout Plans (ALPs) (ARP SOP 2.00); FAA Standard Operating Procedure for FAA Review of Exhibit ‘A’ Airport Property Inventory Maps (SOP 3.00); FAA AC 150/5070-6B, Airport Master Plans; AC 150/5300-13A, Change 1, Airport Design; AC 150/5060-5, Airport Capacity and Delay; AC 150/5325-4B, Runway Length Requirements for Airport Design; AC 150/5000-17, Critical Aircraft and Regular Use Determination; 14 CFR Part 77, Safe, Efficient Use, and Preservation of the Navigable Airspace; FAA Order 5100.38D, AIP Handbook; FAA Order 1050.1F, Environmental Impacts: Policies and Procedures, FAA Order 5050.4B, NEPA Implementing Instructions for Airport Actions, and the 2015 FAA Environmental Desk Reference. A summary of the Airport Master Plan Elements is listed below, each of which is further described in the remainder of this document. Airport Master Plan Elements Element 1 ............................... Project Management Element 2 ............................... Public Involvement Element 3 ............................... Inventory Existing Conditions Element 4 ............................... Inventory Environmental Conditions Element 5 ............................... Airport Waste Recycling Element 6 ............................... Aviation Forecasts Element 7 ............................... Facility Requirements Element 8 ............................... Development Alternatives Element 9 ............................... Airport Layout Plans Element 10 ............................. Implementation and Financial Plan Element 11 ............................. Documentation The resulting Airport Master Plan and Airport Layout Plan Drawing Set are for