Marianna Municipal Airport

Transcription

1 Airport Layout Plan Narrative Report Prepared for the: City of Marianna P.O. Box 936 Marianna, FL By: URS Corporation Tampa, FL May 2014 DRAFT

2 TABLE OF CONTENTS Section Page 1.0 INTRODUCTION AIRPORT LAYOUT PLAN UPDATE OBJECTIVES CHANGES TO THE AIRPORT LAYOUT PLAN SINCE LAST APPROVAL AIRPORT BACKGROUND AND HISTORY Airport Location Airport Ownership and Management Airport History and Background s Role Florida Aviation System Plan National Plan of Integrated Airport Systems EXISTING AIRPORT FACILITIES Runways Runway 18/ Runway 8/ Taxiways and Aircraft Parking Aprons Terminal Facilities Hangars Support Facilities and Services Instrument Approaches Marianna Airport Industrial Park AVIATION ACTIVITY AND FORECAST FAA Terminal Area Forecast FDOT Florida Aviation System Plan Forecast Peak Operations and Based Aircraft Forecast PLANNING CONSIDERATIONS Airport Reference Code Applicable Airfield Design Standards Site Constraints and Opportunities Airport Zoning and Land Use Compatibility PROPOSED FACILITY IMPROVEMENTS Provide Additional Runway Length (Extend Runway 18/36) De-couple Runway 18 and Runway 8 Thresholds Maintain and/or Rehabilitating Airfield Pavements and Lighting Systems Runways and Taxiways Aprons Airfield Lighting Develop New Aircraft Storage and Maintenance Hangars Vehicle Access and Parking Improve Instrument Flight Procedures PROPOSED DEVELOPMENT PLAN Recommended Near-Term Projects (2015 to 2020) Recommended Long-Term Projects (2020 to 2030) i

3 LIST OF TABLES Table Page 1 FAA TAF Historical Aircraft Operations FAA TAF Aircraft Operations Forecast FDOT FASP Based Aircraft and Operations Forecast Peak Operations and Based Aircraft Forecast Applicable Airport Design Criteria FDOT Approved Work Program (FY 2015 through FY 2019) Current JACIP Capital Improvement Plan (FY 2015 through FY 2019) Recommended JACIP Updates (FY 2015 through FY 2019) Future Capital Improvement Projects LIST OF FIGURES Figure Page 1 Recommended Near-Term Projects ( ) ii

4 1.0 INTRODUCTION This narrative report provides a summary of existing (MAI) facilities, reasoning for certain proposed airport improvements, and explanation of major Airport Layout Plan (ALP) features and changes. 2.0 AIRPORT LAYOUT PLAN UPDATE OBJECTIVES The City of Marianna is obligated, through federal grant assurances, to maintain and up-to-date Airport Layout Plan (ALP) for the (MAI). In general, ALP depicts: Existing and proposed airport boundaries and any offsite areas owned or controlled by the City for airport purposes; Existing and proposed airport facilities and structures; and The location of existing and proposed non-aviation areas and improvements. Changes and updates to an ALP are subject to Federal Aviation Administration (FAA) approval and Florida Department of Transportation (FDOT) review. The purpose of the review and approval process is to ensure that the airport meets design standards and proposed any development will maintain the safety, utility, and efficiency of the airport. The Marianna ALP received its last update in At that time the ALP was approved by the FAA. Although the Airport Layout Drawing is often referred to as the ALP, the Marianna ALP is actually comprised of a set of drawings. The ALP drawings are listed below and a reduced-size copy of each drawing is included in this report. Cover Sheet Airport Layout Drawing Sheet 1 of 11 Terminal Area Plan Sheet 2 of 11 Airport Airspace Plan Sheet 3 of 11 Inner Approach Plan (RW 18) Sheet 4 of 11 Inner Approach Plan (RW 36) Sheet 5 of 11 Inner Approach Plan (RW 8) Sheet 6 of 11 Inner Approach Plan (RW 26) Sheet 7 of 11 Departure Surface (RW 18/36) Sheet 8 of 11 Departure Surface (RW 8/26) Sheet 9 of 11 Airport Property Map Sheet 10 of 11 Land Use Plan Sheet 11 of 11 Funding for the current ALP update was provided by the Florida Department of Transportation (FDOT Item No ) and the City of Marianna. The ALP update was prepared in accordance with applicable Federal Aviation Administration (FAA Advisory Circular 150/5070-6B, Airport Master Plans); FDOT standards, guidelines, and requirements (Guidebook for Airport Master Planning); and, Florida Administrative Code (FAC) Chapter

5 The objectives of this ALP Update were to: Update the ALP to reflect recent airport improvements. Review and update, as necessary, future airport development projects based on the goals and objectives of the City, with input from the City of Marianna Industrial Board, airport users, and the public. Update the airport property boundary depicted on the ALP drawings using a recent municipal annexation boundary survey and define property needed for the safe and efficient operation of the airport. Evaluate and depict areas for aviation-related and nonaviation development. Update estimates of probable construction costs for airport capital improvement projects that may be implemented over the next five-year period. Prepare an ALP Update Narrative Report that documents the planning process, notes major changes to the ALP, and summarizes proposed airport development projects and their probable cost. 3.0 CHANGES TO THE AIRPORT LAYOUT PLAN SINCE LAST APPROVAL This ALP update incorporates technical changes that reflect current FAA standards and guidance, including those prescribed in FAA Advisory Circular 150/ A, Airport Design (Change 1). notable changes to the ALP since the 2007 ALP update are discussed below. Other 1. Updated Base Map The prior ALP base map was produced in the early 1990s using aerial photogrammetric mapping. Since that time, the base map was periodically updated using aerial photographs and construction drawings. This ALP Update incorporated a new, more detailed base map derived from Northwest Florida Water Management District LIDAR 1 survey data (ca. 2007). Although the data was acquired in 2007, it allowed for a more detailed depiction of topography and features on and in the immediate vicinity of the airport when compared to prior ALP drawings. As necessary, improvements made after 2007 were incorporated into the base map using current aerial photographs and construction drawings. 2. Updated Property Boundary In support of a 2011 annexation action, the City of Marianna obtained a boundary survey of City-owned property at and adjacent to the airport. This 2011 boundary survey substantially improved the ALP s depiction of airport property. 3. Updated Depiction of Existing Facilities This ALP update depicts the location of new aircraft hangar buildings; the extension of parallel Taxiway A to Runway 36; the new rotating beacon location; and new perimeter security fencing. The ALP also reflects the recent removal of individual trees and several large stands of trees on the north side of the airfield. 1 LIDAR is the acronym for Light Detection and Ranging (sometimes Laser Imaging Detection and Ranging). LIDAR is an optical remote sensing technology that can measure the distance to, or other properties of, targets by illuminating the target with laser light and analyzing the backscattered light. LIDAR technology is used in a wide variety of aerial mapping applications. 2

6 4. Updated Airport Reference Code This ALP update resolved an issue related to the MAI s Airport Reference Code (ARC). Prior ALP updates based the existing C-I ARC on a single Critical Aircraft (Lear 45). Recognizing that the airport is used by a wide range of general aviation aircraft, including Group II aircraft, this ALP update changed the existing ARC to C-II based on a composite Critical Aircraft. 5. Proposed Decoupling of Runway 8/26 and Runway 18/36 The ALP depicts a proposed 430-foot relocation of the Runway 8 threshold. The project will address FDOT inspection comments regarding the location and marking of the Runway 8 and Runway 18 thresholds. The project will also improve circulation and safety at the runway intersection for the planned extension of Runway 18 and construction of a partial parallel taxiway. 6. Airport Industrial Park Property The ALP and Airport Property Map accurately depict airport property that was released from federal grant obligations in 1998 for airport industrial park development AIRPORT BACKGROUND AND HISTORY 4.1 AIRPORT LOCATION The airport is located at the intersection of State Highway 71 and State Highway 166, approximately five miles northeast of Marianna, Florida. 4.2 AIRPORT OWNERSHIP AND MANAGEMENT The airport is owned and operated by the City of Marianna, a municipal corporation. Operational directives and policies are set by the City Council, with input from the Marianna Airport Industrial Board. Policy implementation and oversight of the airport is carried out by the City Manager and the Director of Public Works. In 2014, the City transferred day-to-day operations of the airport from City staff to a commercial Fixed Base Operator (FBO). 4.3 AIRPORT HISTORY AND BACKGROUND The history of the airport includes the acquisition of the original municipal airport and adjoining property by the U.S. government in 1942 for use as the Marianna Army Airfield. After World War II, the U.S. government released the enlarged airfield back to the City of Marianna. The airport was re-acquired by the U.S. government for use as Graham Air Base between 1952 and Since the reversion of the Air Base property back to the City in 1960, the property has been developed for multiple purposes, including a municipal airport, institutional use (Sunland Developmental Disabilities Institution and a Federal Correctional Institution), an industrial park, public recreation, and agriculture. Since 1960, the City has operated the as a general aviation airport. The airport, comprised of approximately 662 acres of land, has two active runways, a passenger terminal building, and several types of commercial hangars and aircraft hangar buildings. Services offered at the airport include fuel sales and counter sales. 2 Two large tracts of former airport property were released in 1998 for the purpose of developing the Marianna Airport Industrial Park. A condition of final release requires that Fair Market Value (FMV) of each sub-parcel be established through an appraisal acceptable to the FAA. Several parcels have completed this condition. 3

7 4.4 MARIANNA MUNICIPAL AIRPORT S ROLE The serves the business and general aviation transportation needs of the City of Marianna, Jackson County, and surrounding communities. The airport supports business jet traffic, recreational flying, full-time air ambulance, and aviation-related industry. The is an integral component of the national aviation system and supports air travel between regions in Florida and between Florida and other states. The airport serves a wide range of recreational and business aircraft and is a popular refueling stop for transient aircraft traveling to and from south Florida. The airport also supports military aircraft operations generated by the military installations in the Florida Panhandle and southeast Alabama. The airport is ideally located for military aircraft refueling and flight training. The airport is a valuable resource that supports local economic development efforts. The ability to fly corporate jets directly to and from Jackson County is an important factor in supporting the expansion of existing businesses and attracting new businesses to the area Florida Aviation System Plan The State s Florida Aviation System Plan (FASP) 2025 identifies the as one of Florida s Public-Use General Aviation airports. As explained within the FASP, general aviation airports support over 80% of all aircraft operations. These general aviation airports also relieve air traffic at commercial service airports, helping to reduce travel delays and improve service for air travelers. Florida's general aviation airports provide emergency patient, physician, and biomedical transportation; search and rescue; environmental patrols; flight training; and drug enforcement aviation support. The FASP identifies MAI as a Community Airport 3. According to the FASP, MAI s currently provides service for flight training, business aviation, and recreational/sport aviation. This ALP Update and the planning assumptions regarding MAI s role as a Community Airport are consistent with the FASP. For the purpose of this ALP Update, it is assumed that MAI will continue to be operated as a general aviation airport National Plan of Integrated Airport Systems The Federal Aviation Administration s (FAA) National Plan of Integrated Airport Systems 4 lists the as General Aviation airport. This NPIAS designation allows the City of Marianna to be eligible to receive grants from the FAA via the federal Airport Improvement Program (AIP). 3 4 Florida Department of Transportation. Florida Aviation System Plan Airport Profile. April Report to Congress National Plan of Integrated Airport Systems (NPIAS) Federal Aviation Administration. September 27,

8 5.0 EXISTING AIRPORT FACILITIES The following describes existing airport facilities and summarizes pertinent airport information. 5.1 RUNWAYS The existing runway configuration at the consists of two intersecting asphalt runways Runway 18/36 Runway 18/36 (the primary runway) is 4,896 feet long by 100-foot wide. The pavement strength is a reported 56,500 pounds Single Wheel Load (SWL). The runway has non-precision markings, mediumintensity runway lights (MIRL) and Precision Approach Path Indicators (PAPI). The FDOT, as part of its Statewide Airfield Pavement Management Program, conducted an inspection of the airport s pavements in November The inspection and subsequent analysis determined a Pavement Condition Index (PCI) of 69 for Runway 18/36. This Fair PCI rating is below the minimum FDOT service level of 75 for a runway. The runway pavement requires rehabilitation and/or an overlay. With financial assistance from the FAA and FDOT, the City is currently preparing engineering plans and specifications for the rehabilitation of Runway 18/36 and Taxiways B, C, D, and E pavements. It is anticipated that the runway and taxiway pavement rehabilitation project will require milling, crack sealing, use of a stress relief engineering fabric, and an asphalt overlay. Runway shoulders are also planned to be sealed. It is anticipated that pavement construction will be initiated in 2014, subject to the availability of funds Runway 8/26 Runway 8/26 is 4,895 feet long by 100-foot wide. The runway has a reported pavement strength of 56,500 pounds (SWL). The runway is not lighted and is not equipped with PAPIs. As a FDOT demonstration project, Runway 8/26 was overlain in 2002 with a polymer composite material. This cementatious epoxy material was placed with a spreader box and had an original thickness of approximately one-quarter inch. The 2010 FDOT pavement inspection determined a PCI of 42 for Runway 8/26. This Poor PCI rating is substantially below the minimum FDOT service level of 75 for a runway. The City is currently discussing a pavement rehabilitation and overlay project for this runway with the FDOT. 5.2 TAXIWAYS AND AIRCRAFT PARKING APRONS Runway 18/36 and Runway 8/26 have parallel taxiways that are mostly comprised of concrete panel apron-edge taxiways. The original taxiways, and connectors, are mostly 50 feet wide. Parallel Taxiway A was extended from the south edge of the aircraft parking apron to the end of Runway 36 in This new section of asphalt taxiway is 35 feet wide. 5 Pavement Evaluation Report. Florida Statewide Pavement Management Program. Florida Department of Transportation. May

9 The 2010 FDOT pavement inspection determined PCI ratings between 10 and 66 for the original airfield taxiway system. These PCI rating reflect an overall Very Poor to Fair condition of the taxiway system. One section of Taxiway F was noted as Failed. These ratings also reflect the age of the airfield pavements, most of which were constructed in the 1940s and 1950s. Overall, the airport s taxiways require rehabilitation. As part of a planned Runway 18/36 overlay project, the City intends to also rehabilitate and overlay Taxiway B, C, D, and E pavements. The aircraft parking aprons at MAI consist of large concrete panels that, over time, experienced differential settlement. As a result, the apron pavement has cracks and an uneven surface. In certain areas, the difference in panel edges can be several inches. This provides an uneven surface for aircraft taxi movement and creates potential for props striking raised panels. The FDOT determined an area-weighted PCI of 21 Serious for the airport s aprons. In response to pilot complaints, the City implemented a phased project from 2006 to 2009 to repair joints and seal cracks along portions of apron-edge Taxiway A and on a portion of the aircraft parking apron in front of the passenger terminal building. The project repaired select concrete apron panels to provide a smoother transition between uneven concrete panels in high traffic areas. Even with these recent repairs, the aircraft parking apron requires substantial rehabilitation or replacement. 5.3 TERMINAL FACILITIES The passenger terminal building provides space for the Fixed Base Operator, passengers, pilots, air ambulance crews. Portions of the building are available for lease for aviation-related use and/or commercial use. The passenger terminal building at MAI is a former U.S. Air Force building that was constructed in the early 1960s. Over time, the City (with FDOT assistance) has undertaken projects to refurbish and update the building. The renovation projects included interior improvements and upgrades to the public lobby, pilot facilities, and sales counter. These projects included repair of walls, flooring, lighting, and plumbing fixtures. Exterior improvements included roof repairs and painting. 6

10 The City is presently undertaking a comprehensive terminal renovation project. This project will reconfigure and upgrade interior spaces and finishes and include substantial exterior renovations. The terminal renovation program also includes electrical system upgrades, drainage improvements, and reconstruction of the public parking lot. The periodic renovation, rehabilitation, and upgrade projects have extended, and will continue to extend, the useful life of the terminal building. However, the building more than 50 years old, which indicates that planning for eventual replacement of the building is warranted. This ALP update identified a potential site in front of the existing terminal building on which a modern passenger terminal building could be constructed. 5.4 HANGARS The airport has four shade hangar structures and three T-hangar buildings located south of the passenger terminal building. A maintenance hangar and corporate hangar were constructed on the south apron in Four concrete block aircraft storage hangars are located south and northeast of the terminal building. The concrete block storage hangars are in fair to poor condition. 5.5 SUPPORT FACILITIES AND SERVICES Navigational aids and services include a rotating beacon (relocated in 2011), electrical vault building (replaced in 2011), lighted wind cone, and an Automated Surface Observing System (ASOS). The ASOS reports current weather conditions at MAI to pilots. AvGas (100 LL) and Jet-A fuel are available at the airport. The airport s fuel farm is located on the aircraft parking apron, southwest of the passenger terminal building. The fuel farm contains two aboveground storage tanks: one 15,000-gallon Jet-A fuel tank and one 10,000-gallon AvGas tank. Aviation fuel is presently dispensed by fuel trucks operated by the FBO. The City is in the process of rehabilitating both tanks and relocating the fuel farm closer to the terminal building. The project includes the installation of a self-serve terminal. Aviation services provided on the airport include minor engine and airframe maintenance and repair. The transition of airport operations from City staff to a private FBO, is expected to increase services provided at the airport. 5.6 INSTRUMENT APPROACHES The FAA currently publishes VOR, NDB, and GPS Instrument Approach Procedures (IAPs) for the airport. The VOR and NDB IAPs provide basic circle to land procedures. The RNAV (GPS) IAP for Runway 18 is a non-precision IAP with lateral guidance (LNAV) that supports straight-in approaches. The Runway 18 LNAV approach has decision altitudes and visibility minimums as low as 520 feet / 1 mile. 5.7 MARIANNA AIRPORT INDUSTRIAL PARK In January 1998, the City of Marianna and FAA executed a Deed of Release for two tracts of land for the development of the Marianna Airport Industrial Park. The northern tract is approximately 245 acres in size and the southern tract has approximately 374 acres. Several parcels within the southern tract have been sold and developed for industrial development. 7

11 6.0 AVIATION ACTIVITY AND FORECAST A forecast of aviation activity helps provide input for the assessment of airport facility requirements and possible timing of new airport facilities. A review of the Federal Aviation Administration s Terminal Area Forecast (TAF) and the FDOT s Aviation System Plan (FASP) forecast was conducted for the ALP Update. 6.1 FAA TERMINAL AREA FORECAST The TAF is prepared to assist the FAA in planning for the agency s internal budgeting and staffing requirements. TAF projections are made at the individual airport level and are derived, in part, on national and regional FAA aviation forecasts. Although updated annually, the TAF usually does not provided detailed forecasts for many of the nation s smaller general aviation airports. Accordingly, the TAF for MAI was found to reflect static (unchanging year-over-year) projections of aviation activity growth through the year Therefore, the TAF was determined to not provide a suitable forecast for MAI. A summary of the FAA TAF for MAI is presented in Tables 1 and 2. TABLE 1 FAA TAF HISTORICAL AIRCRAFT OPERATIONS Itinerant Local Year Air Carrier Air Taxi/ Commuter General Aviation Military Total Civil Military Total TOTAL ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28,016 Source: FAA Terminal Area Forecast MAI, February

12 TABLE 2 FAA TAF AIRCRAFT OPERATIONS FORECAST Itinerant Local Air Air Taxi/ General Year Carrier Commuter Aviation Military Total Civil Military Total TOTAL ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28, ,000 9,200 17,200 10, ,816 28,016 Source: FAA Terminal Area Forecast MAI, February FDOT FLORIDA AVIATION SYSTEM PLAN FORECAST The FDOT, in cooperation with the FAA and Florida s public airports, and through the Continuing Florida Aviation System Planning Process (CFASPP), developed and maintains the Florida Aviation System Plan (FASP). Each year, as part of the CFASPP, the FDOT Aviation Office updates its forecasts of based aircraft and operational activity levels for each public-use airport in Florida. Table 3 summarizes forecast projections for based aircraft and annual operations at the airport. The FASP forecast projects moderate growth in the number of based aircraft and the number of annual aircraft operations at MAI. The number of based aircraft is projected by the FDOT to have a Compound Annual Growth Rate (CAGR) of 1.25 percent over the 2012 through 2031 period. The number of aircraft operations at the airport is expected to increase at a CAGR of 1.04 percent over the same time period. TABLE 3 FDOT FASP BASED AIRCRAFT AND OPERATIONS FORECAST Year Based Aircraft Aircraft Operations , , , ,751 Source: Florida Aviation System Plan (FASP), The FASP forecast for the was deemed to provide a forecast that was reasonable and suitable for planning purposes. A review of prior forecasts show the FDOT has reduced the projected forecast for based aircraft and aircraft operations at MAI. This can be attributed to factors such as economic concerns that continue to affect general aviation flying across the nation and local trends and indicators, such as fuel sales and unrented hangar space. Many factors affect the level of activity at MAI. These include, but may not be limited to, hangar availability, competiveness of rents and fuel prices, and services provided at the airport. In 2013, the City has taken action to improve services and increase activity at the airport, including transitioning FBO 9

13 services from the City to a private FBO. Introducing a service-oriented FBO, aggressively marketing military aircraft refueling services, the recent construction of additional hangar buildings, and providing 24-hour self-serve fuel are expected to substantially increase activity at the airport. Therefore, it is anticipated that future updates to the FASP forecast will reflect increased activity levels and include substantially higher projections for based aircraft and aircraft operations. 6.3 PEAK OPERATIONS AND BASED AIRCRAFT FORECAST Based on the FDOT projections, forecasts for key aviation activities were developed for the ALP update. The activities included average month operations, peak month operations, average daily operations for peak month, busy day operations, transient aircraft on apron on busy day. Estimates for peak hour operations and passengers and based aircraft fleet mix were also developed. A summary of these forecasts are presented in Table 4. TABLE 4 PEAK OPERATIONS AND BASED AIRCRAFT FORECAST Description Annual Aircraft Operations 28,899 30,434 32,049 34,751 Annual Itinerant Operations 17,628 18,565 19,550 20,588 Peak Month and Day Activity Forecast Peak Month Operations 3,131 3,297 3,472 3,656 Averages Daily Operations for Peak Month Busy Day Operations Transient Aircraft on Apron on Busy Day Peak Hour Activity Forecast Peak Hour Operations Source: URS Corporation, PLANNING CONSIDERATIONS The following sections describe the planning considerations and design criteria applicable to the and the facility needs identified during the development of the ALP Update. 7.1 AIRPORT REFERENCE CODE To plan future facilities, appropriate design criteria must be identified and applied. Overall airport planning for an airport is guided by the facility s Airport Reference Code (ARC). The ARC consists of two components, the Aircraft Approach Category (AAC) and the Airplane Design Group (ADG). The Aircraft Approach Category is based on aircraft approach speed. The Airplane Design Group considers wingspan. In general, an airport that serves larger and faster moving aircraft (i.e., business jets) would be design to different standards than a small airport that serves small aircraft exclusively. The Marianna Municipal Airport serves a variety of general aviation aircraft, including single-engine, twin-engine, turboprops, and turbine-powered aircraft. Turbine-powered aircraft using the airport include large business jets and charter jets. 10

14 Historically, ALPs identified the ARC as C-I. Because the Lear 45 business jet 6 used the on a frequent basis, the 2007 ALP update retained the ARC designation. This aircraft s demanding take-off distance requirements best demonstrated the need to extend Runway 18/36 to better accommodate turbine aircraft traffic at the airport. A hybrid ARC was not used on the 2007 ALP update because the airfield, at that time, met or exceeded AAC C and ADG II dimensional standards. However, the C-I status presented a dilemma for the design of recent taxiway project and runway rehabilitation project. Notably, the C-I ARC does not take into account that the airport has historically served, and is presently used by, aircraft with wingspans that meet ADG II criteria. Approval from the FAA was required to design the airfield improvements to meet ADG II standards. Examples of ADG II aircraft that use MAI include: the Beechcraft King Air 200, Super King Air 200, and Super King Air 300; Cessna Citation models 550 (II), 525 (CJ2 and CJ3), and 560 (Excel, Encore, and Ultra); the Challenger 600, the Dassault Falcon 50; and the Gulfstream IV. Because the is used by a wide range of turbine and turboprop aircraft, this ALP update changed the airport s existing ARC from C-I to C-II. The C-II designation reflects a hybrid critical design aircraft, consisting of the AAC C Lear 45, which frequently uses the airport and the ADG II classification based on the Citation V (560 Ultra). The ARC change will: 1. Better reflect the nature and use of the, 2. Apply appropriate airport design standards based on aircraft that use the airport, and 3. Preclude the need to seek approvals to modify standards on routine runway and taxiway projects. Because the airfield already meets or exceeds most C-II design standards, the overall effect of the ARC change is minimal in regard to the ALP. The change in ARC would not require airfield upgrades (i.e., RSA improvements and would not affect the complexity or cost of future airfield development projects. For future planning, the Gulfstream IV is anticipated to represent the most demanding aircraft to use the airport on a regular basis. This aircraft has an approach speed of 149 knots and a wingspan of 77.8 feet. Based on current and expected long-term airport needs, the airport s primary runway and terminal facilities should be planned using ARC D-II criteria. 7.2 APPLICABLE AIRFIELD DESIGN STANDARDS FAA s Advisory Circular AC 150/ A, Airport Design, designates the appropriate design standards for airports, based on the size and performance characteristics of the airport s hybrid critical aircraft, as well as the airport s published approach visibility minimums Table 5 provides a summary of the design standards applicable to Runway 18/36, Runway 8/26, and taxiways. 6 The Lear 45 s approach speed and wingspan correspond to a C-I ARC. 11

15 TABLE 5 APPLICABLE AIRPORT DESIGN CRITERIA Design Item Runway 18/36 Runway 8/26 Existing Future Existing Future D/II/4000 C/II/5000 C/II/5000 C/II/5000 Runway Design Code (RDC) AAC D AAC C AAC C AAC C ADG II ADG II ADG II ADG II 3/4 Mile 1 Mile 1 Mile 1 Mile Visibility Visibility Visibility Visibility Runway Width (ft) Runway Safety Area (ft) (width x length beyond runway 500 x 1, x 1, x 1, x 1,000 end) Runway Object Free Area (ft) (width x length beyond runway end) 800 x 1, x 1, x 1, x 1,000 Runway Protection Zone (ft) (inner width x length x outer width) Runway to Taxiway Centerline Separation (ft) 500 x 1,700 x 1,010 1,000 x 1,700 x 1, x 1,700 x 1, x 1,700 x 1, Existing Future Taxiway Design Group (TDG) 2 2 Taxiway Width (ft) Taxiway Safety Area Width (ft) Taxiway Object Free Area Width (ft) Taxiway to Taxilane Centerline Separation (ft) Taxiway Centerline to Fixed or Movable Object (ft) Source: FAA Advisory Circular 150/ A, Airport Design (Change 1). 7.3 SITE CONSTRAINTS AND OPPORTUNITIES Site conditions and constraints influenced the range of alternatives and development strategies considered for the airport. The short-term and long-term development strategies were to provide and orderly plan for development and to make efficient use of available property and resources. Site constraints and opportunities are summarized below. Constraints Jurisdictional wetland south of Runway 18/36 Adjacent institutional, recreational, and industrial land uses Opportunities Ample airport land for development Strong demand and local support for airport development New private FBO 12

16 7.4. AIRPORT ZONING AND LAND USE COMPATIBILITY The City of Marianna Code of Ordinances 7 establishes zones around the airport to protect airspace and promote the compatible use of land in the vicinity of the airport. The zoning ordinance should be reviewed and updated periodically. 8.0 PROPOSED FACILITY IMPROVEMENTS The identification of proposed improvements at the (MAI) included discussions with City administration and airport staff, as well as observations by the City s airport consultant. Input from the Airport Industrial Board and airport users also identified desired airport improvements. In general, the proposed capital improvements at MAI fall into four categories: 1. Provide additional runway length; 2. Maintain and/or rehabilitate airfield pavements and lighting systems; 3. Develop new hangars (as demand dictates); and 4. Improve access and parking at hangar buildings 8.1 PROVIDE ADDITIONAL RUNWAY LENGTH (EXTEND RUNWAY 18/36) During this ALP update, the need for additional runway length was identified as a priority by the City of Marianna, the Marianna Industrial Development Board, and airport users. Extending Runway 18/36 would allow the airport to accommodate a broader range general aviation business jets. The some business jets that use MAI incur weight restrictions that are imposed by the 4,896-foot Runway 18/36 or the 4,895-foot Runway 8/26. Some business jet operators must minimize the amount of fuel taken on at MAI, and on long trips, are forced to an intermediate fuel stop to reach their destination. These operational restrictions are exacerbated on hot days and during summer rain events. Some aircraft operators are required to use alternate airports when weight requirements cannot be reduced to a point to safely use MAI. Corporate policies and insurance conditions that require use of a runway at least 5,000 feet in length often require aircraft operators to use alternate airports instead of MAI. The City previously documented the need for additional runway length at MAI in a 2005 user survey and runway length study 8. Because of the effects of the 2008/2009 economic recession on general aviation, current high aviation fuel prices, and the amount of time elapsed since the user survey, updated documentation of the need for a runway extension will need to be prepared to once again justify the extension of Runway 18/36. For this ALP update, the proposed ultimate runway length of 6,000 feet remained unchanged on the ALP drawings. 7 8 Code of Ordinances, Part II, Chapter 14 Aviation, Article III, Airport Zoning. User Survey for Airport Improvements and Runway Length Analysis prepared by URS Corporation, October

17 8.2 DE-COUPLE RUNWAY 18 AND RUNWAY 8 THRESHOLDS To resolve existing marking, lighting, and taxiway issues at the intersection of Runway 18 and Runway 26 thresholds, and to also facilitate the extension of primary Runway 18/36, it is proposed that the two runway end be physically de-coupled. This would be accomplished by removing approximately 430 feet of runway pavement and a section of Taxiway E pavement. Although this would shorten secondary Runway 8/26 to 4,465 feet, the project would improve safety and better accommodate the proposed extension of Runway 18 and construction of a partial parallel taxiway. 8.3 MAINTAIN AND/OR REHABILITATING AIRFIELD PAVEMENTS AND LIGHTING SYSTEMS Airfield pavements should be rehabilitated and/or overlaid as needed to maintain a suitable landing and movement surfaces Runways and Taxiways As discussed previously, the City is preparing engineering plans and specifications for the rehabilitation and overlay of Runway 18/36 and Taxiways B, C, D, and E pavements. It is anticipated that pavement construction will be initiated in 2014, subject to the availability of funds. The City is also pursuing a pavement rehabilitation and overlay project for Runway 8/ Aprons Although concrete panel repairs and crack sealing have addressed critical conditions in the vicinity of the terminal building, the aircraft parking aprons at MAI are in need of substantial rehabilitation or replacement. Due to cost, apron rehabilitation or replacement projects will need to be prioritized. The apron pavements serving the terminal building area should receive highest priority, followed by apron pavements that provide circulation and access to hangars. Given the large expanse of apron at MAI, some of the more remote apron areas may not be replaced until such time that aviation-related development justifies the cost Airfield Lighting Runway 8/26 is not equipped with edge lighting, signs, or PAPIs. It is recommended that mediumintensity runway edge lighting be installed on Runway 8/26 to allow use of the runway at night and during inclement weather. It is also recommended that lighted signs and PAPIs be installed. 8.4 DEVELOP NEW AIRCRAFT STORAGE AND MAINTENANCE HANGARS With assistance from the FDOT, the City constructed several hangar buildings since 2003, including T- hangars, a box hangar, a maintenance hangar, and shade hangars. Although it appears that the new hangars adequately meet current demand, future development plans for the airport should include additional hangars. The types of hangars and development schedule would be in response to future demand and user needs. 8.5 VEHICLE ACCESS AND PARKING The airport s access road, Industrial Park Drive, is in fair condition. It is proposed that an 8,200-foot section of the airport access road be repaved from its north intersection at State Highway 71 (near 14

18 Runway 26) to a point near the Sheriff s hangar. The parking lot at the terminal building, which is in fair to poor condition, is planned to be reconstructed in Given the recent construction of hangars and potential for future additional hangars, there is a need to improve on-airport vehicle access and parking. Presently hangar tenants and their visitors drive across active aprons and around hangars. Providing landside access and parking near each hangar building will improve safety and security by segregating private vehicles from aircraft movement areas. 8.6 IMPROVE INSTRUMENT FLIGHT PROCEDURES Instrument Flight Procedures (IFPs) allow better access to the airport during inclement weather. Upgraded and new non-precision IFPs for Runway 18/36 and 8/26 (i.e., lower minimums) are desired for the airport. The City has recently removed a large numbers of trees on the north side of the airfield. In the near-term, a project to remove additional obstructions should be undertaken. This would include additional tree removal in select areas on the airfield and removing two power poles and burying a section of power line on Highway 71 (under the approach to Runway 26). The installation of Instrument Landing System equipment or implementing future GPS-based procedures to establish a precision IFP for Runway 18 were strongly recommended in the past by airport management and airport users. Although the installation of an ILS at MAI is unlikely, the ALP will continue to depict a future precision approach as an option and for the long-term preservation of airspace. 9.0 PROPOSED DEVELOPMENT PLAN The proposed development plan for the Marianna Airport is divided into two phases: Near-Term and Long-Term. Near-Term development projects are those that are recommended for the upcoming fiveyear period (2015 through 2020). Several of the recommended Near-term projects are already included in the FAA s and FDOT s Joint Application Capital Improvement Plan (JACIP). This section will recommend revisions to the JACIP for the Near-Term period. Long-Term projects would be planned for the future and would be included in future JACIP updates as demand dictates or as priorities change. Not all projects placed in the JACIP are funded in the requested year. The JACIP should be reviewed annually to adjust priorities and proposed funding years and budgets. A description of recommended Near-Term capital projects are provided below. The projects are depicted on Figure 1. Long-Term projects are listed in a table with conceptual estimates of development cost. A summary of the current FDOT Work Program and JACIP are provided in Tables 6 and 7. The current JACIP was reviewed in light of: 1) recent airport development projects, 2) the findings and recommendations made through this ALP update, 3) re-establishing private FBO operations at the airport, and 4) current local priorities to improve the airport and increase revenues. It was found that several of the projects in the current JACIP have already been implemented or are presently under development (i.e., airfield fencing and parking lot rehabilitation). In addition, two corporate hangar projects could be combined and rescheduled to provide a large FBO maintenance hangar. The review also indicated a need to update the JACIP and provide a path for the continued rehabilitation and replacement of airfield pavements. A recommended update to the JACIP is provided in Table 8. Potential long-term projects that could be added to the JACIP during future updates are listed in Table 9. 15

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20 TABLE 6 FDOT APPROVED WORK PROGRAM (FY 2015 THROUGH FY 2019) Project Description Total Cost FAA State Local Other Fiscal Year 2015 Install Runway Edge Lights - Runway 8/26 $481,400 $0 $481,400 $0 $0 Overlay Runway 8/26 $2,000,000 $1,900,000 $100,000 $0 $0 Total FY 2015 $2,481,400 $1,900,000 $581,400 $0 $0 Fiscal Year 2016 Purchase and Install Security Fencing $200,000 $190,000 $10,000 $0 $0 Construct Corporate Hangar $550,000 $550,000 $0 $0 Total FY 2016 $750,000 $190,000 $560,000 $0 $0 Fiscal Year 2017 Construct Corporate Hangar $350,000 $0 $350,000 $0 $0 Total FY 2017 $350,000 $0 $350,000 $0 $0 Fiscal Year 2018 Rehab Public Parking Lot $453,747 $0 $453,747 $0 $0 Total FY 2018 $453,747 $0 $453,747 $0 $0 Fiscal Year 2019 Construct 10-Unit T-Hangar $675,000 $0 $675,000 $0 $0 Total FY 2019 $675,000 $0 $675,000 $0 $0 TOTAL APPROVED WORK PROGRAM $4,710,147 $2,090,000 $2,620,147 $0 $0 Source: FDOT JACIP Online 6-Year Work Program Report. Printed May 1,

21 TABLE 7 CURRENT JACIP CAPITAL IMPROVEMENT PLAN (FY 2015 THROUGH FY 2019) Project Description Total Cost FAA State Local Other Fiscal Year 2015 Install Runway Edge Lights - Runway 8/26 $481,400 $0 $481,400 $0 $0 Overlay Runway 8/26 (Design Only) $100,000 $0 $100,000 $0 $0 Security/Wildlife Fence (Phase 2) $363,192 $0 $363,192 $0 $0 Total FY 2015 $944,592 $0 $944,592 $0 $0 Fiscal Year 2016 Construct Corporate Hangar 80x80 $550,000 $550,000 $0 $0 Purchase and Install Security Fencing $200,000 $190,000 $10,000 $0 $0 Rehabilitate Runway 18/36 and Taxiways $1,500,000 $0 $1,500,000 $0 $0 Total FY 2016 $2,250,000 $190,000 $2,060,000 $0 $0 Fiscal Year 2017 Construct Corporate Hangar 80x80 $520,000 $0 $520,000 $0 $0 Overlay Runway 8/26 $1,500,000 $0 $1,500,000 $0 $0 Total FY 2017 $2,020,000 $0 $2,020,000 $0 $0 Fiscal Year 2018 Purchase and Install PAPI on Runway 8/26 $60,000 $0 $60,000 $0 $0 Total FY 2018 $60,000 $0 $60,000 $0 $0 Fiscal Year 2019 Construct 10-Unit T-Hangar $675,000 $0 $675,000 $0 $0 Total FY 2019 $675,000 $0 $675,000 $0 $0 TOTAL JACIP REQUESTED PROJECTS $5,949,592 $190,000 $5,759,592 $0 $0 Source: FDOT JACIP Online Capital Improvement Plan Summary. Printed May 1,

22 TABLE 8 RECOMMENDED JACIP UPDATES (FY 2015 THROUGH FY 2019) Map ID Project Description Total Cost FAA State Local Other Fiscal Year 2015 A Runway 18/36 Extension (Design) $134,300 $0 $134,300 $0 $0 B Overlay Runway 8/26 (Design) $86,200 $0 $86,200 $0 $0 Overlay Runway 18/36 & Connectors C (Construction) $2,063,350 $1,857,015 $206,335 $0 $0 Environmental Assessment for Runway D Extension $130,000 $0 $130,000 $0 $0 Total $2,413,850 $1,857,015 $556,835 $0 $0 Fiscal Year 2016 Install Runway Edge Lights and PAPI - E Runway 8/26 $550,000 $0 $550,000 $0 $0 F Install Airport Entrance Sign $10,000 $0 $10,000 $0 $0 Resurface North Airport Access Road G (8,000') - Intermodal $355,000 $0 $355,000 $0 $0 Overlay Runway 8/26 (Demonstration H Project) $2,000,000 $0 $2,000,000 $0 $0 Total $2,915,000 $0 $2,915,000 $0 $0 Fiscal Year 2017 Reconstruct Parallel Taxiways and GA I Apron (Design) $200,000 $180,000 $20,000 $0 $0 J Construct Runway 18/36 Extension $1,979,000 $1,782,000 $197,000 $0 $0 Construct Maintenance Hangar K (100'x120') - JPA #1 $303,000 $0 $303,000 $0 $0 Total $2,482,000 $1,962,000 $520,000 $0 $0 Fiscal Year 2018 Reconstruct Parallel Taxiway A - Phase L 1 $971,750 $874,575 $97,175 $0 $0 Construct Maintenance Hangar K (100'x120') - JPA #2 $356,572 $0 $356,572 $0 $0 Total $1,328,322 $874,575 $453,747 $0 $0 Fiscal Year 2019 Reconstruct Parallel Taxiway A - Phase M 2 $1,401,620 $1,261,458 $140,162 $0 $0 Construct Maintenance Hangar K (100'x120') - JPA #3 $534,838 $0 $534,838 $0 $0 Total $1,936,458 $1,261,458 $675,000 $0 $0 TOTAL JACIP REQUESTED PROJECTS $11,075,630 $5,955,048 $5,120,582 $0 $0 Source: FDOT JACIP Online Capital Improvement Plan Summary. Printed May 1,

23 TABLE 9 FUTURE CAPITAL IMPROVEMENT PROJECTS Project Description Total Cost FAA State Local Other Reconstruct Parallel Taxiway B - Phase 1 $952,163 $0 $952,163 $0 $0 Reconstruct Parallel Taxiway B - Phase 2 $1,261,320 $0 $1,261,320 $0 $0 Reconstruct GA Apron - Phase 1 $1,265,920 $1,139,328 $126,592 $0 $0 Reconstruct GA Apron - Phase 2 $994,060 $894,654 $99,406 $0 $0 Reconstruct Hangar Apron (Non-Fed) $863,880 $0 $863,880 $0 $0 Acquire Land for Runway 18 RPZ (7.7 acres) $63,700 $57,330 $6,370 $0 $0 Acquire Land for Runway 26 RPZ (9 acres) $115,300 $103,770 $11,530 $0 $0 Acquire Easement for Runway 8 RPZ (3 acres) $55,500 $49,950 $5,550 $0 $0 Conduct Surveys for Instrument Approaches $90,000 $0 $90,000 $0 $0 Construct T-Hangar Building (8 unit) $750,000 $0 $750,000 $0 $0 Construct T-Hangar Building (8 unit) $750,000 $0 $750,000 $0 $0 Construct Corporate Hangar (80'x80') $575,000 $0 $575,000 $0 $0 Construct Corporate Hangar (80'x80') $575,000 $0 $575,000 $0 $0 Construct Storage Hangar (60'x60') $500,000 $0 $500,000 $0 $0 Install Localizer Antenna on Runway 18/36 $600,000 $0 $0 $0 $600,000 Install Glide Slope Antenna $600,000 $0 $0 $0 $600,000 TOTAL ADDITIONAL CAPITAL $10,011,843 $2,245,032 $6,566,811 IMPROVEMENTS $0 $1,200,000 Notes: 1 Proposed hangars should be constructed as demand dictates 2 Funding sources are proposed. Actual funding sources and shares may vary. 9.1 RECOMMENDED NEAR-TERM PROJECTS (2015 TO 2020) A. Runway 18/36 Extension (Design) The project would provide professional engineering design services for the extension of Runway 18/36 and the de-coupling of Runway 8. The runway would be extended up to 1,104 feet to the north. The project includes engineering design services, surveying, geotechnical testing, and the preparation of plans, specifications, and detailed construction cost estimates. B. Overlay Runway 8/26 Extension (Design) The project would provide professional engineering design services for the overlay of Runway 8/26. The project includes engineering design services, surveying, geotechnical testing, and the preparation of plans, specifications, and detailed construction cost estimates. C. Overlay Existing Runway 18/36 and Connectors This project consists of constructing an asphalt overlay of the existing 4,896-foot Runway 18/36 to rehabilitate and maintain the existing runway pavement and to increase pavement strength to match the proposed runway extension. The project will include milling, crack sealing, use of a stress relief engineering fabric, an asphalt overlay, and marking. Runway shoulders would also be sealed. 20

24 D. Environmental Assessment for Runway 18/36 Extension This project would provide the necessary documentation for FAA s environmental approvals related to the proposed runway extension, airspace changes below 3,000 feet, and unconditional approval of the portion of the ALP depicting the runway extension. E. Install Runway Edge Lights and PAPI - Runway 8/26 Runway 8/26 does not have runway edge lighting. This project includes will install medium-intensity runway edge lights, directional signs, and PAPIs. This project also includes engineering design services, bid phase services, and engineering construction phase services, and inspection. F. Install Airport Entrance Sign This project will construct and install a lighted airport sign at the entrance to the rehabilitated terminal building and parking lot. G. Resurface North Airport Access Road (8,000 feet) Intermodal Funds This project will overlay the Industrial Park Drive from the terminal building entrance northward to US Highway 71, a distance of approximately 8,000 feet. The 2-lane road is in fair condition and requires an overlay to maintain access to the airport from areas north of the airport. H. Overlay Runway 8/26 (Demonstration Project) This project would rehabilitate and overlay Runway 8/26, which is in poor condition. The project would eliminate safety concerns regarding potential aircraft damage from loose aggregate and pavement. The project will include milling, crack sealing, use of a stress relief engineering fabric, an asphalt overlay, and marking. Runway shoulders would also be sealed to a minimal width. I. Reconstruct Parallel Taxiways and GA Apron (Design) The project would provide professional engineering design services for the rehabilitation and replacement of apron-edge concrete Taxiway A, concrete and asphalt sections of apron-edge Taxiway B, and the concrete aircraft parking apron in the vicinity of the terminal building and tie-down area (including circulation taxilanes). The project includes engineering design services, surveying, geotechnical testing, and the preparation of specifications, and detailed construction cost estimates. The project will provide the basis for the subsequent preparation of individual project plans and bid packages for the phased reconstruction of the taxiway and apron pavements. J. Construct Runway 18/36 Extension This project will extend Runway 18/36 approximately 1,104 feet to the north, construct a partial parallel taxiway, and de-couple Runway 8 from Runway 18/36. The project also includes new runway and taxiway edge lights; new and/or relocated threshold lights, PAPIs, and signs; and pavement markings. The project includes engineering bid and construction phase services, as well as resident project inspection. 21