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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
×
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
×
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Suggested Citation:"Chapter 5 - Airport Toolbox." National Academies of Sciences, Engineering, and Medicine. 2009. Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook. Washington, DC: The National Academies Press. doi: 10.17226/14300.
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Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

5.1 Airport Toolbox Organization This chapter provides a toolbox for assessing how key infrastructure elements at an airport can support traditional GA and/or commercial operations by new generation aircraft. Table 5-1 matches the Airport and Air Taxi Readiness levels identified during the self-evaluation in Chapter 4 with the key infrastructure areas that may need attention in order to support airport readiness for new generation aircraft. The elements in Table 5-1 are listed by the anticipated level of readiness, but this is only a suggestion because each airport is unique. The intent of the evalua- tion and toolbox guide is not to limit or restrict an airport from addressing other factors, but to help an airport operator focus on the factors that will most help it be ready to meet the needs of new generation GA aircraft. In addition to addressing the need of traditional GA operations, the Ground Access and Ground Handling Services sections include additional considerations that apply primarily to commercial operations related to the air taxi evaluation discussed in Chapter 4. The toolbox also focuses on air- port infrastructure, facilities, and personnel. Demographic and economic considerations applica- ble to all airports, regardless of infrastructure, were addressed in Chapter 3. Community outreach issues will be addressed in Chapter 6. 5.2 Airfield Infrastructure 5.2.1 Airport Reference Codes and Minimum Facility Requirements The FAA provides facility development guidance through a series of Advisory Circulars (ACs). The FAA identifies the facility requirements to serve a specific type of aircraft based on the max- imum takeoff weight, aircraft approach speed, and wingspan of what are termed “critical air- craft.” These aircraft characteristics are used to identify the Airport Reference Code (ARC) for a specific airport, which is listed on the Airport Layout Plan (ALP). The layout plan is a set of draw- ings showing the existing conditions and planned improvements for the airport. Table 5-2 lists the five Aircraft Approach categories and six Airplane Design Group categories that together define the ARCs. The new generation GA aircraft that are the focus of this guidebook typically range from ARC A-I to ARC B-II. Weighing less than 12,500 pounds maximum takeoff weight, they are all in the FAA’s classification of small aircraft. In FAA AC 150/53090-13, Airport Design, the FAA groups the runway requirements for ARC A and B together. Throughout the Airport Toolbox, the standards for ARC B-I and B-II will focus on small aircraft only because these standards encompass all of the new generation aircraft being considered. 28 C H A P T E R 5 Airport Toolbox

Airport Toolbox 29 Airside and Landside Functions The airside and landside functions of an airport combine to provide the overall experience by the user. In the current context, the Airfield Infrastructure and Instrument Approach elements of the toolbox make up the airside functions, while Ground Access, Ground Handling Services and Landside Development make up the landside functions. The interrelationships of the airside and landside functions are illustrated below. Element Level 1 Level 2 Level 3 Level 4 Airfield Infrastructure (Section 5.2) Instrument Approach (Section 5.3) Ground Access (Section 5.4) Ground Handling Services (Section 5.5) Landside Development (Section 5.6) Table 5-1. Airport readiness toolbox reference guide.

The most fundamental piece of infrastructure at an airport is the runway (i.e., no runway, no airport). In addition to runway length, other important character- istics include runway width, pavement strength, run- way safety and object-free zones, lighting, markings, and visual approach aids. Table 5-3 and Figure 5-1 indicate the minimum facilities to accommodate all of the new generation aircraft in ARC B-I and B-II with varying instrument approach minimums. Each element of the runway infrastructure is described in more detail below, including instructions on how to adjust the runway length based on the airport location (elevation and mean maximum daily temperature.) 5.2.2 Runway Length To determine the appropriate runway length for a specific airport, the airport’s physical attri- butes need to be considered as well as the type of operations to be conducted. The design runway length at an airport is based on the critical aircraft using the airport. The FAA defines critical air- craft as the aircraft or group of aircraft with the most demanding requirements making at least 500 annual operations (takeoffs and landings). This equates to approximately one takeoff and landing each business day. Four primary physical attributes affect required runway length: • Airport elevation, • Mean maximum daily temperature, • Maximum difference in runway centerline elevation, and • Wet or dry pavement. In addition, instrument approach requirements and operating regulations may increase the minimum runway length requirements. Appendix 16 in FAA AC 150/5300-13, Airport Design, identifies the minimum requirements to support an instrument approach. The minimum require- ments are described in more detail in Section 5.3, Instrument Approach. Operations conducted under FAR Part 91 Sub-part K (fractional operators) or FAR Part 135 are required to include an added margin of safety for the aircraft to be stopped within 60% of the available runway length (80% if the airport is an approved Destination Airport in that operator’s manual.) The best method to determine minimum runway length requirements is coordination with operators of the critical aircraft. Other runway length guidance sources include manufacturers’ aircraft handbooks and FAA AC 150/5325-4B, 30 Airports and the Newest Generation of General Aviation Aircraft Aircraft Approach Category Speed (knots) Airplane Design Group Wingspan (ft) Tail Height (ft) A <91 I <49 <20 B 91 - <121 II 49 - <79 20 - <30 C 121 - <141 III 79 - <118 30 - <45 D 141 - <166 IV 118 - <171 45 - <60 E >166 V 171 - <214 60 - <66 VI 214 - <262 66 - <80 Source: FAA AC 150/5300-13, Airport Design. Table 5-2. Airport reference code (ARC) characteristics. Key Runway Questions Is the runway long enough and wide enough for the critical design aircraft? What is the heaviest aircraft the runway can accommodate? What is the wind coverage? What is the condition of the runway pavement? Are the approaches clear of obstacles? Are the markings appropriate and clear? Are all the lights functioning properly?

Runway Length Requirements for Airport Design. If operations under Part 91(k) or Part 135 occur at the airport, then those additional safety factors need to be included in the design run- way length. Figure 2-1 showed the balanced field length of various small aircraft ranging from less than 2,000 feet to approximately 4,500 feet at sea level on a standard day (59°F). Additional data (e.g., temperature, elevation, and gradient) to reflect local conditions is needed to put these runway lengths into practice for a specific airport and type of operations (FAR Part 91, 91(k) or 135). For many airports, the touted short field capability of VLJs is of particular interest because it could represent the potential for first-time jet use. However, in real-world operations, everyday Airport Toolbox 31 Minimum Facilities All Small Aircraft Minimum Facilities with Improved Minimums All Small Aircraft and Improved Minimums All Small Aircraft with Precision Approach Minimums ARC B-I B-II B-I B-II B-II Approach Minimums Not less than 1 mile Not less than ¾ mile Less than ¾ mile Representative Design Aircraft Cessna Mustang Cessna CJ2+ Cessna Mustang Cessna CJ2+ Maximum Takeoff Weight Small aircraft only, <12,500 lbs Runway Length, sea level 3,200 feet 1 3,360 feet2 3,200 feet paved1 3,360 feet paved2 4,200 feet paved1 Runway Width 60 feet 75 feet 60 feet 75 feet 100 feet Runway Safety Area (RSA) 120’ wide 240’ beyond ends 150’ wide 300’ beyond ends 120’ wide 240’ beyond ends 150’ wide 300’ beyond ends 300’ wide 600’ beyond ends Object Free Area (OFA) 250’ wide 240’ beyond ends 500’ wide 300’ beyond ends 250’ wide 240’ beyond ends 500’ wide 300’ beyond ends 800’ wide 600’ beyond ends Runway Protection Zone (RPZ) – inner width by length by outer width 250’ x 1,000’x 450’ 1,000’ x 1,700’x 1,510’ 1,000’ x 2,500’ x 1,750’ Obstacle Free Zone (OFZ) 250’ wide 200’ beyond ends 300’ wide 200’ beyond ends Recommended Lighting Medium Intensity Runway Lights (MIRL) Markings Nonprecision Precision Approach Lights2 None ODALS or MALS1,3 MALSR1,3 Parallel Taxiway Recommend 25’ wide Recommend 35’ wide Required3 25’ wide Required3 35’ wide Runway Centerline to Taxiway Centerline 150’ 240’ 150’ 240’ 300’ This table reflects the minimum requirements; an airport operator may choose to exceed these requirements to allow for greater future expansion potential. 1 FAA AC 150/5300-13, Table A16-1 2 Cessna manufacturer data 3 For LPV based minima, approach lights are recommended, not required. Source: FAA AC 150/5300-13, Airport Design. Table 5-3. Minimum facility requirements for new generation GA aircraft.

32 Airports and the Newest Generation of General Aviation Aircraft Source: FAA Advisory Circular 150/5300-13, Airport Design. Figure 5-1. Minimum facility requirements for new generation GA aircraft.

minimum runway length requirements are typically greater than those published by aircraft man- ufacturers. An example of assessing runway length needs for a particular aircraft is shown in Figure 5-2. 5.2.3 Runway Width The required runway width is based on the ARC of the critical aircraft and consideration of wind coverage. Per FAA guidance, the minimum runway width may be increased for additional cross- wind tolerance (as discussed in 5.2.4) or as required to support a precision approach. Minimum Airport Toolbox 33 Source: FAA AC 150/5325-4B, Runway Length Requirements for Airport Design, Cessna Mustang Specifications, Cessna Aircraft Company, and Aerofinity, Inc. analysis. Local Conditions Elevation: 1,000' MSL Mean Maximum Daily Temperature: 85oF Critical Aircraft: Cessna Mustang used for Part 135 operations, at an approved destination airport Mustang Manufacturer Handbook Takeoff Distance (SL, ISA, MTOW): 3,110 feet Guidance Adjust runway length requirements using figure below for 100% fleet, FAA AC 150-5025-4B, Runway Length Requirements for Airport Design (while Mustang was not one of aircraft used by FAA to develop this table, its sea level standard day requirements are very similar to the general curves at 3,220 feet.) Resulting Runway Length 3,940 feet of Runway For Part 135 operations at approved destination airport- 4,730 feet (3,940 x 1.2 feet) of Runway Figure 5-2. Sample runway length needs analysis.

runway width is 60 feet for ARC B-I and 75 feet for ARC B-II if the instrument approach minimum is not less than 3⁄4 mile. 5.2.4 Wind Coverage FAA AC 150/5300-13, Airport Design, states that “the most desirable runway orientation based on wind is the one which has the largest wind coverage (percent of time crosswind com- ponents are below an acceptable velocity) and minimum crosswind components.” The desir- able wind coverage for the crosswind component to be acceptable is 95% of the time for the type of aircraft using the airport. Where provision of a crosswind runway is impractical because of severe terrain constrains, consideration may be given to upgrading the airport lay- out to the next higher ARC. Wind coverage is included on the ALP. It is calculated by obtaining weather data (typically for the last 10 years) from the National Climatic Data Center for the airport or a representative location and using the data in the FAA’s Airport Design Program Version 4.2D. 5.2.5 Pavement Surface and Strength It is anticipated that most operators of new generation GA aircraft will prefer hard surface run- ways (i.e., asphalt or concrete); for new generation jet aircraft, a hard surface runway will be required. Runway pavement should be in good conditions to minimize the potential for Foreign Object Damage (FOD). The pavement strength also needs to be sufficient to accommodate the critical aircraft. Required pavement thickness depends on the type of underlying soils. The FAA design standards are detailed in FAA AC 150/5320-6D, Airport Pavement Design and Evaluation, which the FAA is updating. If an airport can accommodate all small aircraft, the pavement should be designed for a maxi- mum takeoff weight of 12,500 pounds single wheel (SW), which should be sufficient for all of the new generation aircraft identified in this study. If an airport has been accommodating only lighter aircraft (<12,500 pounds single wheel), the pavement strength may need to be increased through an overlay or reconstruction. An airport’s pavement strength is generally listed on its ALP and in the FAA’s Facility Directory, an example of which is shown in Figure 5-3. 5.2.6 Runway Clear Areas There are specific areas beyond the ends and off the sides of the runway that the FAA requires to be clear. The size of the required clear areas increases as the airport serves larger air- craft or has a more precise instrument approach. Provision of the necessary clear areas increases the size of the runway footprint on the airport. These clear areas were depicted in the airfield layouts shown in Figure 5-1. • Runway Safety Area (RSA) is a defined surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion from the runway. • Object Free Area (OFA) is an area on the ground centered on a runway, taxiway, or taxilane cen- terline provided to enhance the safety of aircraft operations by having the area free of objects except for those that need to be in the OFA for air navigation or aircraft ground maneuvering purposes. • Object Free Zone (OFZ) is a defined volume of airspace centered above the runway centerline whose elevation at any point is the same as the elevation of the nearest point on the runway centerline. 34 Airports and the Newest Generation of General Aviation Aircraft

• Runway Protection Zone (RPZ) is trapezoidal in shape and centered on the extended runway centerline beginning 200 feet beyond the end of the hard surface area usable for takeoff or landing 5.2.7 Runway Lighting Runway lighting can be divided into edge lighting and approach lighting. Runway edge lights are placed along the edge of a runway, generally at 200-ft intervals. Such lights are designed to help pilots identify the edge of the surface prepared for landings and takeoffs. Runway lighting is required to provide 24-hour accessibility and support nighttime instrument approaches. There are three types of runway edge lights: 1. HIRL (high-intensity runway lights). This is the most intense runway edge lighting system and is most often found at high-activity airports having wider runways and precision instrument approaches. 2. MIRL (medium-intensity runway lights). This is the most common type of runway edge light- ing at most general aviation airports and is used to support an instrument approach. 3. LIRL (low-intensity runway lights). This type is most common in lower activity airports with- out instrument approaches. MIRL is the most common lighting system at GA airports and would be adequate for airports serving the new generation GA aircraft discussed in this guidebook. There are also lighted visual approach aids to help pilots locate the runway environment and establish a descent to a landing. Runway End Identifier Lights (REILs) are flashing strobe lights installed outboard of the end of the runway to help pilots locate the end of a runway. Precision Approach Path Indicators (PAPIs) or Visual Approach Slope Indicators (VASIs) provide a visual glide slope indication to the pilot through a series of red or white lights. Airport Toolbox 35 Source: http://www.naco.faa.gov/pdfs/ec_77_15JAN2009.pdf Figure 5-3. Pavement strength indicator from FAA airport facility directory.

5.2.8 Approach Lighting Systems (ALS) Approach lighting helps pilots identify the runway environment, particularly when executing an instrument approach. To obtain instrument approach minimums lower than 1-mile visibility, an ALS needs to be installed at the end of the runway. An ALS is a configuration of lights around the extended runway centerline that start at the runway threshold and extend outward into the approach zone. The system provides visual information on runway alignment, height, and hori- zon reference. The basic systems provide 1,400 feet of lights beyond the runway end. For a preci- sion approach, the system is normally 2,400 feet long. The most common types of lighting systems for airports serving small aircraft are shown in Figure 5-4. The need for and use of an ALS is determined in conjunction with the establishment of instrument approach procedures. 5.2.9 Runway Markings Runway markings provide additional data to pilots to identify their location relative to the run- way. The more precise the approach, the more pavement markings are used to identify the loca- 36 Airports and the Newest Generation of General Aviation Aircraft Source: FAA Order 6850.2A, Visual Guidance Lighting System. Figure 5-4. Approach lighting systems.

tion from the runway threshold. The most basic runway markings include the runway designa- tion (numbers) and a centerline. Additional markings, which are based on the type of instrument approach, include threshold markings, aiming points, and runway edge markings. For an air- port to accommodate new generation GA aircraft with instrument approach capability, at least nonprecision runway markings are recommended (see Figure 5-5). 5.2.10 Taxiways The runway allows an aircraft to land and take off, but other airfield infrastructure increases the margin of safety and utility of an airport. Taxiways facilitate the movement of aircraft on an airport, enhance air- port capacity, and support instrument approaches. The provision of a parallel taxiway avoids the need for aircraft to back-taxi on a runway. This increases the margin of safety at an airport and increases the amount of time the runway is available for arriving and departing aircraft. Per FAA AC 150/5300-13, Air- port Design, Appendix 16, any instrument approaches with visibility minimums less than 1 mile require a parallel taxiway. There are two types of infrastructure to support aircraft taxiing operations: taxiways and taxi- lanes. Taxilanes are located within apron and hangar areas, where aircraft are assumed to be mov- ing more slowly; thus, the FAA allows for some reduced clearances from other objects. Taxiways are used to provide access to all other areas of the airport. Table 5-4 summarizes taxiway standards for new generation GA aircraft. 5.2.11 Wildlife Hazard Management In addition to providing the appropriate infrastructure, the airport operator also needs to pro- vide a good operating environment for users of the facility; this includes minimizing potential hazards at the airport. The more activity and the larger the aircraft using the airport, the more important wildlife hazard management becomes. Airports certified under FAA Part 139 are required to consider wildlife hazard identification and mitigation as part of the certification process. Other airport operators may want to consider wildlife hazard management as well. As identified in the joint FAA-US Department of Agriculture (USDA) Wildlife Hazard Management Airport Toolbox 37 Source: FAA Advisory Circular 150/5340-1J, Standards for Airport Markings. Figure 5-5. Recommended markings. Key Taxiway Questions Is a parallel taxiway in place? If a parallel taxiway is not in place, are additional taxiways needed to support the desired instrument approach? What is the condition of the taxiway pave- ment and markings? Is the taxiway lighted or does it have reflectors?

38 Airports and the Newest Generation of General Aviation Aircraft ARC B-I small aircraft ARC B-II small aircraft ARC B-I small aircraft ARC B-II small aircraft Visibility Minimum Not lower than ¾ mile Lower than ¾ mile Width 25’ 35’ 25’ 35’ Runway to Taxiway Separation 150’ 240’ 200’ 300’ Taxiway Safety Area 49’ 79’ 49’ 79’ Taxiway Object Free Area 89’ 131’ 89’ 131’ Taxiway Object Free Area 79’ 115’ 79’ 115’ Source: FAA AC 150/5300-13, Tables 2-1 and 4.1. Table 5-4. Taxiway standards for new generation GA aircraft. for Airports guidance document, wildlife hazards cause more than 500,000 hours of aircraft downtime and cost U.S. civil aviation in excess of $500 million every year. The USDA can help airports in assessing wildlife haz- ards and identifying mitigation steps. The levels of man- agement range from prescribed grass mowing heights to fencing to active discouragement. The USDA offers con- sultation and management assistance to assess wildlife conflicts at airports and improve safety by reducing haz- ards associated with wildlife. The FAA also provides guidance in FAA AC 150/5200-33B, Hazardous Wildlife Attractant on or Near Airports, to help an airport identify potential wildlife concerns. Wildlife hazard assessment and management plans are addressed on a case-by-case basis. If it is a concern at a specific airport, a good place to start is by contacting the local USDA office to enlist assistance. 5.3 Instrument Approach One of the characteristics of new generation air- craft is the use of glass cockpits and other modern navigational equipment. Aside from an appropriate runway, having an instrument approach to provide all-weather access is probably the next most valuable asset for an airport seeking to attract new generation aircraft activity. One of the critical factors in providing all-weather access is the availability of instrument approaches to the airport with minimums as low as the airport and surrounding objects can allow. The airport’s ability to accommodate instrument approaches is tied to the clear areas off the sides and ends of the runway and the terrain and obstacles near the airport. Instrument approaches are established to a specific runway end. Key Wildlife Hazard Questions Are there existing wildlife issues at the airport? What steps has the airport taken to minimize these issues? Are there wildlife attractants on or near the airport area? Is a wildlife hazard assessment appropriate? Key Instrument Approach Questions How often do poor weather conditions (i.e., less than 1,000 ft ceiling and 3 miles visibility) occur? How are the aircraft using the airport equipped? If the airport has ground-based approaches, are sufficient parts and components readily available to maintain the equipment? What survey information is available or needed to identify terrain and obstacles located near the airport? Can the approach minimums be improved? What is involved? What is the cost?

The use of satellite navigation has significantly reduced the financial investment needed to establish or improve an instrument approach. However, aircraft must have approved equipment installed onboard to use the satellite-based approaches, which may require an investment by the aircraft operator. 5.3.1 Required Area Navigation (RNAV) Approaches RNAV refers to a general method of navigation where a pilot can choose any course within a network of navigation beacons, rather than navigating directly between beacons. An extension of RNAV is Required Navigation Performance (RNP); RNP involves a performance specification that an aircraft must meet before the intended flight path can be flown as well as a monitoring and alerting function if the performance specification is not met. Instrument approaches that specifically provide some form of vertical guidance are known as APVs (Approach Procedures with Vertical guidance). With the advent of Wide Area Augmentation Systems (WAAS), the potential for vertically guided approaches to airports without a precision approach has become a reality. WAAS, developed by the FAA, provides improved global position- ing system (GPS) accuracy for all phases of flight. WAAS uses a network of ground-based reference stations that measure changes in GPS satellite signals and transmit the corrections via other satel- lites to WAAS-enabled GPS receivers. RNAV approaches via GPS/WAAS are the primary type of procedure being developed by the FAA. The RNAV satellite-based approaches can include up to three sets of minimums: • LPV (Localizer Performance with Vertical guidance)—applicable to aircraft with IFR GPS/ WAAS receivers • LNAV/VNAV (Lateral Navigation/Vertical Navigation)—applicable to aircraft with IFR GPS and barometric altimeter input • LNAV (non-precision approach, Lateral Navigation only)—applicable to aircraft with at least an IFR GPS receiver The new RNAV approaches via LPV or LNAV/VNAV can provide horizontal and vertical guidance with minimums as low as a 200- to 250-foot ceiling and 1⁄2-mile visibility, subject to airport facility and terrain/obstacle clearance requirements. Even if an airport cannot support the lowest minimums, RNAV approaches can still provide improved instrument approach capability. Three primary areas are considered by the FAA during the establishment of an instrument approach: • Airport design standards • Terrain/obstacles on and around the airport, particularly in the approach and missed approach surfaces • Airspace, including procedures for surrounding airports 5.3.1.1 Airport Design Standards FAA Order 8260.3B, U.S. Standards for Terminal Instrument Procedures (TERPS), is the pri- mary guidance for establishing instrument approaches. According to TERPS Paragraph 122, “The runway landing surfaces must be adequate to accommodate the aircraft that can be reasonably expected to use the procedure. Appropriate runway markings, hold position markings, and signs required by AC 150/5340-1 shall be in place, and runway design standards in AC 150/5300-13 Appendix 16 must be met.” The airport standards for precision instrument approaches, approach procedures with vertical guidance, and non-precision approaches are summarized in Table A16-1 in FAA AC 150/5300-13, Airport Design. APV-RNP approaches provide the greatest opportunity for a GA airport operator to improve the facility’s instrument approach procedures. Table 5-5 summarizes key airport design considerations Airport Toolbox 39

that will affect potential APV-RNP minimums for an instrument approach to serve new genera- tion GA aircraft. In general, the lower the minimums, the larger the setback from the runway to buildings and other development. Although approaches that provide lower minimums are gen- erally more precise, they also result in the aircraft descending closer to the airport and the ground before being required to establish visual reference to the airport, thus necessitating larger clear areas or zones. Several steps are needed to establish a new or improved instrument approach procedure, particularly if survey information is not already on file with the FAA: 1. Review existing and future airport plans to determine if airport standards are met. 2. Review weather data (available from the National Climatic Data Center) to identify the need for an instrument approach, if not already identified in airport planning documents. 3. Determine if a vertically guided or non-vertically guided survey is needed. 4. Contract for surveying work per FAA specifications. 5. Complete the survey. 6. Submit the survey for validation. 7. After the survey is validated, formally request a new approach procedure. 8. Monitor the progress of approach procedure development. Airport operators can check on whether or not the FAA is developing a new approach or monitor the status of a known approach procedure being developed at http://avnweb.jccbi.gov/ schedule/production. Also, if it has not already occurred during an airport planning process, dur- ing steps 1 and 2 above, it is recommended that the airport operator coordinate with their FAA Airport District Office to ensure the FAA concurs with the type of instrument approach procedure being pursued. This coordination will allow the airport operator to ensure that the extent of the survey effort is appropriate. 40 Airports and the Newest Generation of General Aviation Aircraft Visibility Minimum 1 mile ¾ mile ½ mile Runway Length +’002,4+’002,3 Clear OFZ (runway length plus 200’ each end) ediw’003ediw’052 Runway Markings Nonprecision Precision Holding Position Signs and Markings Nonprecision Precision Runway Lighting LIRL/MIRL MIRL/HIRL Parallel Taxiway Recommended Required Approach Lights Recommended Recommended for LPV Clear Threshold Siting Surface1 (inner width by length by outer width) 20:1 (400’ x 10,000’ x 3,800’) 20:1 (800’ x 10,000’ x 3,800’) 34:1 (800’ x 10,000’ x 3,800’) Glidepath Qualification Surface - GQS for vertical guidance2 (inner width by length by outer width) 30:1 (runway width+100 feet each side x 10,000’ x 1,520’) 1 Airport design standards, also need to meet overlaying TERPS surfaces 2 If 34:1 surface is clear, 30:1 surface for vertical guidance should be clear Source: FAA AC 150/5300-13, Table A16-1B. Table 5-5. APV/RNP approach establishment criteria.

5.3.1.2 Obstacles As a part of requesting a new or improved instrument approach procedure, the airport opera- tor must provide the FAA with survey data. Such surveys can be fairly costly (approximately $30,000 to $50,000+ depending on the existing data and character of the area to be surveyed). The FAA has three Advisory Circulars detailing the required survey process: • FAA AC150/5300-16—General Guidance and Specifications for Aeronautical Surveys: Establishment of Geodetic Control and Submission to the National Geodetic Survey • FAA AC 150/5300-17B—General Guidance and Specifications for Aeronautical Survey Airport Imagery Acquisition and Submission to the National Geodetic Survey • FAA AC 150/5300-18A—General Guidance and Specifications for Submission of Aeronautical Surveys to NGS: Field Data Collection and Geographic Information System (GIS) Standards 5.3.1.3 Airspace During the FAA’s Airspace Analysis and approach procedure design process, the airspace for surrounding airports is also taken into consideration. Factors considered include other existing instrument procedures, arrival and departure routes, and any special use or restricted airspace in the airport vicinity. If the airport operator has concerns regarding surrounding airspace, such con- cerns should be discussed with the FAA Airport District Office before undertaking the survey effort. 5.3.2 Other Instrument Approach Procedure Improvements/Enhancements In addition to the actual instrument approach procedure, the airport operator can install facilities to enhance weather information and communications at the airport. These additional enhancements maximize the utility of the instrument approach procedure by providing local weather information for the lowest available minimums and direct communication with approach control. 5.3.2.1 Automated Weather Instrument approach procedures provide access to the airport, but the appropriate minimums for a specific instrument approach may depend on the local weather. Unless there is an airport traf- fic control tower (ATCT), local weather information is generally provided through an Automated Weather Observation System (AWOS) or Automated Surface Observation System (ASOS). The primary differences between the two systems are that ASOS can distinguish among types of pre- cipitation and detect lightning. 5.3.2.2 Ground Communication At airports without an ATCT, a desirable enhancement to an instrument approach procedure is direct ground communication with approach control. Without a means of direct communica- tion with approach control, the pilot must call the local approach control facility over the phone to receive an IFR clearance and a void time. When this occurs, approach control holds all other IFR traffic from arriving or departing the airport and the pilot must depart within the window of time before the void time in the clearance. The need to hold other aircraft operations reduces the capacity of the airport. To avoid phone clearances, airport operators may wish to consider the following ground communication systems: • Ground Communications Outlet (GCO)—An unstaffed, remotely controlled, ground-to- ground communications facility. Pilots at uncontrolled airports may contact air traffic control and Flight Service Stations (FSS) via VHF to a telephone connection to obtain an instrument clearance or close a VFR or IFR flight plan. Pilots may also get an updated weather briefing prior to takeoff. The GCO system is intended to be used only on the ground. Airport Toolbox 41

• Remote Communications Outlet/Remote Transmitter Receiver (RCO/RTR)—An unmanned communications facility remotely controlled by air traffic personnel. RCOs serve Flight Service Stations. RTRs serve terminal ATC facilities. An RCO or RTR may be UHF or VHF and will extend the communication range of the air traffic facility. There are several classes of RCOs and RTRs. The class is determined by the number of transmitters or receivers. RCO and RTR class O facilities are nonprotected outlets established for the express purpose of providing ground-to- ground communications between air traffic control specialists and pilots located at a satellite air- port for delivering en route clearances, issuing departure authorizations, and acknowledging IFR cancellations or departure/landing times. As a secondary function, they may be used for advisory purposes whenever the aircraft is outside the coverage of the primary air/ground frequency. 5.3.3 Next Generation Air Transportation System Satellite-based approaches are the first step in the FAA’s transition to the Next Generation Air Transportation System (NextGen). According to the FAA, NextGen is the “transformation of the National Airspace System, including the national system of airport using 21st century technologies to support aviation expected growth.” The elements anticipated to be part of NextGen include • Automatic Dependent Surveillance Broadcast (ADS-B) • System Wide Information Management (SWIM) • NextGen Data Communications • NextGen Network Enabled Weather and National Airspace System (NAS) Voice Switch. The benefits of NextGen include trajectory-based operations, collaborative air traffic manage- ment, and reduced weather impacts. NextGen air traffic control has been repeatedly identified by industry representatives as important to maximizing the utility of new generation GA aircraft. The envisioned benefits from NextGen include more direct routing and increased airspace capacity. Two major new technologies will affect airports directly: WAAS/LPV discussed above and ADS-B (Automatic Dependent Surveillance—Broadcast). However, WAAS by itself is not a suffi- cient replacement for ILS because its accuracy does not match the least-demanding CAT I preci- sion approach specifications. Therefore, the FAA is undertaking to develop LAAS (Local Area Augmentation System) to support satellite approaches with ILS-like minimums. ADS-B is a technology where an aircraft determines its own position via GPS and then broad- casts the position (using “ADS-B out”) to other aircraft and ground stations that have “ADS-B in” equipment that can receive the signals. In principle, the use of this technology could increase both airspace and terminal area capacity and safety by improving visual accuracy under VFR, allowing reduced spacing and separation of aircraft en route and on final approach, and providing safer ground opera- tions under low-visibility conditions. The FAA has announced a three-phase timetable for implementation that stretches out to 2020. The FAA has been conduct- ing trial programs using ADS-B. One area of concern is that it may be expensive for individual aircraft owners to equip their planes with the technology. 5.4 Ground Access To complete the transportation process, ground access is often considered one of the most important facets of airport services after runway length and instrument approaches, particularly for commercial operations. The type of ground transportation needed is closely related to the pur- 42 Airports and the Newest Generation of General Aviation Aircraft Key NextGen Questions What NextGen implementation is occurring in my region? Are there steps we can take to better position ourselves to take advantage of NextGen?

pose of the aircraft operation. Any special considera- tions for commercial operations are identified within each of the ground access subsections below. Operators of locally based aircraft have an established method of ground transportation. Aircraft being oper- ated for business or corporate purposes may also have an established means of arranging for ground trans- portation. However, commercial operations by new generation aircraft that may bring or draw new users to the airport need assistance with ground access from the airport operator. Although personal vehicles and airport courtesy cars may meet the needs of traditional GA operations by new generation aircraft, they may not be adequate for commercial operations. Public ground transportation probably will be extremely important for commercial operations, where passengers may have many different destinations. Depending on community size, taxi ser- vice, rental cars, and/or some form of on-demand pub- lic transportation may be needed. Passengers arriving via chartered aircraft may be able to make arrange- ments via the charter company. The passenger’s choice of ground transportation depends largely on trip time from origin to destination. According to the FAA AC 150/5070-6B, Airport Master Plans: If total trip time is under three hours, travelers are particularly sensitive to the duration of the ground access portion of an air travel trip. The regional roadway network, on-airport circulation roadways, and parking facilities are the principal components of the ground access system. Although ground transportation options may be more limited at GA airports, the elements in the process are similar. These elements include • Storage of vehicle during trip • Mode of ground transportation • Routing information • Signage Each community and each airport is unique, so no particular recommendation is appropri- ate for all. One of the most important steps in analyzing ground access is to understand the type of operations at the airport and the related needs of the airport users. The airport operator can ascertain the types of operations by interviewing key users of both based and transient aircraft as well as airport-based businesses. It is important to understand current ground access patterns and options as well. 5.4.1 Automobile Parking Adequate automobile parking is important. Parking needs to be provided for airport users, employees, and patrons of other on-airport businesses. Automobile parking requirements are likely to be greater at airports that support commercial operations. The physical areas reserved for automobile parking should be paved if possible, well marked and signed, and clear of weeds or undesired vegetation. The area should have good access to the airport entrance road Airport Toolbox 43 Key Ground Access Questions How can arriving pilots and passengers travel from the airport to the community? Are there personnel at the airport to help arrange transportation and/or provide directions? Is good signage in place to make it easy to find the airport from the community? For air taxi operators, is there signage to where the operator is located on the airfield? If there is public transportation in the community, does it serve the airport? Are phones, maps, directions, etc. readily available? Is road access user-friendly and can it accommodate airport travelers by use of different modes of transportation?

or public road that serves the airport and the parking area should be as close as possible to the facilities from which passengers are dropped off or will be boarding aircraft. ADA parking requirements should also be incorporated. The amount of area needed to accommodate automobile parking is driven by the passen- ger traffic that the airport currently has and is anticipating. A general rule of thumb for auto- mobile parking is that a parking lot appears to be full if 85% of the parking spaces are full. Therefore, it is prudent to plan for approximately 118% of the necessary number of parking spaces to accommodate passenger traffic. As a starting point, the Aircraft Owners and Pilots Association (AOPA) Fact Card provides an estimate of 2.5 passengers per general aviation air- plane. This figure needs to be increased as the size of the aircraft using the airport increases. A typical straight-in (90°) automobile parking space ranges from a minimum of 8.5 feet wide and 18 feet deep to 10 feet wide by 20 feet deep with a 20-foot wide travel lane. However, local development standards may dictate the required parking space size as well as the number of ADA-accessible spaces. If rental cars or other vehicles are kept at the airport, provisions to park these vehicles are also needed. For automobile parking associated with FBO operations and corporate tenants, well thought out policies about the location, setbacks, aesthetics, and maintenance of the area will reflect well on the airport. At a minimum, parking must be sufficient to accommodate employees and patrons; beyond that, the amount of space required can be determined in many ways. 5.4.2 Passenger Pick-up and Drop-off Along with vehicle parking, the provision of a passenger pick-up area can enhance the customer service experience at an airport. If passenger pick-up occurs at the airport, either via private vehi- cle, public transportation, or taxi, it is beneficial to have a curb front close to the terminal facility. The required length of the curb front should be determined based on the potential number of wait- ing vehicles, which in turn should be determined based on usage during a busy day. The curb front area should be wide enough for a vehicle to be parked and one to pass by. To serve automobiles, it is typical to provide two 10- to 12-foot-wide lanes. 5.4.3 Mode of Ground Transportation When assessing the mode of transportation, it is important for the airport operator to identify what is feasible in the community and how the mode of transportation can best be accommodated on the airport. Although private vehicles may be the most common mode of transportation, an air- port should explore other options that may be available. Is there public transportation that is or could provide access to the airport? Can arrangements be made to have rental cars available at the airport either through rental agencies or possibly an automobile dealership? Depending on the level of activity at the airport, an FBO may handle rental car arrangements as part of the services pro- vided. Is taxi service available in the community? Depending on the level of demand, taxi service could be staged or by call. Table 5-6 identifies issues that should be considered for the various modes of ground transportation. 5.4.4 Routing Information Although the airport operator cannot directly influence the off-airport transportation system, it is helpful to convey airport needs to the agencies responsible for the surrounding transportation sys- tem. Other agencies that may be involved with surrounding surface transportation include the Federal Highway Administration (FHWA), Federal Transit Administration (FTA), State 44 Airports and the Newest Generation of General Aviation Aircraft

Department of Transportation (DOT), a Metropolitan Planning Organization (MPO), or a regional planning commission. An open line of communication with surface trans- portation agencies can enable the airport operator to provide input if proposed off-roadway improvements will be detrimental to the airport (such as being too close to a runway end). In addition, some communities allow businesses or organizations to adopt a roadway to assist with clean-up. 5.4.5 Signage If someone is traveling to or from the airport for the first time, signage is typically an important consideration. Good signage can become even more critical if the airport supports commercial operations. If additional signage is needed, it is important to know what agency has jurisdiction over each of the roadways in order to pursue the installation of additional signage. The jurisdiction is important because some agencies (e.g., state DOTs) may have more specific requirements that need to be met. At a minimum, it is desirable to have signage at key turns near the airport from all directions. Figure 5-6 shows an example of airport wayfinding signage. At larger facilities, on-airport signage may be needed to direct travelers once they arrive at the facility. A clear and concise system of signage provides good customer service. At airports with multiple terminal facilities, on-airport signage is important for easy wayfinding, especially for commercial operations users who may be unfamiliar with the airport. In addition to providing directions, signs can be used for other purposes (e.g., to display the national GA security hotline phone number or to remind pilots to close their flight plan). 5.5 Ground Handling Services The major amenities at an airport consist of ground handling services and landside facilities. Ground handling services are all those services provided by an airport operator or private business entity to support the aircraft while it is on the ground. Airport Toolbox 45 Private Vehicle Public Transportation Taxi Rental Car Bicycle Likely Users Local passengers; Employees; Business patrons; Prearranged rides for arriving passengers Local and Transient Passengers; Employees; Business patrons Transient passengers Transient passengers Pilot and passengers; Employees; Business patrons Needs Parking; Pick-up area Pick-up area; Schedule information Staging area; Call for ride provision Parking Reservations provision Storage rack Challenges Space for parking Availability in community Availability in community Availability; Space for Parking Safe route; Length of journey Source: Aerofinity, Inc. analysis. Table 5-6. Ground access mode considerations. Key Routing Information Questions Is there a direct route from the community to the airport? What are the road conditions? Is there more than one typical route? Are any roadway clean-up opportunities available?

46 Airports and the Newest Generation of General Aviation Aircraft Source: Aerofinity, Inc. Figure 5-6. Sample airport wayfinding sign. The airport operator must understand the purpose of the aircraft operation in order to provide appropriate ground handling services. Although the operator of a single-engine piston aircraft on a personal flight may be very happy with cost-effective self-serve fuel and parking, typically business, corporate, or commercial operations want higher levels of customer service and the convenience of full service. The most common methods of providing ground handling services at an airport are by contract- ing with a private FBO or providing the services with the airport operator’s own employees. FBOs are commercial aviation businesses specializing in servicing aircraft. The busier an airport is, typ- ically the more economically viable it is for an FBO to provide the services. At low-activity facili- ties, it is more common for an airport operator’s employees to provide ground handling services. These services and accompanying terminal facilities may be a customer’s first impression of the air- port and community, so it is important to provide high-quality services. A ground handling service provider generally recoups the cost of the services through fuel sales and other purchases. If an airport is primarily being used to drop off and pick up passengers, using ground handling services, but without the aircraft operators purchasing fuel or other supplies, some type of service fee may need to be considered to compensate the service provider and airport operator for the cost of accommodating the aircraft. 5.5.1 Core Services Core ground handling services generally include fuel- ing, line service, aircraft maintenance, and aircraft storage. Other services that may be provided by an FBO or specialized service provider include but are not lim- ited to flight training, aircraft rental, charter operations, avionics service, aircraft sales, and parts sales. This sec- tion will cover the core services, with additional consid- eration given to the physical buildings in the following landside development section. The airport operator should pursue leases and con- tracts with the FBO that have a customer-service Key Ground Handling Questions When are ground handling services needed: business hours, business hours plus afterhours on call, or 24/7? How can an airport operator ensure that all aircraft are treated equally? Are staff qualified and appropriately trained, and is the service professional? What additional services beyond the core services should be provided at the airport to enhance the customer service experi- ence? Can the existing provider offer those services?

focus. This can be accomplished through a comprehensive set of FBO minimum standards. Minimum standards prescribe the basic level of service required to be provided by different types of businesses located on the airport so as to provide a level playing field if multiple businesses are pro- viding the same type of services. The airport operator should also ensure that leases and contracts protect the airport’s ability to increase aircraft traffic, thereby serving the local community and are not just developed in a way that allows the FBO to maximize profits. FAA requirements regarding exclusive use and minimum standards are in FAA AC 150/5190-6, Exclusive Rights at Federally Obligated Airports, and FAA AC 150/5190-7, Minimum Stations for Commercial Aero- nautical Activities. Although fueling is the most essential ground handling service and typically one of the largest GA revenue generators, it is only one aspect of ground handling services. The level and type of activity at the airport, size of community, competition from surrounding airports, and expectation of users all need to be carefully considered by the airport operator to iden- tify the appropriate level of ground handling service needed at the airport. Table 5-7 lists many of the common ground handling services and is intended to be a guide for reviewing Airport Toolbox 47 Potential Service Items Considerations Fueling 100LL Jet A Lubricants Self-serve or full-serve Sufficient demand for JetA to sell within shelf life Fuel supplier as resource if establishing new system Number and size of fuel tanks Number and size of fuel trucks Line Service (services) Convenient aircraft parking Tug service Load/unload assistance Escorted apron auto access Covered aircraft loading area Auto pick-up loading area Ground power unit Battery cart Lavatory service Oxygen/nitrogen service Crew cars Engine pre-heat Complimentary coffee/ice Catering Rental cars Aircraft cleaning Deicing Hotel/restaurant reservations Size of aircraft using airport Purpose of flight of aircraft using airport Demand for 24 hour service Provisions for after hour on-call service Employee training Security for parked aircraft Basic or red carpet service expectations Compliance with regulations for chemical use Expedite service with on-line arrival reservations Line Service (facilities) Restrooms Counter space/office Waiting lounge Pilot lounge/rest areas Weather/flight planning Snack/vending/restaurant Business center Conference room Wireless Internet Visual impression of operations ADA accessibility Would restaurant serve primarily airport users or general public also? Would meeting provisions make airport destination rather than travel into community? Maintenance Engine Structures Avionics Employee training/certification (A&P mechanic) Type of aircraft to be served Competition from surrounding airports Aircraft storage Long-term hangar space Overnight hangar space Tie-downs Size of aircraft that need to be accommodated In-out service Space available for future development Source: Aerofinity, Inc. analysis. Table 5-7. Core ground handling services.

the current and potential ground handling services at an individual airport. Not all services are available or appropriate at all airports. 5.5.2 Aircraft Parking Aprons Aircraft need a place to go after landing. Although locally based aircraft may taxi to a storage facility, transient aircraft need a place to park. The aircraft parking apron is designed to serve tran- sient aircraft and may also serve any locally based aircraft not stored in hangars. The ideal aircraft parking apron is visible from the airfield to assist the pilots in wayfinding and should be located near the ter- minal facility. The size of the apron should be based on typical busy day (i.e., 10% more traffic than an average day) demand, considering both number and size of air- craft. A survey of aircraft parking and/or interviews with ground handling service providers is often a good way to identify busy day demand. To accommodate the full range of new generation GA aircraft, apron pavements should be designed to accommodate aircraft weighing up to 12,500 pounds. Although airfield pavements can be either asphalt or concrete, generally it is recommended that aprons be constructed of concrete to avoid heavier aircraft sink- ing into asphalt pavement when parked on hot days and to avoid potential chemical interaction between any spilled or dripped fuels and the pavement. In addition, keeping the apron clear of debris is an important maintenance consideration. Most new generation GA aircraft that are the subject of this guidebook fall into Airplane Design Group I, with a few models in Group II that have slightly larger than a 49-foot wingspan. Table 5-8 lists estimated apron areas to accommodate Group I and II aircraft, including an allowance for 10-foot wingtip clearance. These dimensions are based on pull-through parking. Nesting of aircraft can increase apron area utilization by maximizing the parking area associated with each taxilane as shown in Figure 5-7 for ARC B-I. To provide the highest level of customer service, some airports (or FBOs) have developed cov- ered loading and unloading areas, as shown in Figure 5-8. 5.5.3 Hangar Development Aircraft hangars provide protected storage for airplanes while planes are on the ground. The sophistication of hangars can vary from open storage (roof only) to a full-service corporate hangar. The location of an airport determines in part the type of shelter desired for aircraft storage, and the 48 Airports and the Newest Generation of General Aviation Aircraft Airplane Design Group Without Taxilane (sq. yards) With Taxilane at Edge (sq. yards) With Taxilane (sq. yards) Group I 360 755 960 Group II 490 1,075 1,385 “Taxilane at Edge” refers to the taxilane at the edge of the apron with the object free area extending off apron over the grass. Source: FAA Central Region, Apron Size Calculator for Transient Aircraft. Table 5-8. Apron area planning guidelines. Key Parking Apron Questions How close is the apron parking space to the terminal building? If apron parking space is congested, are there plans for expansion? Is tug service available to park/stage air- craft more closely? If facilities are limited, are there steps the airport can take to make sure a high level of customer service is still being provided?

Airport Toolbox 49 Source: FAA Advisory Circular 150/5300-13, Airport Design Appendix 5. Figure 5-7. Apron layout for ARC B-I. use of the aircraft can also influence the type of hangar facilities needed. Some key issues related to hangars include existing availability, developable space, and pri- ority for accommodation if space is limited. As described in Table 5-9, four typical types of hangars exist at an airport: T-hangars, conventional hangars, executive or box hangars, and corporate hangars. Airport operators should assess if existing hangars can accommodate the various types of new generation GA aircraft. The size of the hangar and door height determine the size of aircraft that can be accom- modated. When assessing T-hangars it is important to consider both wing depth and tail depth, as shown on Figure 5-9. Two methods typically are used when considering further hangar development—airport operator devel- opment and private enterprise development. Depend- ing on airport policies and funding availability, the airport operator may develop hangars or may lease the Source: Montgomery Aviation, Indianapolis Executive Airport. Figure 5-8. All weather arrival and departure canopy. Key Aircraft Hangar Questions If a new operator wants to base at the air- port, is there space for the development of additional hangars? Is the hangar space turn-key with taxiways, roadways, and utilities in place, or does utility infrastructure need to be provided before the area can be developed? If development space is limited, is there a process for determining the priority to accommodate aircraft, by size, first-come first-serve, costs of development, etc.? Is the space convenient for the FBO to pro- vide services? Are overnight accommodations available for transient aircraft? Are minimum standards in place to protect the investment in a hangar?

50 Airports and the Newest Generation of General Aviation Aircraft T-hangar A grouping of hangars in a rectangular shaped building. The name is derived from the shape that the hangar within the rectangular building takes in the form of a T. Typical T-hangars have door widths of approximately 45 feet. Conventional Hangar A square or rectangular-shaped hangar with large open-bay spaces capable of accommodating multiple aircraft in a community setting. Conventional hangars typically range in size from 75 feet by 75 feet to upwards of 100,000 square feet per building. Such hangars are typically owned and operated by an FBO. Conventional hangars are also referred to as community hangars. Executive (Box) Hangar A square or rectangular-shaped hangar that usually stands alone and is designed primarily to accommodate the business aircraft operations of a single company or individual who may or may not service (and stage) their own aircraft. Executive hangars are typically larger than stand-alone T-hangars, but smaller than most corporate hangars. In many cases, office, shop, and/or storage space is located within the structure. Corporate Hangar A square or rectangular-shaped hangar similar to a conventional hangar, but used to accommodate the business aircraft operations of a single company who typically services (and stages) its own aircraft. Corporate hangars, which typically stand alone, are usually larger than executive hangars. Source: Aerofinity, Inc. Table 5-9. Common types of hangar facilities. Figure 5-9. T-hangar dimensions. ground to a private developer who, in turn, constructs hangar facilities. In either case, the opera- tor may want to develop specific construction guidelines to be followed. If an airport has received FAA grant funds, it is important that leases are at fair market value to meet FAA grant assurances. 5.5.4 Commercial Operations Commercial operations, particularly on-demand air taxi and per-seat on-demand, may require additional ground handling services. Although the services identified in Table 5-10 could apply to all aircraft regardless of flight purpose, these services may be more important in serving commer- cial operations whose passengers may be less familiar with GA. 5.6 Landside Development Landside facilities support airport activity by accommodating aircraft operators and passengers transitioning between the landside and airside environments. These facilities are the interface between the airport and the community. The interrelationship between various landside facilities

Airport Toolbox 51 should enhance the customer service experience at an airport. The primary landside facilities gen- erally include the terminal facility and other support facilities. 5.6.1 Terminal Facility As with commercial service airports, many GA air- ports have a building that serves as a terminal. The terminal facility provides a “meet and greet” location on the airport site. Depending on the circumstances, a single building may serve as the terminal and house various airport-related businesses, or there may be one or more independent FBO facilities that serve as terminals. At some smaller airports, the terminal facility may also house the administrative functions of the airport. The terminal building needs to meet the functional needs of the aircraft operators. The level of operations at an airport will drive the amenities provided in the terminal. All terminals should at least provide the basics of shelter, restrooms, and telephone communications. Additional services may include food vend- ing machines or more full-service food and beverage options, as well as flight planning provisions and weather briefings for pilots. If the terminal facility is a public-use building, then ADA accessi- bility will be required. Table 5-11 lists potential terminal facility functions and planning considerations. The core func- tions are listed first followed by potential improvements or enhancements based on the type of operations and demand at the airport. 5.6.2 Other Support Facilities 5.6.2.1 Airport Rescue and Fire Fighting (ARFF) Many GA airports do not operate under FAR Part 139 certificates that require ARFF facilities to be present on the airfield. Without the requirement for ARFF facilities, some airports have worked cooperatively with their local communities to develop fire stations on or near the airport that serve the community and provide a quick response to any incidents at the airport. To enhance these Potential Service Items Considerations Passenger Check-in Counter space Office space Secured storage space Baggage weight and check Number of passengers Frequency Contracted through an existing business Waiting Area Restrooms Seating Vending Phone Wireless Internet Can passengers intermix with traditional GA users? Length of wait time Other Ground Transportation Assistance First aid station ATM Community information What other services make access more convenient? Source: Aerofinity, Inc. analysis. Table 5-10. Ground handling services for commercial operations. Key Terminal Facility Questions Is building convenient to the airfield? Who needs to use the building? When is the building open (business hours, 24/7, etc.)? What basic services inside the building should be provided? What additional services/amenities could be offered to improve the customer service experience?

Function Use Consideration Other Considerations Restrooms Separate men’s and women’s ADA compliant Keep clean and well stocked Shower provisions for transient pilot 24 hour access Counter Space Potential Users: Ground service provider Commercial operations Rental cars Length of counter dependent on size of operation Office space in close proximity Office Space Potential Users: Airport operator Airport businesses Varies by number of people to be accommodated in space Storage Space Secured storage for supplies Depends on business demand Lounge/Waiting Area Waiting space for passengers and/or pilots View of airfield What is usage on busy day? How many passengers could be on the largest aircraft? Proximity to counter space Flight planning Computer, Internet and telephone access Separate room shielded from ambient noise Vending/Kitchenette Food and drink provision for customers and employees Eating area Additional refrigerated storage needed for catering aircraft? Retail Sales Pilot supplies or aviation items for sale Depends on demand Pilot Rest Area Separate quiet sleep/rest area How many transient pilots are typically present at once? Meeting Room Space Airport operator use for board meetings Could be made available or rented for business use Depends on board meeting requirements Video presentation equipment? Business Center Computer, fax, Internet access Complement to meeting space Separate room shielded from ambient noise Classroom Space May be used for flight training Could be a multi-purpose room Wireless Internet For waiting pilots and passengers Accommodate increased pilot use of electronic flight bags Service for waiting passengers Restaurant Food service at higher activity facilities Could it draw from airport employees, customers and community? Could also assist in providing aircraft catering Source: Aerofinity, Inc. analysis. Table 5-11. Terminal facility functions and considerations.

services, communities may also provide airport familiarity and aviation-specific response training to fire department personnel. 5.6.2.2 Airport Maintenance Building Landside development may also include airport operator-owned buildings to support mainte- nance responsibilities, including but not limited to, mowing, facility repair, and snow removal (in northern climates). These buildings are generally sized on a case-by-case basis to meet the needs of the airport operator. 5.6.2.3 Security Although GA airports are not under the same guidelines as commercial FAA Part 139 airports, GA security regulations have become more strict since the terrorist attacks of September 11th and are anticipated to become even stricter over time. Limiting airfield access and providing well- lit facilities is important to creating a safe and secure environment. The Transportation Security Administration (TSA) has published security guidelines for GA airports. These guidelines rec- ognize that every GA airport is unique. The TSA guidelines include a self-evaluation tool to help airports identify the most appropriate security measures to consider. Also, a national hot- line (866-GA-SECURE) has been established to allow for the reporting of suspicious activity at GA airports. 5.7 Summary This chapter provides airport operators with general guidance for evaluating the current capa- bility of an airport to accommodate the various sizes of new generation GA aircraft. Airport devel- opment is complex and requires compliance with federal, state, and local regulatory measures and standards. This document is not intended to replace professional planning and design services or agency coordination, but to provide information to help the airport operator determine what assis- tance may be required. 5.8 Helpful References and Resources ACRP Synthesis 3: General Aviation Safety and Security Practices, http://onlinepubs.trb.org/onlinepubs/acrp/ acrp_syn_003.pdf. This synthesis study identifies current practices in safety and security at GA airports. It reviews resources used by the general aviation community in (1) developing safety and security programs and funding sources and (2) addressing issues that determine the amount of money spent on such programs. This synthesis also describes current practices that GA airports use to keep facilities safe and secure. American Association of Airport Executives (AAAE) training program website, http://www.aaae.org/training_ professional_development/interactive_employee_training/. The Interactive Employee Training (IET) System is an interactive computer-based training system that uses digital video captured on location at an airport. The interactive program is loaded onto specialized, dedicated IET workstations installed at the airport. The IET operating system automatically stores and tracks each individual training record. Consortium for Aviation System Advancement, Florida NGATS Airports Classification Report, http://www.casa. aero/adminUploads/CASA%20Florida%20NGATS%20Airport%20Classification%20Report%20A.pdf. This report establishes a Next Generation Air Transportation System (NGATS) classification standard to classify an airport based on the facilities and services available at that airport. U.S. Department of Transportation, Research and Innovative Technology Administration (RITA), Airport Ground Access Planning Guide, http://ntl.bts.gov/DOCS/AGAPP.html. This report outlines the process for planning ground access to airports within the context of current laws, regulations, and procedures. The report identi- fies the key components of an airport access work program, discusses performance measures, and provides extensive information on alternative strategies for improving airport access conditions. Erect-a-Tube.com. Erect-a-Tube Hangar Size Chart, http://www.erect-a-tube.com/size_2.html. This site provides a list of aircraft models and wing spans, heights, and lengths with Erect-A-Tube’s associated hangar model. Airport Toolbox 53

FAA Advisory Circular 150/5070-6B, Airport Master Plans, http://www.faa.gov/airports_airtraffic/airports/resources/ advisory_circulars/media/150-5070-6B/150_5070_6b_chg1.pdf. This advisory circular provides guidance for preparing master plans for airports that range in size and function from small GA to large commercial service facilities. Specifically, Chapter 4 covers a public involvement program and Chapter 8 covers airport facility requirements. FAA Advisory Circular 150/5190-4A, Model Zoning Ordinance to Limit Height of Objects Around Airports, http:// rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/35e1883669b46c6a86256c690074e9 20/$FILE/150_5190_4a.pdf. This advisory circular provides a model zoning ordinance to be used as a guide to control the height of objects around airports. FAA Advisory Circular 150/5190-6, Exclusive Rights at Federally Obligated Airports, http://www.airweb.faa.gov/ Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/3df9402e6cae52048625725d00699cb2/$FILE/ 150_5190_6.pdf. This advisory circular provides guidance on how an airport operator can comply with the statutory prohibition on the granting of exclusive rights, which is one of the obligations assumed by the air- port sponsors of public airports that have accepted federal assistance, either in the form of grants or property conveyances. FAA Advisory Circular 150/5190-7, Minimum Standards for Commercial Aeronautical Activities, http://www. faa.gov/airports_airtraffic/airports/resources/advisory_circulars/media/150-5190-7/150_5190_7.pdf. This advisory circular provides basic information pertaining to the FAA’s recommendations on minimum stan- dards and related policies for commercial activities on airports. Although minimum standards are optional, the FAA highly recommends their use and implementation so as to minimize the potential for violations of Federal obligations at federally obligated airports. FAA Advisory Circular 150/5200-33B, Hazardous Wildlife Attractants on or Near Airports, http://rgl.faa.gov/ Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/532dcafa8349a872862573540068c023/$FILE/ 150_5200_33b.pdf. This advisory circular provides guidance on certain land uses that can attract hazardous wildlife on or near public-use airports. It also discusses airport development projects (including airport con- struction, expansion, and renovation) affecting aircraft movement near hazardous wildlife attractants. FAA Advisory Circular 150/5200-36, Qualification for Wildlife Biologists Conducting Wildlife Hazard Assessments and Training Curriculums for Airport Personnel Involved in Controlling Wildlife Hazards on Airports, http:// rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/9F72C90F40350F598625719B006A 018D?OpenDocument&Highlight=wildlife. This advisory circular describes the qualifications for wildlife biol- ogists who conduct Wildlife Hazard Assessments for airports certificated under Title 14, CFR Part 139 (14 CFR, Part 139). In addition, it addresses the minimum wildlife hazard management curriculum for the initial and recurrent training of airport personnel involved in implementing an FAA-approved Wildlife Hazard Management Plan. FAA Advisory Circular 150/5220-10D, Guide Specification for Aircraft Rescue and Fire Fighting Vehicles, http:// www.faa.gov/airports_airtraffic/airports/resources/advisory_circulars/media/150-5220-10D/150_5220_10d. pdf. This advisory circular contains information, references, and guidelines for a family of aircraft rescue and fire fighting (ARFF) vehicles. FAA Advisory Circular 150/5300-13, Airport Design, http://www.faa.gov/airports_airtraffic/airports/resources/ advisory_circulars/media/150-5300-13/150_5300_13.pdf. This advisory circular contains the FAA’s stan- dards and recommendations for airport design. Specifically, Appendix 16 addresses new instrument approach procedures. FAA Advisory Circular 150/5300-14B, Design of Aircraft Deicing Facilities, http://rgl.faa.gov/Regulatory_and_ Guidance_Library/rgAdvisoryCircular.nsf/0/f78f1ca0bb3a1f7a862573ed004fddcc/$FILE/150_5300_14b.pdf. This advisory circular provides standards, specifications, and guidance for designing aircraft deicing facilities. FAA Advisory Circular 150/5300-16A, General Guidance and Specification for Aeronautical Surveys: Establishment of Geodetic Control and Submission to the National Geodetic Survey, http://www.faa.gov/airports_airtraffic/ airports/resources/advisory_circulars/media/150-5300-16A/150_5300_16a.pdf. The establishment of geodetic control by permanent survey monuments in the airport vicinity is critical to the National Airspace System (NAS). These monuments and their accurate connections to the National Spatial Reference System (NSRS) assure accurate relativity between surveyed points on an airport and between these points and other surveyed points and facilities in the NAS, including the navigation satellites. This advisory circular explains the specifi- cations for establishing geodetic control on or near an airport. It also describes how to submit the information to the National Geodetic Survey (NGS) for approval and inclusion in the NSRS in support of aeronautical information surveys. FAA Advisory Circular 150/5300-17B, General Guidance and Specifications for Aeronautical Survey Airport Imagery Acquisition and Submission to the National Geodetic Survey, http://www.faa.gov/airports_airtraffic/airports/ resources/advisory_circulars/media/150-5300-17B/150_5300_17b.pdf. This advisory circular provides the specifications for Airport Imagery acquisition and how to submit the imagery for review and approval in sup- port of aeronautical information and airport engineering surveys. 54 Airports and the Newest Generation of General Aviation Aircraft

FAA Advisory Circular 150/5300-18B, General Guidance and Specifications for Submission of Aeronautical Surveys to NGS: Field Data Collection and Geographic Information System (GIS) Standards, http://www.faa.gov/ airports_airtraffic/airports/resources/advisory_circulars/media/150-5300-18B/150_5300_18B_planning_ guidance_only.pdf. The primary purpose of this advisory circular is to list the requirements for data collection conducted at airports in support of the FAA Airport Surveying–GIS Program. FAA Advisory Circular AC 150/5320-6D, Airport Pavement Design and Evaluation, http://rgl.faa.gov/Regulatory_ and_Guidance_Library/rgAdvisoryCircular.nsf/0/F514949B9B3E8AE686256C750070206E?OpenDocument &Highlight=pavement. This advisory circular provides guidance on the design and evaluation of pavements at civil airports. FAA Advisory Circular 150/5320-12C, Measurement, Construction and Maintenance of Skid Resistance Airport Pavement Surfaces, http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/2b97b 2812be290e986256c690074f20c/$FILE/150-5320-12C.pdf. This advisory circular provides guidance on how to locate and restore areas on the pavement surface where friction has deteriorated below acceptable levels for aircraft braking performance. FAA Advisory Circular 150/5325-4B, Runway Length Requirements for Airport Design, http://www.faa.gov/ airports_airtraffic/airports/resources/advisory_circulars/media/150-5325-4B/150_5325_4b.pdf. This advisory circular provides guidance for airport designers and planners to determine recommended runway lengths for new runways or extensions to existing runways. FAA Advisory Circular 150/5340-1J, Standards for Airport Markings, http://www.airweb.faa.gov/Regulatory_and_ Guidance_Library/rgAdvisoryCircular.nsf/0/8852E94E6586FDD28625700300509565?OpenDocument&High light=standards%20for%20airport%20markings. This advisory circular contains the FAA standards for mark- ings used on airport runways, taxiways, and aprons. FAA Advisory Circular 150/5340-30D, Design and Installation Details for Airport Visual Aids, http://rgl.faa.gov/ Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/260F28AEBB44618F862574E300685FAA?Open Document. This advisory circular provides guidance and recommendations on the installation of airport visual aids, including lighting systems. FAA Advisory Circular 150/5360-9, Planning and Design of Terminal Buildings at Non-Hub Locations, http://www. faa.gov/airports_airtraffic/airports/resources/advisory_circulars/media/150-5360-9/150_5360_9.pdf. This advi- sory circular provides guidance material for the planning and design of airport terminal buildings at nonhub locations. FAA, Design Software, http://www.faa.gov/airports_airtraffic/airports/construction/design_software/. This web- site links to software programs relevant for various aspects of airport pavement design and airspace analysis. FAA, Airport/Facility Directory, http://www.naco.faa.gov/afd.asp?cycle=afd_15JAN2009&eff=01-15-2009&end= 03-12-2009. This publication details the facilities available at public use airports in the United States. FAA Bulletin, Best Practices—Surface Access to Airports, http://www.faa.gov/airports_airtraffic/airports/resources/ publications/reports/media/bulletin_1_surface_access_best_practices.pdf. This document provides informa- tion to facilitate airport coordination with surface transportation agencies. It also identifies current and future research in the planning and design of airport surface access facilities related to terminal curbside, access roads, and pedestrian walkways. FAA, Digital Procedures Publication, http://www.naco.faa.gov/index.asp?xml=naco/online/d_tpp. This provides PDF files of the U.S. Terminal Instrument Procedures, including approach, arrival, and departure procedures. The document includes the instrument procedure as well as associated minimums. FAA, Maximizing Airport Operations Using the Wide Area Augmentation System (WAAS), http://www.faa.gov/ about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/media/MaximizingAirport OperationsUsingWAAS.pdf. This document provides an overview of the benefits that WAAS offers to airports and provides information on the steps that airports can take now to begin realizing these benefits. FAA, Next Generation Air Transportation System website, http://www.faa.gov/about/initiatives/nextgen/. This site provides information and updates on the development of FAA’s NextGen initiative. FAA Order 6850-2A, Visual Guidance Lighting Systems, http://www.faa.gov/documentLibrary/media/Order/ND/ 6850.2A.pdf. This order contains installation criteria for all visual guidance lighting systems. FAA Order 8260.3, US Terminal Instrument Procedures (TERPS), http://rgl.faa.gov/Regulatory_and_Guidance_ Library%5CrgOrders.nsf/0/12B3D4C9B4F46DCE862572D700538895?OpenDocument. This order contains the criteria used to develop instrument approach procedures for airports. FAA, Wildlife Hazard Mitigation website, http://wildlife-mitigation.tc.faa.gov. This site provides users with infor- mation that will allow them to better understand and practice wildlife hazard mitigation at airports through wildlife control. FAA and USDA, Wildlife Hazard Management for Airports, a Manual for Airport Personnel, http://wildlife.pr. erau.edu/EnglishManual/2005_FAA_Manual_complete.pdf. This manual contains a compilation of informa- tion to assist airport personnel in conducting Wildlife Hazard Assessments and in developing, implementing, and evaluating Wildlife Hazard Management Plans. Airport Toolbox 55

FAR Part 77 (14 CFR Part 77), Objects Affecting Navigable Airspace, http://www.access.gpo.gov/nara/cfr/ waisidx_07/14cfr77_07.html. This Federal Aviation Regulation establishes the standard for determining if a structure (e.g., antenna tower, flag poles, lights, etc.) is an obstruction of navigable airspace. FTA, Americans with Disabilities Act, http://www.fta.dot.gov/civilrights/civil_rights_2360.html. This site provides information on The Americans with Disabilities Act of 1990 (ADA) which prohibits discrimination and ensures equal opportunity and access for persons with disabilities. General Aviation Manufacturers Association (GAMA), Statistical Databook and Industry Outlook. http://www. gama.aero/media-center/industry-facts-and-statistics/statistical-databook-and-industry-outlook. GAMA pro- duces a statistical databook each year containing general aviation and general aviation manufacturers’ activity. National Air Trade Association (NATA), http://www.nata.aero. NATA represents aviation service businesses. Some ground handling service providers use the services of NATA to train personnel. National Business Aircraft Association (NBAA), Professional Development Programs, http://www.nbaa.org/. NBAA represents companies who use GA aircraft. NBAA offers a range of professional development pro- grams and certification information. National Climatic Data Center (NCDC) website, http://www.ncdc.noaa.gov/oa/ncdc.html. This site provides an archive of historic weather data. Transportation Research Board (TRB), Intermodal Access to Airports, A Planning Guide—A Good Start, http:// ntl.bts.gov/lib/7000/7500/7502/789764.pdf. This document has been prepared to help airport operators, local governments, MPOs, consultants, and others identify the nature of airport access problems, identify alternative solutions, and evaluate their effectiveness. TSA, Airport Security Guidelines for General Aviation Airports, http://www.tsa.gov/assets/pdf/security_guidelines_ for_general_aviation_airports.pdf. This guidance document is intended to provide GA airport owners, oper- ators, and users with guidelines and recommendations on aviation security concepts, technology, and enhancements. It is a set of federally endorsed security enhancements for GA airports and a method for deter- mining when and where these enhancements may be appropriate. TSA, Security Initiatives: General Aviation, http://www.tsa.gov/what_we_do/tsnm/general_aviation/security_ initiatives.shtm. This site gives advice for security related to the GA industry. University of Nebraska, Prevention and Control of Wildlife Damage Handbook, http://icwdm.org/handbook/index. asp. This document details identification, control, and management measures for over 90 species of wildlife. 56 Airports and the Newest Generation of General Aviation Aircraft

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TRB’s Airport Cooperative Research Program (ACRP) Report 17: Airports and the Newest Generation of General Aviation Aircraft, Volume 2: Guidebook is designed to help airport operators assess the practical requirements and innovative approaches that may be needed to accommodate these new aircraft. ACRP Report 17, Volume 1 explores a forecast of anticipated fleet activity associated with the newest generation of general aviation aircraft for 5- and 10-year outlooks.

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