Airport Classifications and Facility and Service Objectives

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1 5 Airport Classifications and Facility and Service Objectives Introduction This chapter lays the foundation for the analysis of the Ohio airport system. It starts by examining two methods by which Ohio airports have been stratified into classes by the FAA, and explains the rationale behind the methodology used to determine airport classifications for this study. These classifications are determined by each airport s current conditions. It is important to note that the airport s future classification could change based on system need. With airport classifications determined, the next step in the analysis process is determining the facility and service objectives that are applicable to each classification, and establishing performance benchmarks for each airport classification in each applicable objective. These objectives and performance benchmarks were then used to conduct a key part of the system analysis, where each airport was measured against its respective performance benchmark and the results compiled by airport classification to assess performance by objective within each airport classification. The chapter concludes by summarizing each airport classification s performance across all performance benchmarks. Since Ohio s airports are part of both a statewide and a national airport system, their classifications in each system are defined according to the needs of each system. Airports in Ohio are classified in a number of different system plans, each with differing purposes. There are two national system classifications that this chapter will examine as part of the effort of developing system classifications suitable for the statewide aviation system. They are the FAA National Plan of Integrated Airport Systems (NPIAS) and the FAA Asset Study. Each one is detailed below in terms of how it stratifies airports into classes, the purpose behind that stratification, and the relevance that the stratification would have at the state level. National Plan of Integrated Airport Systems The National Plan of Integrated Airport Systems (NPIAS) is the FAA s nationwide airport system plan. The purpose of the NPIAS is to identify airports that are significant to the national air transportation system, and is required to be published every two years and provided as a report to Congress. The NPIAS includes a plan for the type and cost of eligible airport development that the Secretary of Transportation considers necessary to provide a safe, efficient, and integrated system of public use airports adequate to anticipate and meet the needs of civil aeronautics, to meet the national defense requirements of the Secretary of Defense, and to meet identified needs of United States Postal Service. For airports to receive federal Airport Improvement Program (AIP) funding, they must be included in the NPIAS. Of the 104 airports included in the Ohio system, 97 are included in the NPIAS. Inclusion in the NPIAS is established by specific entry criteria and procedures. NPIAS airports are categorized by the type and level of service they provide. These services include: Commercial Service Airports Defined as airports which enplane over 2,500 or more passengers annually and receive scheduled passenger service. These are further subdivided into primary or non primary categories: Primary Commercial Service Airports These airports enplane at least 10,000 passengers per year and are grouped into four sub categories: large, medium, small hub, OHIO AIRPORTS FOCUS STUDY 5 1

2 and non hub airports. All six commercial service airports in Ohio are classified as primary commercial service. Non Primary Commercial Service Airports These airports enplane at least 2,500 but less than 10,000 passengers annually, and only account for 0.1 percent of all enplanements in the United States. There are no non primary commercial service airports in Ohio. General Aviation Airports Airports that do not receive scheduled commercial service or do not meet criteria for commercial service having at least 2,500 annual enplanements may be designated as general aviation airports. In Ohio, 80 airports, not including the relievers, are classified as general aviation airports within the NPIAS. Reliever Airports General aviation access is often constrained and more expensive at larger, more congested commercial service airports in metropolitan areas. Certain facilities are designated as reliever airports to help address these operational capacity shortfalls in metropolitan areas. According to FAA guidelines, reliever airports must have 100 or more based aircraft or 25,000 itinerant operations annually, and the airport relieved must be in an area with 250,000 people or 250,000 enplanements and is operating at 60 percent or more capacity. Eleven Ohio system airports are classified as reliever airports in the NPIAS. Table 5 1 provides a full list of airports in the Ohio airport system, including their NPIAS classifications. Exhibit 5 1 shows the locations of these airports within Ohio. Table 5 1 also depicts the FAA Asset Study classification, which is discussed in the following section. Table 5 1 NPIAS and Asset Classifications of Ohio System Airports Associated City Airport Name NPIAS Classification FAA Asset Study Classification Commercial Service Airports Akron Akron Canton Primary Commercial Service Not in Asset Study Cleveland Cleveland Hopkins Int'l Primary Commercial Service Not in Asset Study Columbus Port Columbus International Primary Commercial Service Not in Asset Study Columbus Rickenbacker International General Aviation National Dayton James M. Cox Dayton Int'l Primary Commercial Service Not in Asset Study Toledo Toledo Express Primary Commercial Service Not in Asset Study Youngstown/Warren Youngstown Warren Regional Primary Commercial Service Not in Asset Study General Aviation Airports Akron Akron Fulton International General Aviation Regional Ashland Ashland County General Aviation Local Ashtabula Northeast Ohio Regional General Aviation Local Athens/Albany Ohio University Snyder Field General Aviation Regional Barnesville Barnesville Bradfield General Aviation Basic Batavia Clermont County General Aviation Unclassified Bellefontaine Bellefontaine Regional General Aviation Local Bluffton Bluffton General Aviation Local Bowling Green Wood County General Aviation Local Bryan Williams County General Aviation Local Bucyrus Port Bucyrus Crawford County General Aviation Local Cadiz Harrison County General Aviation Local Caldwell Noble County Not in NPIAS Not in Asset Study Cambridge Cambridge Municipal General Aviation Local Carrollton Carroll County Tolson General Aviation Local Celina Lakefield General Aviation Local Chesapeake/Huntington, WV Lawrence County Airpark General Aviation Local Chillicothe Ross County General Aviation Local Cincinnati Cincinnati Municipal Lunken Field Reliever National OHIO AIRPORTS FOCUS STUDY 5 2

3 Table 5 1 NPIAS and Asset Classifications of Ohio System Airports Associated City Airport Name NPIAS Classification FAA Asset Study Classification Circleville Pickaway County Memorial General Aviation Local Cleveland Burke Lakefront Reliever Regional Cleveland Cuyahoga County Reliever National Columbus Bolton Field Reliever Regional Columbus Ohio State University Reliever National Coshocton Richard Downing General Aviation Local Dayton Dayton Wright Brothers Reliever Regional Dayton Greene County Lewis A. Jackson Rgnl General Aviation Local Dayton Moraine Air Park Not in NPIAS Not in Asset Study Defiance Defiance Memorial General Aviation Local Delaware Delaware Municipal Jim Moore Field General Aviation Regional Deshler Deshler Municipal Landing Strip Not in NPIAS Not in Asset Study East Liverpool Columbiana County General Aviation Local Findlay Findlay General Aviation Regional Fostoria Fostoria Metropolitan General Aviation Basic Fremont Sandusky County Regional General Aviation Local Galion Galion Municipal General Aviation Local Gallipolis Gallia Meigs Regional General Aviation Basic Georgetown Brown County General Aviation Local Hamilton Butler County Regional Reliever Regional Harrison Cincinnati West General Aviation Local Hillsboro Highland County General Aviation Local Jackson James A. Rhodes General Aviation Local Kelleys Island Kelleys Island Municipal General Aviation Basic Kent Kent State University General Aviation Local Kenton Hardin County General Aviation Basic Lancaster Fairfield County General Aviation Local Lebanon Warren County/John Lane Field General Aviation Local Lima Lima Allen County General Aviation Local London Madison County General Aviation Local Lorain/Elyria Lorain County Regional Reliever Regional Mansfield Mansfield Lahm Regional General Aviation Regional Marion Marion Municipal General Aviation Local Marysville Union County General Aviation Local McArthur Vinton County General Aviation Basic McConnelsville Morgan County Not in NPIAS Not in Asset Study Medina Medina Municipal Reliever Local Middle Bass Middle Bass Island Airport General Aviation Basic Middlefield Geauga County General Aviation Local Middletown Middletown Regional/Hook Field General Aviation Local Millersburg Holmes County General Aviation Local Mount Gilead Morrow County General Aviation Local Mount Vernon Knox County General Aviation Local Napoleon Henry County General Aviation Local New Lexington Perry County General Aviation Basic New Philadelphia Harry Clever Field General Aviation Local Newark Newark Heath General Aviation Regional North Bass Island North Bass Island General Aviation Basic Norwalk Norwalk Huron County General Aviation Local Ottawa Putnam County General Aviation Local OHIO AIRPORTS FOCUS STUDY 5 3

4 Table 5 1 NPIAS and Asset Classifications of Ohio System Airports Associated City Airport Name NPIAS Classification FAA Asset Study Classification Oxford Miami University General Aviation Basic Piqua Piqua Hartzell Field Not in NPIAS Not in Asset Study Port Clinton Carl R. Keller Field General Aviation Local Portsmouth Greater Portsmouth Regional General Aviation Local Put In Bay Put In Bay General Aviation Basic Ravenna Portage County General Aviation Local Sidney Sidney Municipal General Aviation Local Springfield Springfield Beckley Municipal General Aviation Regional Steubenville Jefferson County Airpark General Aviation Local Tiffin Seneca County General Aviation Local Toledo Toledo Executive Reliever Regional Upper Sandusky Wyandot County General Aviation Unclassified Urbana Grimes Field General Aviation Local Van Wert Van Wert County General Aviation Local Versailles Darke County General Aviation Local Wadsworth Wadsworth Municipal General Aviation Regional Wapakoneta Neil Armstrong General Aviation Local Washington Court House Fayette County General Aviation Local Wauseon Fulton County General Aviation Local Waverly Pike County General Aviation Unclassified West Union Alexander Salamon General Aviation Basic Willard Willard Not in NPIAS Not in Asset Study Willoughby Willoughby Lost Nation Municipal Reliever Regional Wilmington Clinton Field General Aviation Local Wilmington Wilmington Air Park Not in NPIAS Not in Asset Study Woodsfield Monroe County General Aviation Basic Wooster Wayne County General Aviation Regional Zanesville Zanesville Municipal General Aviation Local Source: Federal Aviation Administration OHIO AIRPORTS FOCUS STUDY 5 4

5 Exhibit 5 1 NPIAS Airports in the Ohio Airport System OHIO AIRPORTS FOCUS STUDY 5 5

6 As shown above, the NPIAS classifies six Ohio airports into the various commercial categories, 11 Ohio airports into the reliever category, and 80 Ohio airports into the general aviation category. There are seven Ohio system airports that are not part of the NPIAS. The purpose of the NPIAS stratification is primarily to aid the FAA in funding airport capital programs and its method of categorization works well for that purpose. However, with only two categories for general aviation airports, it is obvious that the NPIAS does not offer much differentiation in terms of airport classifications. FAA Asset Study The FAA recently addressed this lack of differentiation among general aviation airports with its Asset Study. This study examined general aviation airports across the U.S. and was released in May The Asset Study classified 2,455 out of the 2,952 NPIAS general aviation airports into one of these four categories. National Airports these airports have very high levels of activity with many jets and multiengine propeller aircraft. They average about 200 total based aircraft, of which 30, on average, are jets. Regional Airports these airports have high levels of activity with some jets and multi engine propeller aircraft. They average about 90 total based aircraft, of which three, on average, are jets. Local Airports these airports have moderate levels of activity with some multi engine propeller aircraft. They average about 33 based propeller driven aircraft and no jets. Basic Airports these airports have moderate to low levels of activity, but often serve critical aeronautical functions within local and regional markets. They average about 10 propellerdriven based aircraft. For Ohio, the Asset Study identified four airports as National, 16 as Regional, 55 as Local, and 13 as Basic. There were 13 airports (six of which were commercial service airports) that were not classified by the Asset Study. Table 5 1 presents each Ohio airport s Asset Study classification. While the Asset Study provided greater differentiation then the NPIAS Study, it still has limitations. The Asset Study could not establish a category for three of Ohio s NPIAS airports because of different types of activities and characteristics at these airports. Add these three airports to the previously mentioned 13 airports that were not part of the Asset Study, and there are 16 of Ohio s system airports more than 15 percent that are not classified in the Asset Study. Additionally, while a national study like the Asset Study is useful for comparative purposes, due to its broad scope, it cannot take into account as many airport details as can be done at the state level. Ohio Airport Classifications Typically, state specific classifications are developed through consideration of many different factors. For purposes of the Ohio Airports Focus Study, it was decided that general aviation airport classifications would be defined by the type of market predominately served by that airport and that the predominant market could be identified through a set of key indicators. The stratification of Ohio s airports begins by defining the Air Carrier Airports as those served by commercial airlines. By segregating the seven commercial airports into their own category, general aviation airports could be analyzed separately. For this system analysis, these general aviation airports are split into two groups those that serve the demands of turbine aircraft and those that primarily serve the demands of piston aircraft. These two broad groups are further refined by OHIO AIRPORTS FOCUS STUDY 5 6

7 splitting each into two sets to yield a total of four groups, or levels, of general aviation airports. The definitions for the five airport classifications found in Ohio are: Air Carrier Airports Air Carrier Airports are intended to support commercial airline activities. Where capacity constraints do not impose limits, this airport classification can also support all types of general aviation activities. Level 1 Airports These airports are intended to meet nearly all of the needs of general aviation turbine powered aircraft and their users. Nearly all of the Ohio NPIAS Reliever airports fall into this category. These airports should be able to provide nearly all of the services necessary to support corporate jet aircraft. This facility classification can also support recreational general aviation activities and flight training. Level 2 Airports These airports are intended to support smaller corporate aircraft, such as small jets and turboprop aircraft, and meet many, but not necessarily all, of their needs. This airport classification is intended to support a variety of uses (business, pleasure, and training). Level 3 Airports This classification of airports serves light, twin engine and single engine aircraft flying for business, pleasure, and training. Its purpose is to fulfill nearly all of the needs of piston powered aircraft. Turbine powered aircraft may use these airports, but the primary focus is on meeting the facilities and services that support piston powered aircraft. Level 4 Airports These airports include facilities that are needed for the flight operations of small general aviation aircraft but do not necessarily provide all of the support services, such as maintenance. Single engine aircraft represent the primary aircraft type; however, many light twin engine aircraft may also be accommodated. This airport classification supports private pilots that may be flying for business or pleasure and require minimal support facilities and services. Classification Analysis To stratify Ohio s general aviation airports, a number of different criteria were evaluated for providing the degree of differentiation that the study team and the Project Advisory Committee (PAC) sought. After extensive review of various quantifiable criteria, the study team, with assistance from the PAC, selected four criteria for use in classifying Ohio s general aviation airports. Those four criteria are runway length, fuel availability, aircraft maintenance, and instrument approach procedure. A logical flow chart methodology combined the different criteria to evaluate each airport and establish its system classification. This flow chart is illustrated in Exhibit 5 2, Exhibit 5 3, and Exhibit 5 4. The four criteria are described below in more detail. Runway length An airport s primary runway length indicates the general type of aircraft the airport serves, with turbine powered aircraft generally served by longer runways. The analysis stratified airports into three levels; airports with 4,000 feet or more of runway, airports with less than 3,200 feet of runway, and airports with runways between 3,200 feet and 4,000 feet. Fuel The type of fuel sold at an airport is a strong indicator of the market served by that airport. Airports that sell jet fuel serve turbine aircraft (both jet and turboprop aircraft), while those that sell avgas primarily serve the piston powered aircraft market. To distinguish between those airports that sold substantial amounts of jet fuel and those that sold an incidental amount of jet fuel, a threshold of 10,000 gallons of jet fuel sold annually was used. This threshold was determined from the inventory data that was gathered from all 104 Ohio system airports. The data indicated that the total volume of jet fuel sold by those airports that sold more than 10,000 gallons annually encompassed more than 99.5 percent of all jet fuel sold in Ohio. In other words, the combined jet fuel sold by all airports that sold less than 10,000 gallons of jet fuel annually was less than 0.5 percent of all jet fuel sold in Ohio. Aircraft maintenance Another indicator of the market served is whether an airport provides aircraft maintenance. Data was gathered from each airport on whether the airport offered OHIO AIRPORTS FOCUS STUDY 5 7

8 turbine aircraft maintenance, piston aircraft maintenance, or no maintenance services. This criterion was used to help distinguish between the upper and lower levels of airports (i.e., Level 1 from Level 2, and Level 3 from Level 4). Instrument approach procedure Instrument approach procedures increase the utility of an airport by permitting qualified pilots and appropriately equipped aircraft access to the airport during periods of inclement weather. The type of instrument approach procedure can determine the utility of an airport. There were three categories used for purposes of analyzing instrument approach procedures. Airports with precision and approaches with vertical guidance were placed in one category. Airports with non precision and circling approaches were placed in a second category. Airports with no instrument approaches (visual airports) were placed in the third category. Example of Airport Classification Determination The following example illustrates the use of the flow chart to arrive at a determination of each airport s classification. It is assumed that our fictitious example Municipal Airport does not have commercial air service. Municipal Airport has the criteria shown in Table 5 2. Airport Runway Length Municipal Airport 3,900 Table 5 2 Criteria for Municipal Airport Aircraft Maintenance Available Instrument Approach Procedure Fuel Available Avgas and jet fuel (25,000 jet fuel gallons sold annually) Piston Non precision To evaluate Municipal Airport, begin with Exhibit 5 2. Green boxes on the exhibit are entry and exit points to the flow chart. From the green Start box on Exhibit 5 2, move to the first decision diamond (purple) that assess whether the airport has commercial air service. Since Municipal Airport does not have commercial air service, move to the second decision diamond (white) that assesses runway length. Municipal Airport s runway is less than 4,000 feet, so the next step is to move to Exhibit 5 3. Starting from the green box labeled From Exhibit 5 1, move to the white runway length decision diamond. Municipal Airport s 3,900 foot runway is longer than 3,200 feet, so the next step is to move to the blue fuel decision diamond. Municipal Airport provides avgas and pumped 25,000 gallons of jet fuel. This exceeds the 10,000 gallon threshold for jet fuel, so the process moves up along the jet fuel path to the orange maintenance decision diamond. If Municipal Airport pumped any amount of jet fuel less than 10,000 gallons, the airport would be treated as if it only provided avgas. Municipal Airport provides maintenance for piston powered aircraft, which brings us to the final decision diamond (red) that evaluates the instrument approach procedure. Municipal Airport s non precision approach brings us to the yellow classification box that indicates Municipal Airport is serving as a Level 3 airport. Note that if Municipal Airport had an approach with vertical guidance or provided aircraft maintenance for turbine powered aircraft, it would be designated as a Level 2 airport. Once this flow chart is applied to the Ohio system of airports, each airport is assigned to its respective classification. Using this methodology, Ohio has seven Air Carrier Airports, 33 Level 1 Airports, 18 Level 2 Airports, 29 Level 3 Airports, and 17 Level 4 Airports. Table 5 3 shows each airport and its respective classification, including the data used to determine its classification. It should be noted that the Air Carrier Airports where defined by the presence of commercial airline service and not by the data used to classify general aviation airports in the flow chart, which is why the data fields for the Air Carrier Airports are labeled not applicable (N/A). Exhibit 5 5 shows a map of Ohio and its 104 system airports with each airport s classification displayed on the map. OHIO AIRPORTS FOCUS STUDY 5 8

9 Exhibit 5 2 OHIO AIRPORTS FOCUS STUDY 5 9

10 Exhibit 5 3 OHIO AIRPORTS FOCUS STUDY 5 10

11 Exhibit 5 4 OHIO AIRPORTS FOCUS STUDY 5 11

12 Associated City Airport Table 5 3 Ohio Airports by Classification Runway Fuel Used in Length Flow Chart Jet A Volume Reported Maintenance Approach System Role Akron Akron Canton 8,204 N/A N/A N/A N/A Air Carrier Cleveland Cleveland Hopkins Int'l 9,956 N/A N/A N/A N/A Air Carrier Columbus Rickenbacker International 12,102 N/A N/A N/A N/A Air Carrier Columbus Port Columbus International 10,125 N/A N/A N/A N/A Air Carrier Dayton James M. Cox Dayton Int'l 10,900 N/A N/A N/A N/A Air Carrier Toledo Toledo Express 10,599 N/A N/A N/A N/A Air Carrier Youngstown/Warren Youngstown Warren Regional 9,003 N/A N/A N/A N/A Air Carrier Akron Akron Fulton International 6,337 Jet A 250,000 Turbine NP Level 1 Ashtabula Northeast Ohio Regional 5,197 Jet A 26,200 Turbine APV Level 1 Bluffton Bluffton 4,126 Jet A 43,375 Turbine NP Level 1 Bowling Green Wood County 4,199 Jet A 10,755 Turbine APV Level 1 Chillicothe Ross County 5,404 Jet A 500,000 Turbine APV Level 1 Cincinnati Cincinnati Municipal Lunken Field 6,101 Jet A 5,122,455 Turbine P Level 1 Cleveland Burke Lakefront 6,195 Jet A 1,296,943 Turbine P Level 1 Cleveland Cuyahoga County 5,102 Jet A 802,000 Turbine P Level 1 Columbus Bolton Field 5,500 Jet A 134,810 Turbine P Level 1 Columbus Ohio State University 5,004 Jet A 765,730 Turbine P Level 1 Coshocton Richard Downing 5,000 Jet A 10,000+ Turbine NP Level 1 Dayton Dayton Wright Brothers 5,000 Jet A 210,730 Turbine APV Level 1 Defiance Defiance Memorial 4,199 Jet A 10,178 Turbine NP Level 1 Delaware Delaware Municipal Jim Moore Field 5,000 Jet A 66,510 Turbine APV Level 1 Hamilton Butler County Regional 5,500 Jet A 292,890 Turbine P Level 1 Lebanon Warren County Airport/John Lane Field 4,502 Jet A 39,226 Turbine APV Level 1 Lima Lima Allen County 6,000 Jet A 72,000 Turbine P Level 1 Lorain/Elyria Lorain County Regional 5,002 Jet A 127,197 Turbine P Level 1 Mansfield Mansfield Lahm Regional 9,001 Jet A 140,000 Turbine P Level 1 Marion Marion Municipal 5,000 Jet A 24,557 Turbine APV Level 1 Marysville Union County 4,218 Jet A 25,943 Turbine NP Level 1 Middletown Middletown Regional/Hook Field 6,100 Jet A 176,000 Turbine APV Level 1 Ottawa Putnam County 4,500 Jet A 45,000 Turbine APV Level 1 Portsmouth Greater Portsmouth Regional 5,001 Jet A 16,000 Turbine APV Level 1 Sidney Sidney Municipal 4,785 Jet A 33,992 Turbine NP Level 1 OHIO AIRPORTS FOCUS STUDY 5 12

13 Associated City Airport Table 5 3 Ohio Airports by Classification Runway Fuel Used in Length Flow Chart Jet A Volume Reported Maintenance Approach System Role Springfield Springfield Beckley Municipal 9,009 Jet A 79,379 Turbine P Level 1 Tiffin Seneca County 4,000 Jet A 68,000 Turbine APV Level 1 Toledo Toledo Executive 5,829 Jet A 91,000 Turbine NP Level 1 Wapakoneta Neil Armstrong 5,500 Jet A 124,000 Turbine APV Level 1 Willoughby Willoughby Lost Nation Municipal 5,028 Jet A 10,000+ Turbine APV Level 1 Wilmington Wilmington Air Park 10,701 Jet A 831,521 Turbine P Level 1 Wooster Wayne County 5,191 Jet A 10,000+ Turbine APV Level 1 Zanesville Zanesville Municipal 5,000 Jet A 108,401 Turbine P Level 1 Athens/Albany Ohio University Snyder Field 5,600 Jet A 63,500 Piston P Level 2 Bellefontaine Bellefontaine Regional 5,000 ** Jet A 14,100 Piston APV Level 2 Bryan Williams County 4,782 Jet A 20,000 Piston APV Level 2 Circleville Pickaway County Memorial 4,346 Jet A 24,000 Piston NP Level 2 Findlay Findlay 6,498 Jet A 154,439 None APV Level 2 Fostoria Fostoria Metropolitan 5,005 Jet A 20,200 Piston APV Level 2 Fremont Sandusky County Regional 5,500 Jet A 31,000 None APV Level 2 Jackson James A. Rhodes 5,201 Jet A 10,520 Piston NP Level 2 Lancaster Fairfield County 5,004 Jet A 13,654 Piston APV Level 2 Millersburg Holmes County 3,498 Jet A 21,100 Turbine NP Level 2 Mount Vernon Knox County 5,498 Jet A 60,000 Piston APV Level 2 New Philadelphia Harry Clever Field 3,951 Jet A 20,000 Turbine NP Level 2 Newark Newark Heath 4,649 Jet A 99,540 Piston NP Level 2 Oxford Miami University 4,011 Jet A 20,000 None APV Level 2 Port Clinton Carl R. Keller Field 5,646 Jet A 44,400 Piston APV Level 2 Ravenna Portage County 3,499 Jet A 78,000 Turbine NP Level 2 Urbana Grimes Field 4,400 Jet A 22,557 Piston APV Level 2 Wauseon Fulton County 3,882 Jet A 24,970 Turbine APV Level 2 Ashland Ashland County 3,501 Jet A 10,459 Piston NP Level 3 Barnesville Barnesville Bradfield 4,004 Avgas N/A * Turbine NP Level 3 Batavia Clermont County 3,566 Jet A 30,000 Piston NP Level 3 Bucyrus Port Bucyrus Crawford County 3,898 Avgas N/A * Piston NP Level 3 Cadiz Harrison County 3,765 Avgas N/A Piston NP Level 3 Cambridge Cambridge Municipal 4,298 Jet A 25,660 None NP Level 3 OHIO AIRPORTS FOCUS STUDY 5 13

14 Associated City Airport Table 5 3 Ohio Airports by Classification Runway Fuel Used in Length Flow Chart Jet A Volume Reported Maintenance Approach System Role Carrollton Carroll County Tolson 4,297 Avgas N/A * Piston NP Level 3 Celina Lakefield 4,400 Avgas N/A * None APV Level 3 Chesapeake/Huntington, WV Lawrence County Airpark 3,001 Avgas N/A Turbine V Level 3 Dayton Greene County Lewis A. Jackson Regional 4,500 Avgas N/A * Piston APV Level 3 Galion Galion Municipal 3,505 Jet A Not Provided Piston NP Level 3 Gallipolis Gallia Meigs Regional 3,999 Avgas N/A Piston NP Level 3 Harrison Cincinnati West 2,803 Avgas N/A Turbine NP Level 3 Hillsboro Highland County 3,520 Avgas N/A Turbine NP Level 3 Kent Kent State University 4,000 Avgas N/A * Piston APV Level 3 Kenton Hardin County 4,802 Avgas N/A * Piston NP Level 3 London Madison County 4,001 Avgas N/A * Piston APV Level 3 McArthur Vinton County 3,725 Avgas N/A Piston V Level 3 Medina Medina Municipal 3,556 Avgas N/A * Piston NP Level 3 Middlefield Geauga County 3,500 Jet A 10,000+ None C Level 3 Napoleon Henry County 4,000 Avgas N/A * Turbine NP Level 3 Norwalk Norwalk Huron County 4,210 Avgas N/A * Piston NP Level 3 Piqua Piqua Airport Hartzell Field 3,997 Jet A 32,750 Piston NP Level 3 Steubenville Jefferson County Airpark 5,000 Jet A 33,950 None NP Level 3 Van Wert Van Wert County 4,000 Avgas N/A * Turbine NP Level 3 Versailles Darke County 4,512 Jet A 54,179 None NP Level 3 Wadsworth Wadsworth Municipal 3,529 Avgas N/A * Piston NP Level 3 Waverly Pike County 4,900 Avgas N/A * Piston NP Level 3 Wilmington Clinton Field 3,579 Avgas N/A * Turbine APV Level 3 Caldwell Noble County 3,811 Avgas N/A None NP Level 4 Dayton Moraine Air Park 3,500 Avgas N/A None V Level 4 Deshler Deshler Municipal Landing Strip 2,480 None N/A None V Level 4 East Liverpool Columbiana County 3,503 Avgas N/A None NP Level 4 Georgetown Brown County 3,530 Avgas N/A None NP Level 4 Kelleys Island Kelleys Island Municipal 2,203 None N/A None V Level 4 McConnelsville Morgan County 3,500 Avgas N/A * None V Level 4 Middle Bass Middle Bass Island Airport 1,852 None N/A None V Level 4 Mount Gilead Morrow County 3,497 None N/A Turbine C Level 4 OHIO AIRPORTS FOCUS STUDY 5 14

15 Associated City Airport Table 5 3 Ohio Airports by Classification Runway Fuel Used in Length Flow Chart Jet A Volume Reported Maintenance Approach System Role New Lexington Perry County 3,498 Avgas N/A None NP Level 4 North Bass Island North Bass Island 1,804 None N/A None V Level 4 Put In Bay Put In Bay 2,870 None N/A None V Level 4 Upper Sandusky Wyandot County 3,997 None N/A None C Level 4 Washington Court House Fayette County 5,097 Avgas N/A * None NP Level 4 West Union Alexander Salamon 3,762 Avgas N/A None NP Level 4 Willard Willard 4,028 Avgas N/A None C Level 4 Woodsfield Monroe County 3,805 Avgas N/A None NP Level 4 Source: CDM Smith. Prepared September Notes: Data collected for calendar year Airports with significant jet fuel sales that did not report specific jet fuel quantities are marked with 10,000+. Airports reporting less than 10,000 gallons of Jet A fuel sold are not indicated as having Jet A fuel for purposes of the classification flowchart. * This airport sells jet fuel, but annual volume sold in 2012 did not exceed 10,000 gallons. ** FAA sources currently report a runway length of 4,999. The airport is in the process of having the reported length revised to 5,000. N/A Not applicable Approaches: P Precision approach (instrument landing system) APV Approach with vertical guidance (GPS approach) NP Non precision approach (any straight in approach without vertical guidance) C Circling approach (any approach not aligned with the runway) V Visual approach (no instrument approach procedure) OHIO AIRPORTS FOCUS STUDY 5 15

16 Exhibit 5 5 Ohio s Airports by Classification OHIO AIRPORTS FOCUS STUDY 5 16

17 Facility and Service Objectives With each system airport identified by the classification it fulfills in the aviation system, the next step is to determine how effective each airport is at providing the facilities and services necessary to support that classification. To do this, specific facility and service objectives need to be established for each airport classification. These facility and service objectives are not requirements for each airport since some airports do not meet certain objectives yet still manage to satisfy the role they play in the system plan. Rather, these objectives serve two purposes. The first is to provide benchmarks that can be used to measure the performance of the aviation system. The study team visited the 104 system airports to gather quantifiable data that is used to measure the performance of each airport and the system against the benchmarks established in this chapter. The second purpose is to identify areas of improvement for individual airports that will allow the aviation system to perform more efficiently. Keep in mind that any recommended improvements are based on a high level analysis of the system and still need to be vetted and supported by local planning efforts by each individual airport. It should not be inferred that the projects included in this document meet FAA justification criteria or that they are endorsed by the FAA or ODOT. Rather, this document serves as one of many factors weighed by the FAA and ODOT in the overall assessment of Ohio airport project funding. These objectives present the minimum level of development that the airport should strive for to meet its recommended system classification. It is possible that some airports may have facilities or services that are in excess of those attached to its classification. Reduction or removal of facilities and services that exceed the defined objectives was not considered in this analysis. It is possible that airports included in, or recommended for, a classification may be unable to achieve certain facility and service objectives. An airport s inability to meet all facility and service objectives for its classification does not necessarily preclude that airport from filling its recommended classification within the system, but may impact its future functionality within the system. Measurable data for each airport have been collected through visits to each airport and through interviews with airport sponsors and management, and both the existing facility and service levels and the proposed facility and service objectives have been developed by compiling and analyzing the data. Defining Facility and Service Objectives Each of the facility objectives proposed for each airport classification in Table 5 4 is discussed below. It is important to remember that the facility recommendations are not requirements. Each airport s master plan, as well as unique circumstances, will dictate what types of facilities are needed at an individual airport. From a system perspective these objectives allow a broad evaluation of the current system to be made as well as general system recommendations to be prepared. Airport Reference Code The Airport Reference Code (ARC) is based on the highest runway design code found at the airport. The runway design code determines the design standards to which the runway is to be built (not to be confused with the runway reference code, which signifies the runway s current operational capabilities, which may be different from its design standards). The runway design code is based upon the largest aircraft, referred to as the critical aircraft, that regularly uses, or is projected to use, the airport. See Exhibit 2 2 in Chapter 2 for examples of aircraft in each ARC. The ARC is used for planning and design only and does not limit the aircraft that may be able to operate safely on the airport. The ARC is defined by two OHIO AIRPORTS FOCUS STUDY 5 17

18 parameters of the critical aircraft its approach speed and wingspan. The approach speed determines certain dimensions of safety areas surrounding the runway. The wingspan is a factor in some of these safety area dimensions, as well as setting distances between parallel runways, parallel taxiways, holdline distances from runways and other aspects of the airport design. Airports that serve larger or faster turbine aircraft generally need a higher ARC corresponding to the ability to accommodate higher performance aircraft. The runway s current operational capabilities may be different from its design standards. For example, an airport might currently meet B II design standards, but the airport layout plan shows a C II ARC, indicating that a higher speed aircraft is using or will use the airport, and that future plans call for reconfiguring the runway and taxiway geometry to meet the higher standard. As a general rule, the ARC used for planning purposes should be based on a realistic assessment of both the need for the higher standard and the capability to meet it. Runway Length Aircraft with higher speeds and payloads generally need longer runways to take advantage of their full capabilities. As a result, airports catering to turbine aircraft generally need longer runways than those catering to piston aircraft, with the longest runways needed at those airports handling the most demanding aircraft. Runway Lighting All system airports should have some type of runway lighting, allowing night operations. Airports that serve higher performance aircraft are expected to have higher intensity lighting, suitable for both night and low visibility operations. Airport Beacon An airport beacon is a light that aids pilots in identifying the airport from a distance. It is a fundamental component of any airport. Taxiway Type The type of taxiway system at an airport is important for reasons of safety and efficiency. Without taxiways, aircraft must use the runway to back taxi in order to exit the runway. This increases runway occupancy times for arriving aircraft, which is both inefficient and increases collision risks for aircraft. Since turbine aircraft tend to be larger than piston aircraft, turbine aircraft are less maneuverable, giving them a greater need for taxiways. For this reason, full parallel taxiways are recommended for the airports that predominately serve turbine aircraft (Level 1 and Level 2 airports). Airports serving piston aircraft can increase safety and efficiency with partial parallel taxiways without incurring the expense of a full parallel taxiway. Therefore, partial parallel taxiways are recommended for Level 3 airports, which typically have longer runways than Level 4 airports. A partial parallel taxiway has greater impact at airports with longer runways since there is greater potential for lowering runway occupancy times. Level 4 airports are recommended for turnaround stubs. Air Traffic Control Tower An air traffic control tower (ATCT) is a significant contributor to safety and efficiency at busy airports. Because of the significant costs involved with building and operating an air traffic control tower, its use is reserved for those airports that demonstrate a need for it. This analysis looks at the need for ATCT on a system basis, and does not account for local factors that can influence the need for an ATCT. The analysis showed a strong correlation between air traffic control towers and airport certification under Part 139, so this was used as the performance benchmark for general aviation airports. Air Traffic Control Communications Being able to communicate with air traffic control via radio while still on the ground can greatly expedite flight operations. This can be accomplished through the air traffic control facility on the field, a remote or ground communication outlet (RCO or GCO) on the airport, or through adequate cell phone coverage. Instrument Approach Procedure The type of instrument approach at an airport affects the overall utility of an airport and can make it possible to land at the airport during inclement weather. Turbine aircraft tend to rely on the most exact approaches precision and approaches with vertical guidance since those provide both altitude and course guidance. Piston aircraft, with their lower approach speeds, typically find nonprecision approaches that offer only course guidance adequate for their purposes. OHIO AIRPORTS FOCUS STUDY 5 18

19 Terminal/Administration Building A terminal/administration building is not necessary in order for an airport to function. However, airports that are expected to handle general aviation passenger traffic have a need for a terminal/administration building where passengers can take shelter from the weather and environment, as well as provide a central meeting point for parties coming to the airport. For this reason, a terminal/administration building is recommended for all but Level 4 airports. Fuel In order for an airport to fulfill its designated classification, it must provide the basic services to the users of the airport. Fuel is the most fundamental of these services, with users of turbine engine aircraft needing jet fuel and the users of nearly all piston engine aircraft needing 100LL avgas. All system airports, except for Level 4 airports, are expected to be able to fuel piston aircraft, and those airports with significant amounts of jet traffic are expected to have jet fuel (i.e., Level 1 and Level 2 airports). Weather Reporting Weather conditions, especially as they relate to visibility, determine if an aircraft is capable of getting into an airport. Knowing what those weather conditions are ahead of time greatly assists pilots with flight planning. It is also of use when making a diversion decision. Weather reporting at most airports is automated, either an Automated Weather Observation System (AWOS) or Automated Surface Observing System (ASOS). Some airports have human weather observers. Some type of weather reporting is recommended for all but Level 4 airports. For cost considerations, a wind indicator in the form of a windsock is recommended for all airports, including Level 4 airports. Paved Aircraft Parking Transient aircraft need a place to park while at an airport. For some airports, parking on grass is sufficient. But for other airports, especially those serving turbinepowered aircraft, paved aircraft parking is the standard. Therefore, paved aircraft parking is recommended for all but Level 4 airports. Approach Lighting Systems Approach lighting systems assist pilots in identifying the runway threshold environment, helping them transition to the landing phase of their flight. Approach lighting systems are a prerequisite for many types of instrument approach procedures and are a performance benchmark for airports that serve turbine aircraft since these users look for adequate instrument approaches when operating. Visual Approach Aids Visual glide slope indicators assist pilots in guiding their aircraft to the runway threshold along a safe and stable descent. Visual glide slope indicators (the most common being a precision approach path indicator, or PAPI) provide visual feedback to the pilot on his vertical position relative to a fixed path that descends to the runway. Such systems enhance safety by ensuring obstacle clearance and proper aircraft positioning for a safe landing. PAPIs are a benchmark for all but Level 4 airports. Snow Removal Winter use of airports in Ohio depends upon the ability to remove snow from the airfield. The more critical an airport is to the community, the more important it is to have the ability to keep operating the airport in winter conditions. It is recommended that all but Level 4 airports have snow removal capability. Fencing Airport fencing can serve two purposes. It provides security, and it enhances safety by preventing wildlife from becoming collision hazards on runways. Fencing is a requirement for commercial service airports. Because turbine aircraft tend to have higher approach speeds than do piston aircraft, the risk of potential damage and injury from hitting wildlife while on the runway is greater for turbine aircraft. Fencing is recommended at Level 1 and Level 2 airports to protect turbine aircraft from these risks of collisions with wildlife. At Level 2 airports, fencing is recommended around just the airfield rather than the entire perimeter of the airport. These airports will also benefit from the security provided by the wildlife fence. At Level 3 and Level 4 airports, fencing is recommended if wildlife poses a significant risk to aircraft operations, which needs to be assessed by each individual airport. OHIO AIRPORTS FOCUS STUDY 5 19

20 Table 5 4 Performance Benchmarks for Each Airport Classification Performance Measure Air Carrier Turbine Airports Piston Airports Level 1 Airports Level 2 Airports Level 3 Airports Level 4 Airports Airport Reference Code C III or higher C II or higher B II or higher B I or higher A I Small or higher Runway Length 6,500 ft. or more 5,000 ft. or more 4,000 ft. or more 3,200 ft. or more 1,800 ft. or more Runway Lighting HIRL HIRL MIRL MIRL LIRL Airport Beacon Yes Yes Yes Yes Yes Taxiway Type Full parallel Full parallel Full parallel Partial parallel Turnaround Air Traffic Control Tower Yes Yes, if Part 139 certified Air Traffic Control Communications Yes Yes Yes Instrument Approach Procedure Precision Precision or approach with vertical guidance Approach with vertical guidance Non precision Visual Terminal/ Administration Building Yes Yes Yes Yes Fuel Jet A, 100LL Jet A, 100LL Jet A, 100LL 100LL Weather observer or automated weather reporting Automated weather reporting Automated weather Automated Weather Reporting reporting weather reporting Windsock Paved Aircraft Parking Yes Yes Yes Yes Approach Lighting System MALSR MALSR Visual Approach Aids PAPI PAPI PAPI PAPI Snow Removal Yes Yes Yes Yes Fencing Perimeter Perimeter Airfield As Needed As Needed Source: CDM Smith. Prepared July OHIO AIRPORTS FOCUS STUDY 5 20

21 Evaluating Facility and Service Objectives The extent to which the current airport system meets the objectives outlined above is summarized in this section. Each airport, based upon its current classification, was evaluated against its respective benchmark in each objective category. These results were then tabulated by airport classification and expressed as a percentage of the airports in that classification category that met the objective. Each objective was also evaluated on the basis of what percentage of all airports in the system met the objective. For those airports where there was no objective to be met (i.e., shown as on the exhibits), that group of airports was counted as meeting the objective when calculating the percent of the entire airport system that met the objective. Exhibit 5 6 shows the percentage of airports meeting the ARC objective. Approximately 84 percent of all system airports met this objective. All of the Air Carrier Airports, the Level 3 Airports, and the Level 4 Airports met this objective. Only 55 percent of the Level 1 Airports met this objective. Of the 15 Level 1 Airports that did not meet the C II ARC, 14 need improvements changing their ARC from B II to C II. The other airport, Bluffton Airport (5G7) needs improvements changing its ARC from B I to C II. Exhibit 5 6 Airport Reference Code Objective All System Airports (104 Airports) 84% 16% Air Carrier (7 Airports) Level 1 (33 Airports) 55% 45% Level 2 (18 Airports) 89% 11% Level 3 (29 Airports) Level 4 (17 Airports) 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% Meets Benchmark Does Not Meet Benchmark Source: CDM Smith. Prepared September OHIO AIRPORTS FOCUS STUDY 5 21

22 Nearly 90 percent of Level 2 Airports met their ARC objective of B II. Both of the Level 2 Airports that did not meet the objective had B I ARCs. The improvements needed at airports that did not meet their respective ARC range from runway widening to increases in runway and taxiway areas. The details of these improvements are discussed in the next chapter. Approximately 87 percent of all system airports met their runway length objective, as shown in Exhibit 5 7. All of the Air Carrier Airports met their objective of having a primary runway of 6,500 feet or more. All the Level 4 Airports met their objective of having runways at least 1,800 feet long, the minimum runway length required for inclusion in the state airport system. Among Level 1 Airports, three quarters met their objective of having a 5,000 foot or longer primary runway. Of the eight Level 1 Airports lacking a 5,000 foot runway, their runways ranged from 4,000 feet long to 4,785 feet long. Approximately 83 percent of Level 2 Airports met their primary runway length objective of 4,000 feet or more. The four airports with insufficient runway length for their classification have runways ranging in length from 3,498 feet to 3,951 feet. Exhibit 5 7 Runway Length Objective All System Airports (104 Airports) 87% 13% Air Carrier (7 Airports) Level 1 (33 Airports) 76% 24% Level 2 (18 Airports) 78% 22% Level 3 (29 Airports) 93% 7% Level 4 (17 Airports) 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% Meets Benchmark Does Not Meet Benchmark Source: CDM Smith. Prepared September OHIO AIRPORTS FOCUS STUDY 5 22

23 Most of the Level 3 Airports met their primary runway length objective of 3,200 feet. There were only two Level 3 Airports that failed to meet their objective. Lawrence County Airpark has a 3,001 foot runway and Cincinnati West Airport has a 2,803 foot runway. Exhibit 5 8 shows system performance regarding the runway lighting objective. Nearly threequarters of the system airports met the runway lighting objective. All of the Air Carrier Airports met their objective of having high intensity runway lights. Most of the airports that did not meet this objective are Level 1 Airports, of which only a third met this objective. All 22 of the Level 1 Airports that did not meet this objective are equipped with medium intensity runway lights rather than high intensity. All of the Level 2 Airports met their objective of having medium intensity runway lights. Among Level 3 Airports, 97 percent met their objective of having medium intensity runway lights. The only Level 3 Airport that does not have medium intensity runway lights is Lawrence County Airpark, which is equipped with non standard medium intensity runway lights. Exhibit 5 8 Runway Lighting Objective All System Airports (104 Airports) 74% 26% Air Carrier (7 Airports) Level 1 (33 Airports) 33% 67% Level 2 (18 Airports) Level 3 (29 Airports) 97% 3% Level 4 (17 Airports) 76% 24% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% Meets Benchmark Does Not Meet Benchmark Source: CDM Smith. Prepared September OHIO AIRPORTS FOCUS STUDY 5 23

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