LAFAYETTE REGIONAL AIRPORT AIRPORT MASTER PLAN JUNE 2015 (REVISED NOVEMBER 2015)

Transcription

1 LAFAYETTE REGIONAL AIRPORT AIRPORT MASTER PLAN JUNE 2015 (REVISED NOVEMBER 2015)

2 LAFAYETTE REGIONAL AIRPORT AIRPORT MASTER PLAN Version 2.0 June, 2015 Rev. November, 2015 Lafayette, LA RS&H No.: Prepared by RS&H, Inc. under contract with Domingue, Szabo & Associates, Inc. at the direction of the Lafayette Airport Commission

3 TABLE OF CONTENTS Chapter 1 Facility Inventory and Assessment... 1-i 1.1 Overview Previous Studies Airport Location and Management Lafayette History Airport Location Airport History Airport Management Airport Staff Planning Context The National Plan of Integrated Airport System (NPIAS) Louisiana State Aviation Plan Airspace and Air Traffic Control Controlled Airspace Special Use Airspace CFR Part 77 Imaginary Surfaces Current FAA Design Standards Existing Airport Facilities Airfield Runways Declared Distances Engineered Material Arresting System (EMAS) Taxiway/Taxilanes Helipads Airfield Lighting Navigational Aids Landside Facilities Terminal Building Automobile Parking and Access Landside Access General Aviation Fixed Based Operators Aircraft Storage Airport Support Facilities Airport Traffic Control Tower Aircraft Rescue and Firefighting (ARFF) Station Lafayette Regional Airport Master Plan Update - (Version 2.0) 1-i

4 1.11 Non-Aviation Related Facilities Multimodal Transportation Network Highways Air Service Chapter 2 Aviation Demand Forecast Forecast Synopsis The Regional Base for Aviation Activity Identification of the Air Service Area and CSA Population Historical Population Comparison Projected Air Service Area Population Comparison Major Employers and Other Economic Indicators Historical Passenger Activity Annual Enplaned Passenger Trends Monthly and Other Seasonal Trends Current Airlines Providing Service Significant Factors Influencing Passenger Air Service Price and Availability of Fuel Airline Company Shifts Location and Other Characteristics of Regional Airports Airport Efforts to Improve Air Service Passenger Forecast Presentation of the FAA TAF Forecast Base Case Comparative Forecast Analysis Alternative Passenger Scenario Forecast Passenger Forecast Comparison Air Cargo Forecast Historical Air Cargo Air Cargo Forecast Based Aircraft Forecast Annual Aircraft Operations Forecast TAF Operations Forecast Alternative Passenger Forecast Impact upon Aircraft Operations Comparison with Other Forecasts Summary of Forecasts Chapter 3 Demand Capacity and Facility Requirements Overview Meteorology... 55

5 3.2.1 Temperature and Precipitation Wind Data Airspace Capacity Airfield Capacity Airfield Characteristics Meteorological Conditions Runway Configuration/Use Mix Index Airfield Annual Capacity Airfield Facility Requirements Airfield Design Criteria Runway Length Analysis Runway 4R-22L Length Requirements Runway Length Requirements Runway 4L-22R Length Requirements Runway Dimensional Evaluation Taxiway Dimensional Analysis Taxiway Requirements Pavement Strength Requirements NAVAIDS Requirements Terminal Facility Gate Requirement Square Footage Requirement Airport Access Airport Roadway System Terminal Curb Frontage Automobile Parking Requirements Public Parking Rental Car Spaces Employee Parking Parking Requirement Summary General Aviation REquirements Based Aircraft Storage Transient Aircraft Aircraft Maintenance Facility Air Cargo Facility REquirements Cargo Building/Warehouse Requirement Cargo Apron Facility Requirements... 84

6 3.11 Support Facilities Aircraft Rescue and Fire Fighting (ARFF) Facility Fuel Storage Facility Facility Requirements Summary Chapter 4 Alternatives Analysis... lxxxix 4.1 Overview Airfield Alternatives FAA Design Guidance Direct Access to the Apron Wide Expanse of Pavement Runway 4R-22L Runway Runway 4L-22R Taxiway Modification per FAA Design Standards Airfield Alternatives Summary Terminal Alternatives Typical Terminal Configurations Terminal Location Alternatives RON Parking Alternatives General Aviation Alternatives Consolidation of General Aviation Operations North General Aviation Alternatives South General Aviation Alternative Landside Alternatives General Aviation Access Alternative Alternative 1 Blue Boulevard Alternative 2 Chaplin Drive Alternative 3 Lafayette School Board Cargo Alternative Support Facility Alternatives Administration Building ARFF and ATC Alternatives Environmental REview Conclusion Chapter 5 Implementation and funding sources Overview Implementation Process Development Phasing Plan

7 5.3.1 Short-Term Development Projects Intermediate-Term Development Projects Long-Term Development Projects Project Responsibilities Sources of Capital Funding FAA Funding Passenger Facility Charge Airport Revenue Other Local Funds Private Funding Sources Capital Improvement Plan Capital Improvement Plan by Phase Capital Improvement Plan Summary Chapter 6 Airport Layout Plan Overview ALP General Description ALP Summary Cover Sheet Airport Data Sheet Airport Layout Drawing Airspace Plan (Part 77) (Inner Surfaces) Airspace Plan (Part 77) (Outer Surfaces) Airspace Plan (Part 77) Runway Profile Airport Facilities Drawing Inner Approach Surface Plan and Profile Runway 4R Inner Approach Surface Plan and Profile Runway 22L Inner Approach Surface Plan and Profile Runway 4L-22R Inner Approach Surface Plan and Profile Runway Inner Approach Surface Plan and Profile Runway Departure Surface Runway 4R-22L Departure Surface Runway Terminal Plan - North Terminal Plan - South Utility Plan As Built On-Airport Land Use Plan Airport Property Map Preliminary Identification of Environmental Features ALP Sheets

8 LIST OF TABLES Table 1-1 Obstructions to Runway Approaches... 9 Table 1-2 FAA Airport Design Standards Table 1-3 Aviation Related Facilities Table 1-4 Non-Aviation Related Facilities Table 1-5 LFT Air Service Table 2-1 CSA Parish Identification and 2010 Population Table 2-2 Five Largest Louisiana Cities in Population Table 2-3 Historical Population Growth Rate Comparison Table 2-4 Projected Air Service Area Population Growth Comparison Table 2-5 Ten Largest Lafayette Parish Employers in Table 2-6 Scheduled Passenger Airlines Serving the Airport Table 2-7 Information on Surrounding Regional Airports Table 2-8 Airports Chosen by Lafayette Area Travelers Table 2-9 FAA TAF Forecast of Enplanements by Year Table 2-10 Alternative Enplanement Projection Table 2-11 Forecast Air Cargo Volume (in Pounds) Table 2-12 Based AiRcraft Forecast By Type Table 2-13 Historical and Forecast Aircraft Operations Table 2-14 Forecast Summary Table 3-1 Percent Wind Coverage Table 3-2 Runway Length Analysis (Airport 4.2D) Table 3-3 Runway Length Analysis Table 3-4 Market Specific Runway Length Table 3-5 Runway Dimensional Analysis Table 3-6 Runway 4R-22L Dimensional Analysis Table 3-7 Runway 4L-22R Dimensional Analysis Table 3-8 Taxiway Dimensional Analysis Table 3-9 Terminal Curbside Requirements Table 3-10 Public Parking Facility Table 3-11 Rental Car Facility Requirements Table 3-12 Employee Parking Requirements Table 3-13 T-Hangar Facility Requirements Table 3-14 Tie-Down Facility Requirements Table 3-15 Conventional Hangar Facility Requirements Table 3-16 Transient Aircraft APron Facility Requirements Table 3-17 Cargo Building Requirements Table 3-18 Cargo Apron Facility Requirements Table 3-19 Jet A Fuel REquirement Table 3-20 AV Gas Fuel Requirement Table 3-21 Facility Requirements Summary Table Master Plan Capital Improvements Program

9 LIST OF FIGURES Figure 1-1 Airport Vicinity Map... 2 Figure 1-2 Excerpt of Houston VFR Aeronautical Chart... 5 Figure 1-3 VMC Sectional Chart... 6 Figure 1-4 Part 77 Imaginary Surfaces... 8 Figure 1-5 Form Figure 1-6 LFT Airport Diagram Figure 2-1 Air Service Area Map Figure 2-2 Historical Enplanements Figure 2-3 Historical Enplanements by Category of Carrier Figure 2-4 Monthly Enplaned Passenger Traffic Figure 2-5 Regional Airport Map Figure 2-6 January 2013 FAA Terminal Area Forecast for the AIrport Figure 2-7 Trend Line Projection of Enplanements Figure 2-8 Historical and Projected Capture Ratio of Air Service Area Passengers Figure 2-9 Alternative Passenger Forecast Scenario 3.5 Percent AAGR Figure 2-10 Comparison of the Two Passenger Forecasts Figure 2-11 Historical Air Cargo Volume Figure 2-12 Air Cargo Activity Projection Figure 2-13 Historical and Forecast Total Based Aircraft Figure 2-14 Historical and Forecast Aircraft Operations Figure 3-1 All Weather Wind Rose Figure 3-2 VMC Wind Rose Figure 3-3 IMC Wind Rose Figure 3-4 VMC Runway Use Configurations Figure 3-5 IMC Runway Use Configurations Figure 3-6 Annual Service Volume Comparison Figure 3-7 Runway Length Requirement (Hot Day) Figure 4-1 Direct Access to the Runway Taxiways B, C, and D Figure 4-2 Wide Expanse of Pavement Taxiways K, H, and J Figure 4-3 Airfield Alternative Summary Figure 4-4 Linear Terminal Configuration Figure 4-5 Curvilinear Terminal Configuration Figure 4-6 Double-Loaded Pier Configuration Figure 4-7 Double Pier Configuration Figure 4-8 Terminal Preferred Alternative Figure 4-9 General Aviation Runway Removal Alternative Figure 4-10 Northeast General Aviation Development Figure 4-11 North General Aviation Preferred Alternative Figure 4-12 Southern General Aviation Development Figure 4-13 Landside Alternative 1 Blue Boulevard Figure 4-14 Landside Alternative 2 Chaplin Drive Figure 4-15 Landside Alternative 3 Lafayette School Board

10 Figure 4-16 Landside Alternative 4 South Grissom Road Figure 4-17 Refined Landside ALternative Figure 4-18 Cargo Alternative Figure 4-19 ARFF/ATCT Alternatives Figure 4-20 Environmental Evaluation

11 CHAPTER 1 FACILITY INVENTORY AND ASSESSMENT

12 FACILITY INVENTORY AND ASSESSMENT 1.1 OVERVIEW This chapter documents the existing facilities at the Lafayette Regional Airport (LFT or Airport) and their condition. The inventory of facilities provides an outlook to the quality of the facilities and potential future use for each area. The information provided in this chapter is used as a basis for the forecast, facility requirements and alternatives. The facility inventory was conducted through site visits to LFT by the project team. The site visits included limited photographic survey and review of airport drawings and available records. Discussions with the Airport Director, Airport Staff, members of the Lafayette Airport Commission (LAC), Federal Aviation Administration (FAA), and Fixed Base Operator (FBO) staff were conducted as part of the facility inventory. 1.2 PREVIOUS STUDIES The following studies were obtained from Airport staff, the City of Lafayette and other sources during the inventory process. These documents were reviewed for historic data and insight into LFT and the city.» 1992 Master Plan Update» 2005 Economic Impact Study» 2005 Master Plan Update» 2008 Forecast Aviation Demand» 2010 Approved ALP» 2012 Annual Report» Annual Versions of Capital Improvement Program: 2013, 2014, and 2015» FAA Terminal Area Forecast» Forecast 2020, Proximity One» Part 150 Study» Striping and Signage Parking Plan» Ten Largest Employers, Lafayette Economic Development Authority 1.3 AIRPORT LOCATION AND MANAGEMENT This section presents information about the airport location, history and management Lafayette History Lafayette began as Petit Manchac, a small trader settlement in the mid-1700s when the immigrants flocked to the point where the Old Spanish Trail crossed the Vermillion River. In 1821, an Acadian refugee, Jean Mouton, formally designed Lafayette with St. John Church in the center. Two years later, the Legislature created Lafayette Parish and named it after Marquis de Lafayette. Lafayette was a French general visiting the country at the time. Louisiana is the only state in the U.S. divided into parishes instead of counties. The original division matched jurisdictions of the Roman Catholic Church. Lafayette Regional Airport Master Plan Update - (Version 2.0) 1

13 In 1836, the community incorporated as Vermilionville. The town s name was changed to Lafayette in Adjacent to the Airport on the northwest is the Bayou Vermilion district. This has become one of Lafayette s premier tourist attractions with more than 50,000 annual visitors from around the world. It was opened in 1990 as a way to preserve and represent the Acadian, Creole, and Native American cultures in the Attakapas region from the time period Throughout the 1940 s, oil companies began to establish offices in Lafayette as it is centrally located to oil and gas activities in the Gulf of Mexico. Today, Lafayette is growing quickly as a regional center for the oil and gas industry. There are more than 1,500 oil and gas companies that operate in the energy corridor. These companies range from small business to companies with over 3,000 employees. The employees in this area of the country represent six percent of all energy laborers in the U.S. Louisiana has one of the largest oil and gas workforces, third in the nation behind Texas and Oklahoma Airport Location The City of Lafayette is located in Lafayette Parish, Louisiana and is the parish seat. Lafayette is located on the banks of the Vermillion River, between Houston and New Orleans, located 25 miles from the Gulf of Mexico. Interstate highways I-10 and I-49 intersect at Lafayette, providing highway access in all directions. LFT is located approximately two miles southeast of the city center; east of US Highway 90, south of the Vermillion River and west of Bayou Tortue. An airport vicinity map is shown in Figure 1-1. FIGURE 1-1 AIRPORT VICINITY MAP 1

14 SOURCE: GOOGLE EARTH, Airport History LFT was dedicated on November 29, 1930 as Lafayette Municipal Airport. Its size has increased from acres in 1953 to approximately 1,116 acres. LFT has grown into a state-of-the art facility, providing high level facilities and services to area residences and businesses. LFT links southwest Louisiana to major domestic destinations with connecting service to points around the globe. LFT serves the growing south central region of Louisiana Airport Management Airport administration is governed by the Lafayette Airport Commission (LAC). The LAC was established in September 1953, by Ordinance No. 490 of the City of Lafayette, consisted of five members and held its first meeting October 19, In 1996, by Ordinance No.O , the Lafayette City Parish Council reorganized the Commission, establishing a seven-member board. The LAC s goal is to continue to strive for the best quality of air service for all passengers, maintain a strong General Aviation (GA) community and attract new business to the area, all in an effort to make LFT a viable competitive airport Airport Staff The Director of Aviation, with the assistance of Deputy Director of Aviation, oversees the following airport departments: security, administration, airport maintenance, airport operations, property management and capital improvements administration. A secretary and a receptionist provide administrative support for all departments. The financial officer reports directly to the Director of Aviation. The Director of Aviation reports directly to the LAC. The LAC consists of seven members appointed by City- Parish representatives. The LAC aids the Director of Aviation in making decisions for the short and longterm goals of the airport. 1.4 PLANNING CONTEXT Airports vary greatly in size and services that are offered from large hub commercial service airports to small GA airports. Airports are classified in the National, State and sometimes regional or city airport system plans. These system plans provide context in how a single airport relates to the system as a whole. LFT is classified in the FAA National Plan of Integrated Airport Systems (NPIAS). The Aviation Division of the Louisiana Department of Transportation and Development (LADOTD) categorizes LFT in its Louisiana State Airport System Plan which documents airport and related facilities to meet the needs of aviation throughout the state The National Plan of Integrated Airport System (NPIAS) The NPIAS is a national plan created by the FAA and updated every five years. Airports are required to be in the NPIAS to receive federal grant money for capital improvement projects. The NPIAS classifies airport facilities by service level and includes the estimated amount of federal grant money needed over a five-year

15 period. The federal grant money listed in the NPIAS is based on the airport s Capital Improvement Program (CIP). According to the latest NPIAS, the LFT CIP is programmed at $24 million which is significantly less than the current CIP (See Table 5-1, Capital Improvements Program). This money is not guaranteed, but is an indication of the capital investments that may be made at LFT over the next five years. It should be noted that certain projects that are presented in this Master Plan, such as safety and capacity projects, are not included in the current CIP. The service level of an airport reflects the type of public services it provides to the community. Federal funding is determined by the service level of the airport. LFT is classified as a Primary Service airport in the NPIAS published in February The primary service category is the highest category and indicates that LFT is a public use facility with scheduled air carrier service and has 10,000 or more enplaned passengers per year Louisiana State Aviation Plan The Louisiana State Aviation Plan, managed by the Aviation Division of LADOTD, incorporates the needs and goals established in the FAA NPIAS, relating them to specific needs in Louisiana. State System Plans identify the aeronautical role of existing and proposed airports and depict plans for the development of air transportation facilities around the state. The Plan classifies airports based on the size of aircraft that is able to operate at the airport which relates to airport design standards. The Louisiana State Aviation Plan was last published in 2003 and classifies LFT as a Primary Commercial, Non-Hub airport. This plan is consistent with how the airport is classified in the NPIAS. 1.5 AIRSPACE AND AIR TRAFFIC CONTROL Airspace in the U.S. is classified as controlled, uncontrolled, special use, and other. Airspace effects how aircraft operate at LFT and in the vicinity of the airport Controlled Airspace Controlled Airspace is broken down into Classes A, B, C, D and E and have certain requirements and dimensions. Class A airspace covers the United States and encompasses all airspace from 18,000 feet to 60,000 feet. Aircraft operating in Class A airspace must be flying under an Instrument Meteorological Conditions (IMC) flight plan. Airspace in the immediate vicinity of a towered airport can either be either Class B, C or D depending on the number of operations at the airfield. According to the Houston VFR Aeronautical Chart, LFT is located at the center of Class C airspace. Class C consists of five Nautical Mile (NM) radius core surface area that extends from the surface up to 1,200 feet above airport elevation and a ten NM radius shelf that extends from 1,200 feet to 4,000 feet above airport elevation. LFT on the Houston VFR Aeronautical Chart is shown in Figure 1-2.

16 FACILITY INVENTORY AND ASSESSMENT FIGURE 1-2 EXCERPT OF HOUSTON VFR AERONAUTICAL CHART SOURCE: FEDERAL AVIATION ADMINISTRATION, 2014 Victor airways are similar to highways for aircraft. The airways are formed by selected radials from VORs and are numbered according to their general direction such that even numbered airways are oriented east/west and odd numbered airways are oriented north/south. Victor airways have a floor of either 1,200 feet or 3,000 feet Above Ground Level (AGL) and extend up to an altitude of 18,000 feet Mean Sea Level (MSL). The standard width of airways is four NM either side of the centerline, expanding at a 4.5 degree angle beginning 51 miles from the VOR transmitter because of the decreasing accuracy of the received signal from the VOR. There are six Victor Airways crossing LFT shown in Figure 1-3. Lafayette Regional Airport Master Plan Update - (Version 2.0) 5

17 FACILITY INVENTORY AND ASSESSMENT FIGURE 1-3 VMC SECTIONAL CHART SOURCE: FEDERAL AVIATION ADMINISTRATION, Special Use Airspace Special use airspace consists of those areas where activities must be constricted because of their nature and includes Military Operations Areas (MOA), restricted areas and alert areas. MOAs are established to separate military training activities from GA and commercial service traffic. There are four MOAs northwest of LFT: Warrior 1, Warrior 2, Warrior 3, and Claiborne A & B. Restricted Areas are airspace where flight of aircraft is subject to restriction. Most restricted areas can be navigated by the controlling Air Traffic Control (ATC) facility when it is not being utilized by the governmental agency. There are three restricted areas northwest of LFT: R3801 A-B, R-3803A, and R-3804A. Alert areas are not restricted, although pilots are advised to exercise caution. A-381 is an Alert area located south of LFT that advises pilots to the high volume of helicopter and seaplane traffic. Special use airspace in the vicinity of LFT is shown in Figure 1-3. Lafayette Regional Airport Master Plan Update - (Version 2.0) 6

18 CFR Part 77 Imaginary Surfaces Airspace around airports should be kept clear to the extent possible. Regulations are in place to protect defined imaginary surfaces in the vicinity of the airport. The geometry of the surfaces are governed by the type of approach on each runway and determined by the Title 14 Code of Federal Regulations (CFR) Part 77, Objects Affecting Navigable Airspace. Part 77 keeps essential airspace free and clear of obstructions that could be hazardous to aircraft on approach to or departure path from the airport. Any object that penetrates the surface is considered an obstruction to Part 77 airspace. The sections of Part 77 airspace are the Primary Surface, Approach Surface, Horizontal Surface, Transitional Surface, and Conical Surface. The surfaces are described below and graphically shown in Figure 1-4.» Primary Surface This surface is centered on the runway, extending 200 feet beyond the edge of the runway. The width of the surface depends on the approach to the runway.» Approach Surface This surface is a sloped plane that begins at the edge of the primary surface with the innermost portion of the approach slope overlapping with the Runway Protection Zone (RPZ).» Horizontal Surface This surface is a horizontal plane 150 feet above the airport elevation. The geometry of the surface is created by arcs centered on the edge of the primary surface with defined radii and then connected by tangents.» Transitional Surface This surface is a plane sloped at 7:1 from the primary and approach surfaces that terminates when it intersects with the horizontal surface.» Conical Surface This surface is a plane sloped at 20:1 extending upward from the periphery of the horizontal surface for 4,000 feet.

19 FACILITY INVENTORY AND ASSESSMENT FIGURE 1-4 PART 77 IMAGINARY SURFACES DIM ITEM VISUAL RUNWAY DIMENSIONAL STANDARDS (FEET) A B A NON - PRECISION INSTRUMENT RUNWAY B C D PRECISION INSTRUMENT RUNWAY PIR WIDTH OF PRIMARY SURFACE AND A ,000 1,000 APPROACH SURFACE WIDTH AT INNER END B RADIUS OF HORIZONTAL SURFACE 5,000 5,000 5,000 10,000 10,000 10,000 VISUAL APPROACH NON - PRECISION INSTRUMENT APPROACH B A PRECISION INSTRUMENT APPROACH A B C D C APPROACH SURFACE WIDTH AT END 1,250 1,500 2,000 3,500 4,000 16,000 D APPROACH SURFACE LENGTH 5,000 5,000 5,000 10,000 10,000 * E APPROACH SLOPE 20:1 20:1 20:1 34:1 34:1 * A - UTILITY RUNWAYS B - RUNWAYS LARGER THAN UTILITY C - VISIBILITY MINIMUMS GREATER THAN 3/4 MILE D - VISIBILITY MINIMUMS AS LOW AS 3/4 MILE E - PRECISION INSTRUMENT APPROACH SLOPE IS 50:1 FOR INNER 10,000 FEET AND 40:1 FOR AN ADDITIONAL 40,000 FEET SOURCE: FAA ORDER JO G NOTE PART DOES NOT MAKE PROVISIONS FOR PRECISION APPROACHES TO UTILITY RUNWAYS.IN THESE SITUATIONS, USE PRECISION STANDARDS FOR OTHER THAN UTILITY RUNWAYS TO DEVELOP THE PRIMARY, APPROACH, AND TRANSITION SURFACES. Lafayette Regional Airport Master Plan Update - (Version 2.0) 8

20 Airspace Obstructions The Airport Master Record FAA Form 5010 lists airport information including the most critical obstruction to each approach to the airport in Obstructions are shown for Runway 4L-22R, 4R-22L, and The obstructions for each runway are shown in Table 1-1. TABLE 1-1 OBSTRUCTIONS TO RUNWAY APPROACHES Runwa y Obstructio n Height (Feet above runway end elevation) 4L Tree 27 22R Tree 54 4R Pole 49 22L Tree Tree Tree 49 Affected Surface 996 ft. from end 83 ft. left of centerline 2,364 ft. from end 5 ft. right of centerline 1,843 ft. from end 325 ft. right of centerline 1,066 ft. from end 214 ft. right of centerline 1,082 ft. from end 134 ft. right of centerline 1,878 ft. from end 302 ft. right of centerline Slope 29:1 slope, 3 degree visual glide path angle 40:1 slope, 3 degree visual glide path angle 34:1 slope, 3 degree visual glide path angle 36:1 slope, 3 degree visual glide path slope 29:1 slope, 3 degree visual glide path angle 34:1 slope, 3 degree visual glide path angle SOURCE: FAA FORM 5010: AIRPORT MASTER RECORD, CURRENT FAA DESIGN STANDARDS The FAA airport planning and design standards used in this Master Plan are defined in FAA Advisory Circular (AC) 150/ A, Change 1: Airport Design. The standards and recommendations included in the AC are required for any airport receiving Federal grant money. In some exceptional circumstances modifications to standards are permitted if the modification provides an acceptable level of safety and operation. The AC provides guidance on determining the classification for airports and standards for each category. The Airport is classified as an Airport Reference Code (ARC) of C-III. The first part of the code shows the Aircraft Approach Category (AAC) of C defined as aircraft with approach speeds of 121 knots to less than 141 knots. The second part of the ARC shows the Airplane Design Group (ADG) defined as aircraft with tail heights between 30 feet 45 feet. Runway 4L-22R is not able to accommodate all aircraft that operate and has a design standard of B-II. AAC B is defined as aircraft with an approach speed between knots and an ADG of II is defined as aircraft with tail height between 20 feet 30 feet. The design criteria for B-II and C-III are shown in Table A future study for updating the ALP to be completed in 2015 will provide updated information for airport obstructions.

21 TABLE 1-2 FAA AIRPORT DESIGN STANDARDS Aircraft Reference Code/Airplane Design Group B-II C-III Item Dim (Ft.) Dim (Ft.) Runway Centerline to Parallel Taxiway Centerline Runway Centerline to Hold line Runway Centerline to Aircraft Parking Area Runway Width Runway Shoulder Width Runway Blast Pad Length Runway Blast Pad Width Runway Safety Area Width Runway Safety Area Length Prior to Landing Threshold Runway Safety Area Length Beyond Runway End Runway Obstacle Free Zone Width Runway Obstacle Free Zone Length Runway Object Free Area Width Runway Object Free Area Length Beyond Runway End Taxiway Width Taxiway Shoulder Taxiway Object Free Area Taxiway - Taxiway Separation SOURCE: RS&H ANALYSIS, EXISTING AIRPORT FACILITIES The Airport encompasses approximately 1,116 acres over four separate tracts of land which include the airfield, hangars, terminal building, aviation and non-aviation facilities, and safety areas. The airfield is at an elevation of 42 feet MSL. The coordinates of the Airport Reference Point (ARP) are latitude N and longitude W. Information regarding the airport s runways, facilities, operations, and based aircraft are available in the FAA Form 5010, the Airport Master Record. Form 5010 is shown in Figure 1-5.

22 FACILITY INVENTORY AND ASSESSMENT FIGURE 1-5 FORM 5010 SOURCE: FEDERAL AVIATION ADMINISTRATION, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 11

23 1.7.1 Airfield Runways Currently, there are three active runways at LFT. Runway 4R-22L, the primary runway, and Runway 4L-22R are parallels in a northeast/southwest orientation while Runway is oriented in a northwest/ southwest direction. The runway names are derived from the magnetic compass orientation of the runway end to the closest tenth of a degree. For example, Runway 4R is closest to 40 degrees northeast. Since the two main runways are parallel and have identical directions, R and L are used to differentiate runway ends with R indicating the runway end is on the right and L meaning it is on the left. The LFT Airport Diagram showing the airfield layout is shown in Figure 1-6. The airport diagram is updated when a construction project is complete and the pavement is operational. Current construction, such as Taxiway M, is not reflected on the airport diagram (at this writing August, 2014).

24 FACILITY INVENTORY AND ASSESSMENT FIGURE 1-6 LFT AIRPORT DIAGRAM SOURCE: FEDERAL AVIATION ADMINISTRATION, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 13

25 Runway 4R-22L is 7,651 feet long and 150 feet wide with a pavement strength rated to accommodate the following aircraft:» Single wheel load rating of 140,000 pounds or less.» Dual wheel load rating of 170,000 pounds or less.» Dual wheel tandem load rating of 290,000 pounds. The runway is constructed of asphalt with a grooved surface and is in good condition. The runway is equipped with High Intensity Runway Lighting (HIRL) and Medium Approach Lighting System with Runway Alignment Indicator Lights (MALSR) at the Runway 22L end. The runway is equipped with a 4-box Precision Approach Path Indicator (PAPI) and Runway End Identification Lights (REIL) on the Runway 4R end. Runway 4L-22R is 4,099 feet long and 75 feet wide with pavement strength rated to accommodate the following aircraft:» Single wheel load rating of 25,000 pounds.» Dual wheel load rating of 32,000 pounds. The runway is constructed of asphalt and is considered to be in fair condition. It is equipped with REIL and 2-box PAPI on both runway ends. Runway is 5,211 feet long and 150 feet wide. The pavement strength is rated to accommodate the following aircraft:» Single wheel load rating of 85,000 pounds or less.» Dual wheel load rating of 110,000 pounds or less.» Dual wheel tandem load rating of 175,000 pounds. The runway is constructed of grooved asphalt and is in good condition for most of its length; there are some areas of the runway that need rehabilitation. The runway is equipped with Medium Intensity Runway Lights (MIRL), REIL and 4-Box PAPI at both ends of the runway Declared Distances Declared distances are utilized when there is a non-standard Runway Safety Area (RSA) or Object Free Area (OFA) as well as when there is a displaced threshold. Declared distances represent the maximum length of pavement available for takeoff and landing available to aircraft operating on a specific runway by identifying how much of the existing full length of pavement can be used for a certain operation. The four elements of declared distances are:» Take-off Run Available (TORA): The runway length available and suitable for the ground run of an aircraft taking off

26 » Take-off Distance Available (TODA): The length of the TORA plus the length of additional runway or a clearway beyond the end of the TORA» Accelerated Stop Distance (ASDA): The length of runway available plus stopway length available and suitable for acceleration and deceleration of an aircraft aborting a takeoff» Landing Distance Available (LDA): The runway length available and suitable for an aircraft to land Runway 22L has a displaced threshold of feet. The displaced threshold decreases the available distance for aircraft landing on Runway 22L. The TORA, TODA, and ASDA for Runway 22L is 8,001 feet while the LDA is 7,659 feet. In order to alleviate the other RSA issues at LFT, an Engineered Material Arresting System (EMAS) has been installed or is planned for three, and possibly four runway ends (at this writing). This is explained further in the next section Engineered Material Arresting System (EMAS) EMAS is a bed of crushable concrete located at the end of the runway that is able to slow down an aircraft that has overrun the end of runway pavement on either landing or on an aborted takeoff. The aircraft is slowed by the loss of energy that is required to crush the EMAS bed. EMAS is installed in areas where there are non-standard RSAs and the airport in unable to mitigate the RSA issues. RSA standards with EMAS installations are smaller than normal RSA design standards. Runway 11, Runway 4R, Runway 22L, Runway 11, and Runway 29 have RSAs that do not meet standard FAA requirements. At the time of this report, EMAS has been installed on the departure end of Runway 4R and Runway 22L with plans to install EMAS on Runways 11. There also has been discussion with the FAA about the potential for installing EMAS on Runway 29. RUNWAY 4R EMAS SOURCE: RS&H, Taxiway/Taxilanes In addition to the runways, the airfield consists of a system of taxiways, taxilanes, and taxiway connectors which provide access between the runways and terminal, ramp or aircraft parking. Taxiway B and Taxiway J are parallel taxiways to Runway and Runway 4R-22L, respectively, providing access to both ends of the runways. Taxiway F is a partial parallel to Runway 4L-22R on the western side of the runway. It begins at the Runway 4L end and continues to the GA ramp. Taxiway L provides access from the GA ramp to the Runway 22R end and continues to Runway 4R-22L.

27 Taxilane A is an apron edge taxilane and taxiway segment that runs from Taxiway B to the GA apron. Taxiways B, C, and D are connector taxiways that provide access from the ramp to Runway Taxiways K and H are connector taxiways between Taxiway J and Runway 4R-22L with Taxiway H being a high speed exit taxiway. At the time of this report, Taxiway M was under construction; Taxiway M will connect the departure end of Runway 11 to Taxiway F south of Runway Helipads There are numerous helipads around the airfield at LFT. There are 11 helipads located in the north airfield, south of the GA Ramp. There are an additional 20 private helipads operated by PHI, Inc. (PHI) which is a large helicopter service company to offshore oil and gas, onshore mining, international, air medical, and technical companies. PHI is located in the west airfield, including a flight corridor that runs between PHI east to the Runway 4L end. Additional helipads are located in the west airfield which are privately held by PHI Airfield Lighting Airfield lighting provides pilots with visual indications of spatial areas and their location at the Airport during the evening hours or during low light conditions. Runway 4R-22L has HIRL and MALSR. Runway 4L-22R and Runway are equipped with MIRL. In addition, there is Medium Intensity Taxiway Lighting (MITL) along all taxiways, which enables safe taxi at night or in low light conditions Navigational Aids Navigational Aids (NAVAIDS) are electronic and visual air navigation aids that include lights, signs and associated equipment. The NAVAIDS installed at LFT include an Instrument Landing System (ILS), Localizer, a Very High Frequency Omni-Directional Range Radio-Beacon (VOR) with Tactical Air Navigation (TACAN), and a Non-Direction Radio-Beacon (NDB). Runways are characterized into three categories depending on the type of approach that is available for that specific runway. A visual runway has only visual approaches available which are useable during good weather conditions. Runways with instrument approaches are further characterized into Non-Precision or Precision based on the type of approach and the information that is available for the aircraft. A Non- Precision Instrument Approach provides only lateral guidance to the runway while a Precision Instrument Approach includes both lateral and vertical guidance. Different NAVAIDS are required for each of these instrument approaches. An ILS provides Runway 4R-22L with a precision instrument approach to the Runway 22L end. The ILS includes a localizer for horizontal guidance and a three-degree glide slope transmitter for vertical path alignment, plus two marker beacons. The localizer antenna is approximately 1000 feet beyond the departure end of Runway 4R. An ultra-high frequency (UHF) glide slope transmitter is located approximately 1,000 feet south of the threshold on the west side of Runway 22L. The Outer Marker and the Middle Marker establish range information to indicate how far along the approach path the aircraft has progressed. The Outer Marker and Middle Marker are located 5.8 nautical miles (NM) and 0.5 NM from the approach end of Runway 22L, respectively.

28 One VORTAC is available for navigation to and through the LFT area. The VORTAC at LFT is a combination of a VOR and a TACAN. The VOR provides air navigation to the general public and civilians while the TACAN is available for use by the military. The VOR generates a signal at various headings and is translated in the aircraft to an azimuth reading. The VOR also includes Distance Measuring Equipment (DME) that provides aircraft with the distance that they are from the VOR station. The VORTAC is located in the south airfield near the Runway 4R threshold. There are two approaches into LFT using the VORTAC, Runway 4R and Runway 11; both of these approaches are non-precision instrument approaches. Runways 4R, 22L, and 29 have Global Positions System (GPS) and Area Navigation (RNAV) approaches available. GPS approaches utilize the GPS equipment installed in the aircraft. RNAV creates a variable flight path where the aircraft can fly a broader network of navigational beacons rather than navigating directly to and from each beacon. These provide non-precision approaches to the designated runways. A rotating beacon, located on the Air Traffic Control Tower (ATCT) provides visual guidance for pilots at night to the general location of an airport not unlike a lighthouse. A segmented circle is located in the middle of the airfield west of Taxiway F and south of Runway 11-29, as well as windsocks located at the departure ends of Runway 4-22L and Runway The segmented circle and windsocks provide pilots the current wind direction and speed for the pilots to determine which runway should be used. 1.8 LANDSIDE FACILITIES There are numerous aviation-related facilities located at the airport including hangars, terminal buildings, equipment, and maintenance facilities. The aviation-related buildings at LFT, including occupants and current condition of the facilities, are shown in Table 1-3.

29 FACILITY INVENTORY AND ASSESSMENT TABLE 1-3 AVIATION RELATED FACILITIES Building Number Structure Occupants (LAC Building List) Condition 1 Passenger Terminal Airlines, Rental Car, Concessions, Airport Admin Good 2* Hangar #9* UPS and Integrated Air Service Poor 3 Hangar #10 Good 4 Hangar #11 Landmark FBO Fair 5 Hangar Landmark FBO Good 6 Hangar with offices American Aviation Good 7 Hangar with offices Landmark FBO Good 8 Hangar with offices Franks Casing Crew Fair 9 Hangar PHI Fixed Wing Fair 10 T-Hangar Landmark FBO Good 11 T-Hangar Landmark FBO Good 12 T-Hangar Landmark FBO Good 13 Hangar #7 with offices FedEx/John Falls/Arcadian Ambulance/Tanner Fair 14 Hangar #7 with offices FedEx/John Falls/Arcadian Ambulance/Tanner Fair 15 Hangar Landmark FBO Fair 19 Maintenance Shop MX Building B - LAC MX 21 ATCT FAA Good 22 Commission Offices LAC Fair 23 Electrical Vault/ Emergency Generator LAC Good Aviation Office/Hangar PHI Helicopters Fair 28 Localizer Shelter Building LAC Good 72 Hangar/Offices Bean Resources Good 73 ARFF Rural Metro Fire Department Good 74 Hangars/Offices Private Aircraft Hangars of LFT Good 75 Hangar/Offices Knight Oil Tools Good 76 Hangars with offices Moreno Investments Good 77 Hangars with offices Good * BUILDING IS PLANNED FOR DEMOLITION SOURCE: LAC, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 18

30 FACILITY INVENTORY AND ASSESSMENT Terminal Building The passenger terminal building is located north of the airfield off of Terminal Drive. It is a two story building with approximately 62,000 square feet. The first floor of the building houses rental car offices, baggage claim, airline ticket counters and airline offices. The second floor includes passenger boarding bridges, holding room, concessions, and Transportation Security Agency (TSA) offices. Many of the offices on the second floor are currently vacant. United Airlines, Delta Airlines, and American Airlines presently operate from the Terminal Building Automobile Parking and Access Short-term and long-term paid parking lots are available for automobile parking. The parking lots are located directly in front of the terminal building. The front rows of the short-term parking lot are designated as the rental car ready/return area. Employee parking is available adjacent to the short-term lots. Republic Parking manages the parking lots at LFT. According to an inventory of spaces by Republic Parking, the 497 available parking spaces are broken down as: Landside Access» 118 rental car spaces» 101 short-term parking spaces» 148 long-term parking spaces» 130 economy parking spaces Roadway access to the terminal building and parking lots is available from U.S. Highway 90 and LA Highway (Surrey Street). Terminal Drive provides an access loop to the passenger terminal and parking area. A taxi holding area is available in front of the terminal near the arrival and departure zones of the curb front. 1.9 GENERAL AVIATION This section outlines the inventory of GA facilities at LFT. These facilities include the Fixed Based Operator, aircraft maintenance, and aircraft storage Fixed Based Operators The one Fixed Based Operator at the Airport is Landmark Aviation. The FBO terminal is located in the north airfield in the GA complex and provides services such as an aviation shop, aircraft hangars, and pilot lounge. There is a ramp with tie-down positions adjacent to the FBO terminal and hangars. Landmark also provides aircraft maintenance services Aircraft Storage There are tie-downs, T-Hangars, and conventional hangars for aircraft storage. Tie-downs and T-Hangars are primarily used by single-engine and small multi-engine aircraft. Large jet aircraft utilize the conventional hangars for storage. Currently at LFT, there are 14 conventional hangars. This includes the FBO hangars and hangars that are under construction at the time of the writing of this report. These hangars are privately owned and leased by multiple tenants. Lafayette Regional Airport Master Plan Update - (Version 2.0) 19

31 There are currently three bays of T-Hangars totaling 42 hangars. All hangars are utilized and there is no waiting list maintained, however; the FBO has expressed a need for additional T-hangars. Prospective tenants inquire about available T-Hangars, but require immediate occupancy. In addition to the transient ramp available near the FBO, there are 159 T-Hangars available for based and transient aircraft. Tie-downs allow small aircraft to be securely stored on the ramp AIRPORT SUPPORT FACILITIES Support facilities at LFT include an Air Traffic Control Tower (ATCT) and Aircraft Rescue and Fire Fighting (ARFF) Airport Traffic Control Tower The ATCT at LFT is operated by the FAA and located on the southwest side of the airfield. The tower is open from 6:30 am to 11:30 pm every day. The airport remains operational when the tower is closed, but pilots are responsible for communicating and maintaining separation from other aircraft. The ATCT is accessible from Tower Drive and has parking for staff and visitors Aircraft Rescue and Firefighting (ARFF) Station Federal Aviation Regulations (FAR) requires LFT to provide on-airport ARFF services to ensure safe airport operations for the benefit of the public utilizing both GA and commercial transportation. Airports are classified into indexes depending on the largest aircraft that operates at on average of five or more times every week. The index determines the amount and type of equipment that is available in the station. Currently, LFT is classified as Index B based on the largest aircraft as the Embraer EMB-145. The ARFF station at LFT meets the requirements for Index B. Rural Metro Corporation, an Arizona based company operating in 400 communities across the United States and Latin America, provides ARFF services for LFT. The Fire Station is located near the ATCT and maintains two crash/fire rescue trucks and three emergency response vehicles. The firefighters are trained in Cardiopulmonary Resuscitation (CPR) and certified to operate a defibrillator, which is provided on site NON-AVIATION RELATED FACILITIES There are numerous non-aviation related facilities that are located on airport property. A majority of these facilities are located west of Shepard Drive and north of Fisher Road and Blue Boulevard. Non-Aviation related facilities are located both on and off airport property. The Non-aviation related facilities are shown in Table 1-4.

32 FACILITY INVENTORY AND ASSESSMENT TABLE 1-4 NON-AVIATION RELATED FACILITIES Building Number Structure Occupants (LAC Building List) 16 Office Building Arcadian Ambulance 17 PHI 18 Office Avionic Solutions (August 2015) 20 Warehouse PHI Helicopters (1/3) - Technical College (2/3) 24 Administrative Offices/Hangars PHI Helicopters 25 Office Moss Motors 29 Gas Station Shell Station - Brenton Investments 30 Office Building Moss Motors 31 Storage Building Moss Motors 32 Metal Building LA National Guard Army 33 Metal Building National Guard Headquarters 34 Military Ops Building LA National Guard Army 35 Brick & Metal Garage LA National Guard Army 36 Metal Building LFT Consolidated Government 37 House LA Consolidated Government 38 Club House Beaver Park 39 Pavilion Beaver Park 40 Sewer Pump Station LFT Consolidated Government 41 Brick Restroom Beaver Park 42 Wood House Bayou Vermilionville District 43 Wood Building Bayou Vermilionville District 44 Visitor's Center Vermilionville Wood Building Vermilionville 49 Large Wood Center Vermilionville Historic Wood Building Vermilionville Metal Shop US Army Reserves 64 Military Ops Building US Army Reserves 65 Portable Building Horace Man 66 Military Ops Building Marine Corps Reserve Center 67 Building Vanguard Car Wash 68 Metal Building Avis Rental 69 Metal Building Marine Corps Reserve Center 70 Office Building Marine Corps Reserve Center 71 Trailer Marine Corps Reserve Center SOURCE: LAC, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 21

33 FACILITY INVENTORY AND ASSESSMENT 1.12 MULTIMODAL TRANSPORTATION NETWORK The City of Lafayette sits at the intersection of Interstate highways I-10 and I-49 and has a growing road infrastructure to match the thriving area businesses, employment, and customers Highways Interstate highways I-10 and I-49 intersect in Lafayette. I-10 connects Jacksonville, Florida to Los Angeles, California. I-49 connects Lafayette, Louisiana to Shreveport, Louisiana and eventually to Kansas City. U.S. Highway 90 runs north to south and LA Highway 167 runs east to west through Lafayette Parish. There are currently plans to convert a portion of U.S. Highway 90 to I-49 including the portion adjacent to the Airport. Other major roadways include Louisiana Highways 92, 94, 98, 182, 342, 343, 339, 719, and Air Service The Airport is the only provider of air service in the Lafayette Parish. The catchment area, or air service market, is a five parish area of Arcadia, St. Landry, St. Martin, Iberia, and Vermillion. American, Delta, and United offer daily serve to their closest hub city. At this writing (August 2014), the Airport currently has air service to four hub airports including Dallas, Atlanta, Houston and Denver. These flights allow passengers flying out of LFT easy access to domestic and worldwide destinations. Current air service at LFT is shown in Table 1-5. TABLE 1-5 LFT AIR SERVICE Airline Non-Stop Destinations Typical Daily Departures American Dallas/Ft. Worth (DFW) 4 Delta Atlanta 6 United Houston (IAH) 7 United Denver 1 SOURCE: RS&H ANALYSIS, 2014 There are commercial service airports located in the vicinity of LFT. Acadiana Regional Airport is located 22 miles southeast of Lafayette and Baton Rouge Metropolitan Airport is located 60 miles east of Lafayette. The closest international airport is New Orleans International Airport located 120 miles east of Lafayette. Lafayette Regional Airport Master Plan Update - (Version 2.0) 22

34 CHAPTER 2 AVIATION DEMAND FORECAST

35 AVIATION DEMAND FORECAST This chapter presents the passenger, air cargo, and aircraft activity forecasts for the Lafayette Regional Airport (Airport). The analysis has been developed for use in the Master Plan Update to identify the longterm trends for the types and levels of aviation activity that could trigger the need for Airport facility expansion or improvement. 2.1 FORECAST SYNOPSIS Airport statistics recorded 231,352 enplaned (boarding) commercial passengers in calendar year 2012; base year for these forecasts is Since 1990, the Airport has seen a 2.9 percent Average Annual Growth Rate (AAGR) of enplanements. The best ever yearly passenger volume in 2012 indicates strength of the regional economy. The Airport s service area is located in the oil/gas exploration, production, and processing area of southern Louisiana/southeast Texas. Local energy-related industries have been booming since fracking and other innovative production techniques have reduced the price and increased the availability of oil and natural gas. Variations in annual passenger volumes are typical at airports as economic conditions and airline service changes. The Airport has gained, on average, approximately 5,000 passengers per year over the last 20 years. During this period, the number of airlines, destinations served, flight frequency, and type of aircraft have varied, not always leading to a steady growth of passenger enplanements on a year-to-year basis. In addition to the strength of energy-related local industries, the Airport believes the passenger enplanement increases have been influenced by the following factors:» The availability of three major airlines serving the Airport providing competitive services» The shift of service over the last 20 years to regional jets from propeller aircraft making it more comfortable and faster to fly in a jet; further, passenger perception is typically that a jet is a more modern aircraft than a propeller one» The ability to head both east to the major Delta hub city of Atlanta and west to Dallas/Ft. Worth (a hub of American) and Houston (a hub of United) from the Airport Even higher levels of passengers are possible in the future, if, for example: 1) a low fare carrier were to introduce service, 2) new destinations were available to stimulate travel, particularly to the northeastern United States, and/or 3) new, larger mainline jet aircraft were introduced. Other potentially significant air service issues and influences on passenger levels include:» The concern regarding continued increases in air fares often brought about by additional charges for services such as better seats, on-board meals, entertainment, etc.» The reduction of major U.S. carriers brought about by mergers. Lafayette Regional Airport Master Plan Update - (Version 2.0) 24

36 AVIATION DEMAND FORECAST» The need for connecting service through a hub airport to reach cities other than Atlanta, Dallas, and Houston from the Airport.» The leakage of regional passengers from the Airport to alternative facilities, i.e. New Orleans, Baton Rouge, Alexandria, and Lake Charles. The Airport believes leakage of local passengers to alternative airports is as much as 30 percent. This analysis will provide a base forecast assuming the continuation of current passenger trends and a scenario of higher potential passenger activity representing stimulation of air traffic and/or recapture of some of the passenger leakage. 2.2 THE REGIONAL BASE FOR AVIATION ACTIVITY This section identifies the prime geographic area served by the Airport and the regional characteristics which influence aviation demand. It is recognized that air passengers can come into the region from outside and local residents can utilize other airports. However, this regional analysis provides a basis for identifying and understanding the greater Lafayette area and its ability to support aviation activity Identification of the Air Service Area and CSA Population The prime geographic region served by an airport is referred to as an Air Service Area. For the purposes of this report, the Lafayette-Arcadian Combined Statistical Area (CSA) will be defined as the Air Service Area. This CSA is identified by the U.S. government as the prime business market of greater Lafayette and it is the source of the majority of existing passengers. The CSA consists of six parishes and had a 2010 census population of 550,134. The names of the CSA counties, ranked by 2010 Census Bureau population, are shown in Table 2-1. TABLE 2-1 CSA PARISH IDENTIFICATION AND 2010 POPULATION 2010 Population Parish Number Share Lafayette 221,578 40% St. Landry 83,384 15% Iberia 73,240 13% Acadia 61,773 11% Vermillion 57,999 11% St. Martin 52,160 9% Total 550, % SOURCE: CENSUS, 2013 Lafayette Regional Airport Master Plan Update - (Version 2.0) 25

37 AVIATION DEMAND FORECAST The parishes of the Air Service Area are shown on Figure 2-1. FIGURE 2-1 AIR SERVICE AREA MAP SOURCE: RS&H, 2013 Lafayette Parish (the location of the City of Lafayette and the Airport) contains approximately 40 percent of the Air Service Area s population of about 550,000. The City of Lafayette had 120,623 residents based on the 2010 census or about 22 percent of the Air Service Area s population. Lafayette is the fourth largest Louisiana city in population as shown on Table 2-2. Lafayette Regional Airport Master Plan Update - (Version 2.0) 26

38 AVIATION DEMAND FORECAST TABLE 2-2 FIVE LARGEST LOUISIANA CITIES IN POPULATION Rank City 2010 Population 1 New Orleans 343,289 2 Baton Rouge 229,493 3 Shreveport 199,311 4 Lafayette 120,623 5 Lake Charles 71,993 SOURCE: 2010 CENSUS Historical Population Comparison This section identifies the key demographic characteristics of the Air Service Area. The Air Service Area s population will be presented with comparable information for the State of Louisiana and the entire United States. Historically, the rate of population growth in the Air Service Area has been greater than the State of Louisiana. Over the past 50 years, the state has had a population Average Annual Growth Rate (AAGR) of 0.7 percent. The Air Service Area s population AAGR has averaged 1.0 percent annually. The Air Service Area has met or exceeded the state in population growth rate during each decade over the last 50 years. The Air Service Area has grown slightly slower in population when compared to the entire United States. Over the 50-year period, the U.S. has grown at a 1.1 percent AAGR versus 1.0 percent for the Air Service Area. However, Lafayette Parish has been growing much faster in population than the other parishes in the Air Service Area. The historical comparison of CSA growth to the state and nation is shown in Table 2-3. Lafayette Regional Airport Master Plan Update - (Version 2.0) 27

39 AVIATION DEMAND FORECAST TABLE 2-3 HISTORICAL POPULATION GROWTH RATE COMPARISON Census Population Parish AAGR Acadia 49,931 52,109 56,427 55,882 58,861 61, % Iberia 51,657 57,397 63,752 68,297 73,266 73, % Lafayette 84, , , , , , % St. Landry 81,493 80,364 84,128 80,331 87,700 83, % St. Martin 29,063 32,453 40,214 43,978 48,583 52, % Vermillion 38,855 43,071 48,458 50,055 53,807 57, % Total CSA 335, , , , , , % AAGR by decade 1.1% 1.7% 1.0% 1.0% 0.7% Louisiana 3,257,022 3,641,306 4,205,900 4,219,973 4,468,976 4,533, % AAGR by decade 1.1% 1.5% 0.0% 0.6% 0.1% United States 179,323, ,211, ,545, ,709, ,421, ,745, % AAGR by decade 1.3% 1.1% 0.9% 1.2% 0.9% SOURCE: CENSUS, Projected Air Service Area Population Comparison Forecast projects population growth to be similar among the Air Service Area, the State of Louisiana, and the United States for the next ten years ( ). The specific average annual growth rates are 0.8 percent in the Air Service Area, 1.0 percent in Louisiana, and 0.9 percent in the United States. Lafayette Parish is expected to continue its above-average population growth rate; however, adjacent parishes are projected to grow at a much slower rate. The ten-year growth population projection comparison of the Air Service Area, Louisiana, and the United States is shown in Table Forecast by Proximity One, Inc. Lafayette Regional Airport Master Plan Update - (Version 2.0) 28

40 AVIATION DEMAND FORECAST TABLE 2-4 PROJECTED AIR SERVICE AREA POPULATION GROWTH COMPARISON Parish Census 2000 Census 2010 AAGR Forecast / AAGR AAGR Acadia 58,861 61, % 63, % 0.4% Iberia 73,266 73, % 74, % 0.1% Lafayette 190, , % 254, % 1.5% St. Landry 87,700 83, % 88, % 0.0% St. Martin 48,583 52, % 54, % 0.6% Vermillion 53,807 57, % 59, % 0.5% Total CSA 512, , % 595, % 0.7% Louisiana 4,468,976 4,533, % 4,996, % 0.6% United States 281,421, ,745, % 337,084, % 0.9% SOURCE: CENSUS, 2013 AND FORECAST 2020 PROXIMITY ONE, INC., 2013; AAGR INDICATES AVERAGE ANNUAL GROWTH RATE FORECAST PREPARED BY PROXIMITY ONE, INC., 2013 The Lafayette Economic Development Authority had a study prepared by Neilson Solution Center of the expected regional population growth. However, this study is for a smaller geographic area and a shorter time period of five years. The study projects a five year average annual population growth rate for the greater Lafayette area of 0.9 percent, which is similar to the projections above Major Employers and Other Economic Indicators As in any community, the major employers in the Air Service Area include a large number of governments, schools, and hospitals, in addition to private employers. The Lafayette Parish School System is the largest single regional employer with approximately 4,500 employees. In addition, the greater Lafayette area is highly dependent upon the oil and gas industry for private sector employment, as will be discussed in this section. The ten largest Lafayette Parish employers in 2012 are listed in Table 2-5. Lafayette Regional Airport Master Plan Update - (Version 2.0) 29

41 AVIATION DEMAND FORECAST TABLE 2-5 TEN LARGEST LAFAYETTE PARISH EMPLOYERS IN 2012 Rank Company Industry Employment 1 Lafayette Parish School System Education Lafayette Consolidated Government Public Services Lafayette General Medical Center Health Care Schlumberger Oil and Gas Wood Group Production Services Oil and Gas Wal Mart Stores Retail University of Louisiana Lafayette Education Baker Hughes Oil and Gas Our Ladies of Lourdes Medical Center Health Care WHC, Inc. Oil and Gas 1400 SOURCE: LAFAYETTE ECONOMIC DEVELOPMENT AUTHORITY, 2013 In a list of the largest 50 employers in Lafayette Parish prepared by the Lafayette Economic Development Authority, 22 of the 50 are related to the oil and gas industry. Since most of the Air Service Area lies inside the Louisiana Energy Corridor (Energy Corridor), regional employment is greatly impacted. The Energy Corridor encompasses a nine-parish area stretching from Lafayette to New Orleans. According to the Lafayette Economic Development Authority, the Energy Corridor has more than 1,500 oil and gas companies operating within its boundaries employing most of Louisiana s 76,000 oil and gas industry workers. Sea port access is available via the Mississippi River, Atchafalaya River, Gulf Intercostal Waterway, and Gulf of Mexico. Four oil refineries are located within the Energy Corridor and four more are in adjacent parishes. The state of Louisiana has 23 percent of the nation s refining capacity with other energy-related employment provided by drilling platform service facilities, pipelines, chemical plants, and related industries. Ground transportation to and from the Air Service Area is facilitated by Interstate 10, which runs east/west through Lafayette and Interstate 49 which runs north and in the future will be completed to the south. Main and branch lines of several major railroads run through Lafayette and other parts of the Air Service Area. Tourism is another major local industry. Many in the greater Lafayette area refer to the region as the Cajun Heartland. Cajuns are descendants of French speaking Acadian exiles who moved from the Maritime Provinces of Canada to southern Louisiana in the late seventeen century. A number of colleges and technical schools are in the CSA. These include the University of Louisiana at Lafayette with an enrollment of approximately 16,000. The South Louisiana Community College is located in Lafayette, as are two other institutes of higher learning: Louisiana Technical College and Remington College. Lafayette Regional Airport Master Plan Update - (Version 2.0) 30

42 AVIATION DEMAND FORECAST 2.3 HISTORICAL PASSENGER ACTIVITY This section identifies the historical passenger air traffic activity at the Airport Annual Enplaned Passenger Trends Over the last 21 years, the Airport has shown an upward trend in total enplanements. A record of passenger traffic and rate of growth at 10-year intervals and a graph of enplaned passengers ( ) is presented in Figure 2-2. FIGURE 2-2 HISTORICAL ENPLANEMENTS ,000 Enplaned Passengers 200, , ,000 50,000 0 SOURCE: FAA TAF, 2013 Year Enplanements Annual Change , , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % Lafayette Regional Airport Master Plan Update - (Version 2.0) 31

43 AVIATION DEMAND FORECAST Over the period of historical Airport enplanements shown, 12 years showed year-over-year passenger increases and 9 years showed decreases. This fluctuating of up and down years is typical in the airline/airport industry as economic and airline factors influence air traffic volumes. As shown, there has been a shift in the mix of passengers from larger aircraft, such as the 150 passenger Boeing , to 50 passenger aircraft, such as the Embraer CRJ 145. The shift from air carrier aircraft to commuter aircraft is shown on Figure 2-3. FIGURE 2-3 HISTORICAL ENPLANEMENTS BY CATEGORY OF CARRIER 250,000 Enplaned Passengers 200, , ,000 50,000 0 Air Carrier Commuter Total Enplaned Passengers Year Air Carrier Commuter Total ,268 73, , , , , , , , , , ,487 Average Annual Growth Rate Period Percent Change % 9.3% 3.8% % 1.9% 1.8% % 5.3% 2.8% SOURCE: FAA TAF, JANUARY 2013 Lafayette Regional Airport Master Plan Update - (Version 2.0) 32

44 AVIATION DEMAND FORECAST Monthly and Other Seasonal Trends The Airport s 2012 passenger traffic showed a relatively small seasonal variation. The busiest months were May and June. December saw the fewest number of enplaned passengers, by a small margin. Note that this relatively stable traffic by month is typical of a business-type market where there is a steady stream of travelers. This is in contrast to vacation-type markets where passengers peak during the year. For example, most beach, cruise, and ski markets peak in winter, while most family vacation park markets are busy in the summer. The airline s flight schedules do not vary substantially throughout the year at the Airport; rather, it is the aircraft load factors that usually changes. The monthly passenger traffic for 2012 appears in Figure 2-4. FIGURE 2-4 MONTHLY ENPLANED PASSENGER TRAFFIC ,000 20,000 Enplaned Passengers 15,000 10,000 5,000 - Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec SOURCE: AIRPORT, Current Airlines Providing Service Regional affiliates of three legacy airlines currently provide regularly scheduled passenger service to the Airport, i.e., American, Delta, and United. Each scheduled passenger airline currently serving the Airport flies to their closest respective hubs. Summer schedule changed by day of the week and month, but the typical number of weekday flights in this period was 17. The Summer Schedule for 2013 cites served non-stop by commercial passenger airlines are shown in Table 2-6. The occasional charter flights are not shown. Lafayette Regional Airport Master Plan Update - (Version 2.0) 33

45 AVIATION DEMAND FORECAST TABLE 2-6 SCHEDULED PASSENGER AIRLINES SERVING THE AIRPORT Airline Non-Stop Destinations Typical Daily Departures American Dallas/Ft. Worth (DFW) 4 Delta Atlanta (ATL) 6 United Houston (IAH) 7 United Denver (DEN) 1 SOURCE: RS&H ANALYSIS, SIGNIFICANT FACTORS INFLUENCING PASSENGER AIR SERVICE This section identifies the most significant factors expected to influence regional aviation demand. Regional passengers have multiple choices for travel as a result of competition among airports and airlines Price and Availability of Fuel The price and availability of jet fuel has been a major determinate of airline service. Based on U.S. Department of Transportation information, fuel has become the largest single cost of airline operation, surpassing labor. The cost of fuel has risen from roughly 10 percent of airline operating costs to as much as 50 percent. From an average of well under $1.00 per gallon in the years prior to 2003, jet fuel is now averaging over $2.00 per gallon. Because of high fuel prices, airlines are cutting marginal routes and parking inefficient aircraft. Smaller turboprop and regional jets are being retired first. This reduction in feeder service is particularly impacting smaller airports that depend upon commuter aircraft Airline Company Shifts For many years, the legacy, or system, airlines provided most service to U.S. airports. Today the so-called low-cost carriers have captured an increasing share of the domestic market. In less than ten years, the lowcost carriers have grown from less than 20 percent to over 30 percent in U.S. market share. The growth of the low-cost carriers is based on the efficiency and market strategies of each successful airline. The low-cost carriers including Southwest, Frontier, and Spirit, among others, seek-out high density, big city markets. These route decisions generally concentrate air service at the largest cities and busiest routes. This concentration of air service works to the advantage of big city residents, but often forces smaller-city residents to drive to major cities. The future of each airline and the success of their marketing play a large role in the long-term success of airports with and without low-cost carriers. In contrast, another class of airlines, essentially scheduled charters, seeks-out only the smallest airports and provides seasonal service to tourist destinations. Allegiant is the best example of this airline category of what are essentially travel-agents selling hotel accommodation, rental cars, and tour packages, as well as air travel. Because full flights are needed to make money, the stability of service to airports by these vacation type-airlines is erratic. Lafayette Regional Airport Master Plan Update - (Version 2.0) 34

46 AVIATION DEMAND FORECAST Another shift in airline business behavior is to international alliances where families of carriers provide worldwide service. The three big alliances are One-World, Sky Team, and Star Alliance. With the growth of international air travel and the airlines focus on high-fare business travelers, these alliance carriers have come to dominate domestic business travel. Mergers among U.S. air carriers have reduced the ten large airlines of the year 2000 to four today, with the completion of the American Airlines and US Airways merger. Together, the four largest carriers (American, Delta, Southwest, and United) will control nearly 85 percent of U.S. air passengers. Economists believe this concentration of scheduled air service to such a small number of carriers will result (over time) in higher fares, fewer flights, and a reduction in the number of cities with scheduled air service Location and Other Characteristics of Regional Airports Most of the Airport s passengers are from the six parish Air Service Area. However, the Air Service Area is surrounded by other major cities and competitive airports. Further, computer systems now permit air passengers to shop among airports for the best fares, a particular carrier, fastest travel time, or other travel attributes. This section will identify the major competitive airports. The most important competitive airport for Lafayette is the one located in New Orleans, which is about 135 road miles to the southeast. The Louis Armstrong New Orleans International Airport is classified by the FAA as a Medium Hub and it has service by most major carriers, specifically American, Air Canada, Delta, Frontier, Southwest/AirTran, Spirit, United, and US Airways. The relatively large number of annual passengers and variety of airlines at New Orleans results in good air service and a competitive airline market, which attracts passengers from a wide area of Louisiana and Mississippi. However, it is important to note that congestion on the highways to and from New Orleans may hinder regional access from the greater Lafayette area at peak times. Closer to Lafayette is the airport in Baton Rouge. It is approximately 60 miles away or one hour s driving time. Commercial air service to/from Baton Rouge Metropolitan Airport is provided by American, Delta, United, and US Airways. Interstate 10 connects Baton Rouge and Lafayette, so it is a relatively easy drive, but the air service is roughly similar between the two airports. The airports in Lake Charles and Alexandria may be reasonably close in distance to Lafayette, but neither is believed to be serious competitors for passengers due to their relatively small size and in the face of the extensive air service competition available in Lafayette, New Orleans, and Baton Rouge. Key information including the city-to-city mileage and driving time to the main competitive airport cities of Lafayette is provided in Table 2-7. Lafayette Regional Airport Master Plan Update - (Version 2.0) 35

47 AVIATION DEMAND FORECAST TABLE 2-7 INFORMATION ON SURROUNDING REGIONAL AIRPORTS Airport City Highway Miles Drive Time 2011 Enplanements Baton Rouge 59 1:05 396,403 Lake Charles 75 1:15 61,325 Alexandria 89 1:24 188,286 New Orleans 135 2:14 4,255,411 SOURCE: GOOGLE MAPS, 2013; FAA, 2013 A map of Louisiana showing the surrounding regional airports is provided as Figure 2-5. FIGURE 2-5 REGIONAL AIRPORT MAP SOURCE: RS&H, 2013 An Airport conducted study in 2012 indicated that 71.6 percent of Lafayette area air travelers choose the Airport versus other regional airports. The results of the passenger use survey are shown in Table 2-8. Lafayette Regional Airport Master Plan Update - (Version 2.0) 36

48 AVIATION DEMAND FORECAST TABLE 2-8 AIRPORTS CHOSEN BY LAFAYETTE AREA TRAVELERS 2012 Airport City Share Lafayette 71.6% New Orleans 19.7% Baton Rouge 8.2% Alexandria 0.5% Lake Charles 0.2% SOURCE: AIRPORT, MAY NOT ADD TO 100% DUE TO ROUNDING Airport Efforts to Improve Air Service The Airport has been aggressive in efforts to increase and improve air service to the Air Service Area. This is recognized in the alternative forecast scenario. These efforts include working with state, local, and other agencies to improve regional air service. Further, the Airport has continued to add facilities and passenger amenities to improve the travelers experience. 2.5 PASSENGER FORECAST This section presents the enplaned passenger forecast. This forecast is based on the FAA Terminal Area Forecast (TAF) and an alternative higher scenario of future traffic. The TAF forecast will be used for Master Plan analysis purposes Presentation of the FAA TAF Forecast Base Case This Master Plan assumes the current (January 2013) FAA TAF as the basis for future facility planning. The TAF is an FAA prepared annual projection of commercial passengers and aircraft operations traffic for each U.S. airport and is the basis for FAA national facility planning. This TAF forecast is calculated based upon each airport s historical activity and national averages for change in passengers, aircraft operations, and other aviation activity measures. Because the FAA uses the TAF for airport facility planning, it is a logical basis for Master Plan analysis. A graph of the TAF forecast of passengers is presented in Figure 2-6. Lafayette Regional Airport Master Plan Update - (Version 2.0) 37

49 AVIATION DEMAND FORECAST FIGURE 2-6 JANUARY 2013 FAA TERMINAL AREA FORECAST FOR THE AIRPORT 600,000 Enplaned Passengers 500, , , , ,000 Historical Average Growth Rate 2.9 % Projected Average Growth Rate 2.7 % Historical Forecast SOURCE: FAA TERMINAL AREA FORECASTS (TAF) FOR LAFAYETTE, JANUARY 2013 With the stronger than national average long-term growth of passengers projected in the TAF, it assumes continued expansion and improvement of local air service. The exact composition of future air service is unknown, but continued scheduled commercial passenger airline service by American, Delta, and United is logical. Over time, additional air service might include larger aircraft on existing routes, additional flight frequencies, and new destinations such as Chicago, Denver, or Charlotte. Further, new carriers may also add service. The FAA TAF shows an increase in passengers by a constant 2.7 percent per year. This results in the first forecast year showing an increase of approximately 10,000 passengers. By 2040, at a constant rate of increase, approximately 12,000 more passengers are projected per year. Over the almost 40 year forecast period, the average increase per year in enplanements is 9,000. The year by year TAF forecast is shown in Table 2-9. Lafayette Regional Airport Master Plan Update - (Version 2.0) 38

50 AVIATION DEMAND FORECAST TABLE 2-9 FAA TAF FORECAST OF ENPLANEMENTS BY YEAR Forecast Year Annual Enplanements Annual Change , , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % , % SOURCE: FAA TAF, JANUARY 2013 The FAA TAF forecast projects that the number of air passengers will double in just over 20 years. As indicated, such a growth rate adds approximately 9,000 passengers per year and results in 369,024 enplanements in 2030 and 479,964 by Lafayette Regional Airport Master Plan Update - (Version 2.0) 39

51 AVIATION DEMAND FORECAST Comparative Forecast Analysis This section will provide background on the TAF and compare it to a straight-line projection of passenger activity. In addition, a comparison of regional air passengers versus local population will be made. The FAA TAF provides a 21-year enplanement history from 1990 to To provide a comparison, this passenger history was forecast to 2040 using a straight-line projection method. The resulting trend line forecast of enplanements indicates an AAGR over the period of 1.9 percent. In 2040, this results in approximately 325,000 enplanements or a growth of approximately 4,000 additional enplanements per year. The trend line projection is shown in Figure 2-7. FIGURE 2-7 TREND LINE PROJECTION OF ENPLANEMENTS 1 Enplaned Passengers Historical Average Growth Rate 2.9 % FAA TAF Average Growth Rate 2.7 % Trend Line Growth Rate 1.9 % Historical Forecast Linear (Historical) SOURCE: FAA RAF AND RS&H, 2013 Based upon the projected Air Service Area population growth and the FAA TAF enplanement forecast, a comparison of regional population to enplanements was prepared. For the past 20 years, the Airport has seen passenger boardings that represent between 30 to 40 percent of the region s population. For analysis purposes, this will be called the resident capture ratio. Based upon the FAA TAF, the capture ratio is expected to slowly increase from 40 percent of regional population boarding aircraft at the Airport to nearly 70 percent by This is a substantial increase indicating the Airport will retain a greater portion of passengers who currently use alternative airports. The historical and projected capture ratio based on the January 2013 FAA TAF is shown in Figure 2-8. Lafayette Regional Airport Master Plan Update - (Version 2.0) 40

52 AVIATION DEMAND FORECAST FIGURE 2-8 HISTORICAL AND PROJECTED CAPTURE RATIO OF AIR SERVICE AREA PASSENGERS 100% 90% 80% 70% 60% 50% Historical Projected 40% 30% 20% 10% 0% SOURCE: FAA TAF AND RS&H, Alternative Passenger Scenario Forecast An even greater long-term growth of passengers is projected in this alternative forecast. Factors that could cause a larger than anticipated increase in passengers include:» Addition of new carriers, such as Spirit or Frontier» Non-stop service to new points, such as Denver, Charlotte, or Chicago» Increase in frequencies to major hubs such as Atlanta or Dallas/Fort Worth» Larger aircraft, such as the Boeing or Airbus A-319, replacing the current regional jets» Introduction of seasonal service to tourist locations on charter-type carriers, such as Allegiant flights to Orlando, Cancun, or Las Vegas» Capture of a larger share of local traffic that currently leaks to New Orleans or other airports» Much stronger than projected growth of regional demographics; these influences include higher than expected growth of population, per capita income, and/or employment Realistically, increased load factors, higher numbers of flights, or larger aircraft should accommodate most of the projected increase in volume of passengers. But, a more dramatic change of air service may occur. Many changes in air service happen quickly. For example, if a new carrier launches service, other carriers Lafayette Regional Airport Master Plan Update - (Version 2.0) 41

53 AVIATION DEMAND FORECAST may respond with increased service or lower fares. For the airport, the result is a noticeable spike in traffic and passenger volumes. The alternative scenario forecast predicts passengers to grow at a 3.5 percent AAGR. This compares to the 2.7 percent AAGR in the base projection. The Alternative Scenario forecast is presented in Figure 2-9. FIGURE 2-9 ALTERNATIVE PASSENGER FORECAST SCENARIO 3.5 PERCENT AAGR 700,000 Enplaned Passengers 600, , , , ,000 Historical Average Growth Rate 2.9 % Projected Average Growth Rate 3.5 % 100, Historical Forecast SOURCE: FAA TAF, 2013; RS&H, 2013 In the alternative passenger forecast scenario, enplanements grow from approximately 230,600 in 2012 to 604,200 in That is, passenger volumes grow 2.6 times over almost 30 years. The average gain of enplanements per year is approximately 13,000 versus 9,000 in the TAF. The table of enplanements in the alternative growth scenario is shown in Table The fourth column provides a comparison of the enplanement forecast with the percent difference with the FAA TAF Lafayette Regional Airport Master Plan Update - (Version 2.0) 42

54 AVIATION DEMAND FORECAST TABLE 2-10 ALTERNATIVE ENPLANEMENT PROJECTION Forecast Year Annual Enplanements ,600 Annual Change TAF DELTA , % 0.9% , % 1.7% , % 2.5% , % 3.3% , % 4.1% , % 4.9% , % 5.7% , % 6.5% , % 7.2% , % 8.0% , % 8.8% , % 9.5% , % 10.3% , % 11.0% , % 11.7% , % 12.4% , % 13.2% , % 13.9% , % 14.6% , % 15.3% , % 15.9% , % 16.6% , % 17.3% , % 18.0% , % 18.6% , % 19.3% , % 19.9% , % 20.6% SOURCE: RS&H, 2013 Lafayette Regional Airport Master Plan Update - (Version 2.0) 43

55 AVIATION DEMAND FORECAST Passenger Forecast Comparison Two forecast cases were developed based on the FAA TAF and a scenario of a higher growth level of passengers. The TAF indicates passenger levels will be approximately 369,000 by 2030 and 480,000 by The higher growth scenarios indicate levels will increase to approximately 428,400 enplanements by 2030 and almost 604,200 by The projected passenger enplanements for the two cases are presented in Figure FIGURE 2-10 COMPARISON OF THE TWO PASSENGER FORECASTS 700, , , , , , , Enplaned Passengers Historical Alternative Forecast FAA TAF Forecast SOURCE: FAA TAF AND RS&H, 2013 The significant change between the two cases and impacts on the growth of passengers at the Airport include:» The strength of the worldwide economic recovery; specifically the expectations for population and economic growth of the Air Service Area» The expectations for continued growth of air service to greater Lafayette. Issues for growth of regional air service include the lack of any new 100 seat or smaller aircraft to economically serve such communities and the continued growth of low fare carriers, which usually concentrate service at the largest cities, such as New Orleans and Houston» The tendency of consumers to shop extensively for the lowest air fare and then drive hundreds of miles to save money. This is in contrast to using the local airport» The continued increases in aviation taxes and regulations which are diminishing the number of air passengers particularly on shorter trips. In addition, the longer waits and hassle of TSA security is also decreasing the number of shorter airline trips Lafayette Regional Airport Master Plan Update - (Version 2.0) 44

56 AVIATION DEMAND FORECAST Both forecast cases predict that air passenger volumes at the Airport will increase at faster than national average rates. 2.6 AIR CARGO FORECAST Air cargo consists of freight and mail carried by air. This section identifies the historical level of air cargo and provides a forecast of activity. In the past, scheduled passenger airlines carried most air cargo, but four factors have almost eliminated the scheduled passenger airlines from carrying air cargo.» Post September 11th Federal security laws have greatly limited passenger airlines from carrying air cargo» The U.S. Postal Service has largely switched to truck service or contract carriers for longdistance transport» Companies such as FedEx and UPS have captured most of the small package air delivery business» The use of small regional jets has greatly limited the ability of the scheduled passenger airlines to carry air cargo Subsequently, shipments of air cargo are largely focused on FedEx, UPS, and other express delivery firms. The FAA indicates that the all-cargo air carriers carried 88 percent of the domestic cargo in 2012 and their share will continue to grow. In recent years, domestic air cargo volumes have been decreasing. This decrease has been caused by the economic recession and switch by both shippers and air carriers to ground transport to reduce costs. Further, FedEx and UPS have been consolidating to the largest markets and largest airports, again to reduce costs by use of larger aircraft and fewer airport stations. However, once the recession is over, the long-term growth of air cargo volume is expected to resume Historical Air Cargo Prior to 2006, the Airport had limited all-cargo air service. In 2006, larger aircraft service was initiated and air cargo volume increased. Therefore, it is the last six years that better represent demand. The Airport currently has all-cargo air service six days per week by both FedEx and United Parcel Service (UPS). Each of these carriers utilizes the Boeing During the peak pre-christmas season there are occasionally additional flights. The 10-year history of enplaned and deplaned air cargo volume is shown in Figure Lafayette Regional Airport Master Plan Update - (Version 2.0) 45

57 AVIATION DEMAND FORECAST FIGURE 2-11 HISTORICAL AIR CARGO VOLUME 18,000,000 16,000,000 14,000,000 Pounds of Air Cargo 12,000,000 10,000,000 8,000,000 6,000,000 4,000,000 2,000, Enplaned Deplaned SOURCE: AIRPORT, 2013 The Airport generally has more deplaned cargo than enplaned cargo. This is likely caused by the shipment to the Airport of just-in-time energy industry related components Air Cargo Forecast In general, there are a multitude of factors that influence air cargo volumes. These factors include:» The location of an airport versus nearby airports that have scheduled air cargo service; as well as, quality of the highway system linking these airports.» The state of the local and national economy.» The types and strength of local industries and their demand for air shipments. For many types of air cargo, particularly international shipments, the location of Lafayette in relation to the nation s largest air hubs is important. For heavyweight or international shipments, only the largest airports are normally employed because of their frequent non-stop flights, availability of 24 hour Customs clearance, utilization of wide-body aircraft, and other factors. For Lafayette, that means that nearby airline-hub airports like Atlanta, Memphis, Dallas, or Houston are utilized for the international air portion of the transit with local pick-up or delivery provided by truck. In contrast, for express packages and overnight letters, direct flights in and out of the greater Lafayette area are required in order to provide next-day service. Lafayette Regional Airport Master Plan Update - (Version 2.0) 46

58 AVIATION DEMAND FORECAST Air cargo volume is projected in this analysis based upon the last seven years of activity. During the recent historical period, enplaned volume has averaged approximately 11,900,000 pounds per year and deplaned volume has averaged 15,200,000 pounds. For the forecast, these seven-year averages are extended based upon the FAA s national domestic air cargo growth rate of 0.8 percent annually for domestic all-cargo carrier revenue ton miles. That is, a constant average annual growth rate will be used for the 20-year study period as projected by the FAA in their Aerospace Forecast. A graph of the Airport s projected air cargo is presented in Figure FIGURE 2-12 AIR CARGO ACTIVITY PROJECTION 20,000,000 18,000,000 16,000,000 Air Cargo in Pounds 14,000,000 12,000,000 10,000,000 8,000,000 6,000,000 4,000,000 2,000, Enplaned Deplaned SOURCE: RS&H, 2013 This analysis indicates enplaned air cargo will grow from approximately 12 million pounds in 2013 to almost 15 million pounds in Deplaned air cargo will grow from approximately 15 million pounds to almost 19 million pounds. Total air cargo will grow from almost 28 million pounds to almost 34 million pounds in 2040 as shown in Table TABLE 2-11 FORECAST AIR CARGO VOLUME (IN POUNDS) Year Enplaned Deplaned Total ,074,000 15,458,000 27,532, ,565,000 16,088,000 28,653, ,076,000 16,743,000 29,819, ,607,000 17,423,000 31,030, ,160,000 18,131,000 32,291, ,735,000 18,868,000 33,603,000 SOURCE: RS&H, 2013 Lafayette Regional Airport Master Plan Update - (Version 2.0) 47

59 AVIATION DEMAND FORECAST 2.7 BASED AIRCRAFT FORECAST Based aircraft represent the total number of active, civil aircraft permanently located or projected to be at an airport. In 2013, the Airport reported there were 154 based aircraft. According to the FAA TAF, the number has varied over the past 20 years from 131 to over 200. However, both locally and nationally, the numbers of based aircraft have been showing a slow decline. For the future, the FAA TAF indicates the Airport will have 143 based aircraft throughout the forecast period. For planning purposes, the Airport s current number of 154 based aircraft will be used as the forecast. The FAA s Aerospace Forecast Fiscal Years indicates the number of active aircraft will grow at 0.5 percent annually over the next 20 years, reversing the trend of historical decline. The piston-powered segment is projected to shrink, while the jet, helicopter, and other segments will grow slowly. In general, business aviation appears to be growing, while private aviation is in a period of long-term decline. These trends are supported by FAA aircraft traffic counts, pilot registries, aircraft production, the used-aircraft market, pilot certifications/ratings, and tax legislation, which make it more expensive to operate aircraft. In addition to the high price of fuel, one of the largest factors influencing private flying is the cost and availability of insurance. The FAA TAF forecast indicates a stable number of based aircraft through the planning period. The Airport s historical and forecast number of based aircraft is shown on Figure FIGURE 2-13 HISTORICAL AND FORECAST TOTAL BASED AIRCRAFT Based Aircraft Historical FAA TAF Forecast Master Plan Forecast SOURCE: FAA TAF, 2013; RS&H, 2013 Over the forecast period, a significant change in the types of based aircraft is not expected. However, a very modest shift from single engine to jets and helicopters is projected based upon the FAA s national trend projection. The forecast of based aircraft by type is shown in Table Lafayette Regional Airport Master Plan Update - (Version 2.0) 48

60 AVIATION DEMAND FORECAST TABLE 2-12 BASED AIRCRAFT FORECAST BY TYPE Single Multi- Actual Engine Engine Jet Helicopter Gliders Military Total Forecast SOURCE: AIRPORT, 2013; RS&H, ANNUAL AIRCRAFT OPERATIONS FORECAST Forecasts of annual aircraft operations were prepared in the Master Plan using the FAA Terminal Area Forecasts (TAF) as a base. The aircraft operations categories include commercial service (air carrier and commuter), general aviation, and military. General aviation operations are a catch-all category representing all civil aircraft takeoffs and landings not classified as commercial (air carrier or commuter) or military TAF Operations Forecast In 2011, total aircraft operations equaled 67,409. Based on 20 years of history, aircraft operations have been slowly decreasing at the Airport in all three categories of commercial, general aviation, and military. The trend of decreasing historical operations is similar to many other U.S. airports as the increased cost of fuel, sky rocketing private aircraft insurance costs, larger commercial aircraft size, fewer air cargo flights, and other factors decrease the number of aircraft operations. An aircraft operation is defined as either a takeoff or a landing. Therefore, the typical air carrier flight consists of a landing and a takeoff for a total of two operations. The following is an overview of the historic Lafayette Regional Airport traffic levels by user type:» Commercial Service - Commercial passenger operations totaled almost 33,000 in Over the 20-year history of commercial operations, the volume has ranged from approximately 31,000 to 53,000, but most recent years have been in the 33,000 per year range. For the future, the FAA TAF expects the number of commercial service operations to increase slowly (at a 1.0 percent average annual rate) from approximately 31,000 in 2012 to 42,000 by Historically, most of the commercial aircraft operations were in the commuter category and few were air carrier flights; this trend is expected to continue. The air carrier flights are expected to be operated Lafayette Regional Airport Master Plan Update - (Version 2.0) 49

61 AVIATION DEMAND FORECAST by air cargo firms, while scheduled passenger flights are on regional aircraft. Commercial air taxi flights are also likely on smaller (under 60,000 pound) aircraft and in the commuter aircraft category.» General Aviation - The number of general aviation operations has been in decline over the past 15 years at the Airport. Both itinerant and local operations have shown decreases in the period. The Airport s general aviation activity is projected by the FAA to remain reasonably steady over the next roughly 30 years with very slow growth in both itinerant and local operations. This very limited growth of general aviation operations is similar to the national trend of little to no growth of this type of aviation activity. In the U.S. in 1990, there were roughly two itinerant general aviation operations for each local flight. This trend is toward fewer local operations is projected to continue through the historical and forecast period.» Military - Military flights have generally declined since 1990 to less than 1,000 in Military operations at the Airport consist of roughly equal numbers of itinerant and local flights. Military operations are projected to remain steady at approximately 1,500 annually by the FAA. The result of this aircraft operations analysis is a projection of relatively slow growth of total operations at a 0.8 percent AAGR. The historical and projected aircraft operations from the FAA TAF are shown in Table Lafayette Regional Airport Master Plan Update - (Version 2.0) 50

62 AVIATION DEMAND FORECAST TABLE 2-13 HISTORICAL AND FORECAST AIRCRAFT OPERATIONS Commerical Service General Aviation Military Grand Year Air Carrier Commuter Subtotal Itinerant Local Subtotal Itinerant Local Subtotal Total Actual ,837 34,196 36,033 30,311 13,155 43,466 3,118 2,592 5,710 85, ,442 39,713 42,155 34,421 16,060 50,481 2,601 1,751 4,352 96, ,294 33,972 36,266 35,274 13,518 48,792 3,200 1,297 4,497 89, ,805 33,764 33,504 10,444 43,948 2,952 2,085 5,037 82, ,376 37,045 35,955 9,890 45,845 3,734 2,614 6,348 89, ,923 36,010 34,718 13,587 48,305 3,048 2,404 5,452 89, ,142 40,641 33,420 14,017 47,437 1,527 1,645 3,172 91, ,891 46,497 48,388 38,036 20,362 58,398 1,304 1,585 2, , ,215 51,736 52,951 40,533 22,496 63, ,020 1, , ,884 45,543 39,794 20,037 59, , , ,156 39,802 36,180 13,066 49,246 1, ,793 90, ,250 37,993 30,838 10,327 41, ,367 80, ,012 33,090 34,102 30,701 10,846 41, ,432 77, ,063 29,830 30,893 30,603 9,231 39, ,225 71, ,142 30,765 32,923 9,829 42, ,087 74, ,513 31,283 26,115 15,576 41, ,005 1,867 74, ,657 39,172 40,829 30,000 10,410 40, ,095 82, ,538 30,996 32,534 27,271 9,454 36, ,068 70, ,626 36,576 38,202 27,326 10,047 37, ,336 76, ,104 38,343 39,447 26,849 13,420 40, ,565 81, ,881 30,513 23,240 9,987 33, ,041 64, ,326 32,965 22,534 9,217 31, ,709 Forecast ,800 29,458 31,258 21,136 7,578 28, ,007 1,523 61, ,800 29,776 31,576 20,251 8,889 29, ,007 1,523 62, ,800 30,097 31,897 20,359 8,918 29, ,007 1,523 62, ,800 30,422 32,222 20,468 8,947 29, ,007 1,523 63, ,800 30,750 32,550 20,577 8,976 29, ,007 1,523 63, ,800 31,082 32,882 20,687 9,005 29, ,007 1,523 64, ,800 31,418 33,218 20,798 9,034 29, ,007 1,523 64, ,800 31,756 33,556 20,909 9,063 29, ,007 1,523 65, ,800 32,098 33,898 21,021 9,092 30, ,007 1,523 65, ,800 32,445 34,245 21,133 9,121 30, ,007 1,523 66, ,800 32,794 34,594 21,245 9,150 30, ,007 1,523 66, ,800 33,147 34,947 21,358 9,179 30, ,007 1,523 67, ,800 33,504 35,304 21,472 9,208 30, ,007 1,523 67, ,800 33,866 35,666 21,586 9,237 30, ,007 1,523 68, ,800 34,230 36,030 21,701 9,266 30, ,007 1,523 68, ,800 34,599 36,399 21,817 9,295 31, ,007 1,523 69, ,800 34,973 36,773 21,933 9,324 31, ,007 1,523 69, ,800 35,350 37,150 22,050 9,354 31, ,007 1,523 70, ,800 35,730 37,530 22,168 9,384 31, ,007 1,523 70, ,800 36,115 37,915 22,286 9,414 31, ,007 1,523 71, ,800 36,505 38,305 22,405 9,444 31, ,007 1,523 71, ,800 36,898 38,698 22,525 9,474 31, ,007 1,523 72, ,800 37,296 39,096 22,645 9,504 32, ,007 1,523 72, ,800 37,698 39,498 22,765 9,534 32, ,007 1,523 73, ,800 38,105 39,905 22,886 9,564 32, ,007 1,523 73, ,800 38,516 40,316 23,008 9,594 32, ,007 1,523 74, ,800 38,932 40,732 23,130 9,624 32, ,007 1,523 75, ,800 39,353 41,153 23,253 9,656 32, ,007 1,523 75, ,800 39,776 41,576 23,377 9,688 33, ,007 1,523 76,164 AAGR % -0.7% -0.6% -1.6% -2.5% -1.9% -7.9% -4.2% -5.8% -1.5% % 1.1% 1.0% 0.5% 0.3% 0.5% 0.0% 0.0% 0.0% 0.8% SOURCE: FAA TAF, JANUARY 2013 Lafayette Regional Airport Master Plan Update - (Version 2.0) 51

63 AVIATION DEMAND FORECAST A graph of the historical and forecast aircraft operations is shown in Figure FIGURE 2-14 HISTORICAL AND FORECAST AIRCRAFT OPERATIONS Annual Operations Commercial-Historical General Aviation-Historical Military-Historical Commercial-Forecast General Aviation-Forecast Military-Forecast SOURCE: FAA TAF, JANUARY 2013 In summary, commercial and general aviation activity is expected by the FAA TAF to see slow growth over the forecast period. Slow growth for these types of aircraft operations mirrors national trends. In the study period, commercial aircraft (both passenger and air cargo) get larger and flights are concentrated at bigger airports; however, the number of passengers and fights also increase. For general aviation, flights decline as the pool of private pilots and the number of active general aviation aircraft gets smaller; further, flight training activity decreases. Yet, at the same time, corporate jet and helicopter flights slowly increase. Finally, for military operations, the decrease in the size of the military and government budget cut-backs stabilize military activity with no growth predicted Alternative Passenger Forecast Impact upon Aircraft Operations The alternative passenger forecast predicts higher long-term growth of Airport activity. The alternative forecast predicts approximately 120,000 more enplanements by However, if this increase occurs, the Airport will likely see larger size (mainline jet) aircraft versus regional jets. This increase in aircraft size should mitigate any change in the total commercial service aircraft operation projection. Further, commercial flights represent less than half of total operations in 2011, so the impact of a long-term increase in commercial passengers is likely to have a relatively small impact upon total aircraft operations. Lafayette Regional Airport Master Plan Update - (Version 2.0) 52

64 AVIATION DEMAND FORECAST 2.9 COMPARISON WITH OTHER FORECASTS Master Plan forecasts are reviewed by the FAA and compared to the TAF prepared for individual airports. FAA Order C, Field Formulation of the National Plan of Integrated Airport Systems, provides guidance on the FAA forecast review process. Additionally, the FAA Revision to Guidance on Review and Approval of Aviation Forecasts (June 2008) letter states that the FAA Office of Aviation Policy and Plans will find if a locally developed forecast for operations, based aircraft, and enplanements is consistent with the TAF. The following three conditions are required for a Commercial Service airport to meet the FAA forecast compatibility guidance.» First FAA Forecast Criteria: The forecast differs less than 10 percent in the 5-year forecast period and less than 15 percent in the 10-year period.» Second FAA Forecast Criteria: The forecast activity levels do not affect the timing or scale of an airport project.» Third FAA Forecast Criteria: The forecast activity levels do not affect the role of the Airport as defined in FAA Order C. Because the FAA s TAF is used as the basis for the Lafayette Regional Airport s Master Plan forecast, this forecast meets the FAA s compatibility tests SUMMARY OF FORECASTS A summary of the aviation demand forecast is presented in Table These projections are used in the next chapters of the Master Plan to assess the capacity of existing facilities and determine expansions or improvements that may be necessary to satisfy demand. TABLE 2-14 FORECAST SUMMARY Commercial Passenger Enplanements 231, , , , ,024 Aircraft Operations Commercial 31,258 32,222 33,898 35,666 37,530 General Aviation 28,714 29,415 30,113 30,823 31,552 Military 1,523 1,523 1,523 1,523 1,523 Total 61,495 63,160 65,534 68,012 70,605 Based Aircraft Number SOURCE: FAA TAF, JANUARY 2013 RS&H, 2013 Lafayette Regional Airport Master Plan Update - (Version 2.0) 53

65 CHAPTER 3 DEMAND CAPACITY AND FACILITY REQUIREMENTS

66 DEMAND CAPACITY AND FACILITY REQUIREMENTS 3.1 OVERVIEW This chapter documents the capacity of the existing airfield and the facility requirements for each area of the airport. These facility requirements are based on the anticipated growth and demand presented in Chapter 2: Aviation Demand Forecast. The next chapter in this master plan presents development alternatives to satisfy each of the requirements. The purpose of the demand/capacity analysis completed for this Master Plan is to compare existing facilities to the demand projected over the planning period in order to understand the deficiencies that may exist. Facility requirements were developed to understand the deficiency or surplus over the planning period for each planning segment. Forecast years 2015, 2020, 2025, 2030, and 2035 were used to show demand levels for short-term, intermediate-term, and long-term planning periods. The facility requirements and demand presented may change depending on the actual rate of growth at LFT. 3.2 METEOROLOGY Weather is a strong factor when determining the capacity and delay of the airport as well as the most efficient way for the airport to operate. Temperature is used to determine runway length requirements while precipitation and visibility are used to determine the capacity of the existing airfield. Wind data is used to determine the wind coverage of the existing runways Temperature and Precipitation Temperature and precipitation conditions at LFT were analyzed using historic data from the National Oceanic and Atmospheric Administration (NOAA) National Climatic Data Center (NCDC). A 30-year period from was used in determining the hottest month of the year to be August with a 30-year average temperature of 92.5 degrees Fahrenheit. The temperature varies during the hottest month from 89.9 degrees to 96.8 degrees Wind Data Wind data obtained from the NOAA NCDC covered 79,780 wind observations from The 10 year period represents the latest data from NOAA provided in a 36-point wind rose format. From analysis of this data, the percent of time LFT experiences high velocity wind events, the wind coverage for the runway system, and ceiling/visibility can be generated. Wind roses were created to graphically depict the wind events for all weather conditions, IMC conditions, and Visual Meteorological Conditions (VMC) conditions. VMC conditions occur when the ceilings are at or above 1,000 feet AGL and visibility is equal to or greater than 3 statute miles. IMC conditions occur when the ceilings are below 1,000 feet AGL or visibility is less than 3 miles. Weather events with visibility less than 0.5 miles are not included in the IMC wind rose as aircraft would be unable to land at LFT during those events. The all-weather wind rose, VMC wind rose and IMC wind rose are shown in Figure 3-1, Figure 3-2, and Figure 3-3, respectively. Lafayette Regional Airport Master Plan Update - (Version 2.0) 55

67 AVIATION DEMAND FORECAST FIGURE 3-1 ALL WEATHER WIND ROSE SOURCE: NOAA WIND DATA, ; RS&H, 2014 FIGURE 3-2 VMC WIND ROSE SOURCE: NOAA WIND DATA, ; RS&H, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 56

68 AVIATION DEMAND FORECAST FIGURE 3-3 IMC WIND ROSE SOURCE: NOAA WIND DATA, ; RS&H, 2014 Analysis of the wind data indicated that VMC occurs 91.2 percent of the time, IMC occurs 7.1 percent of the time and the weather is below airport operating minimums 1.6 percent of the time. The primary runway of an airport should be oriented as closely to prevailing winds as possible providing the greatest wind coverage for a given maximum crosswind component. The crosswind component is the velocity of wind that acts at a right angle to the runway. Runway wind coverage indicates the percentage of time in which aircraft can safely operate with acceptable crosswind speeds. Crosswind components of 10.5, 13, 16, and 20 knots were used to analyze the wind coverage of the runway system at LFT. Each crosswind component corresponds to a different aircraft group. The FAA recommends that existing runways provide at least 95 percent wind coverage, with crosswind components not exceeding 16 knots, for aircraft in the C-III category. Construction of new runways is encouraged if the 95 percent recommendation is not achieved. The wind data shown in Table 3-1 indicates that for a crosswind component of 16 knots, combined wind coverage is percent. Lafayette Regional Airport Master Plan Update - (Version 2.0) 57

69 DEMAND CAPACITY AND FACILITY REQUIREMENTS TABLE 3-1 PERCENT WIND COVERAGE Runway PERCENT ALL-WEATHER WIND COVERAGE 10.5 Knots (% Component) 13 Knots (% Component) 16 Knots (% Component) 20 Knots (% Component) Runway % 94.64% 98.89% 99.81% Runway % 97.68% 99.50% 99.91% Combined Runway 97.66% 99.46% 99.89% 99.98% PERCENT IFR WIND COVERAGE Runway 10.5 Knots (% Component) 13 Knots (% Component) 16 Knots (% Component) 20 Knots (% Component) Runway % 94.25% 98.81% 99.67% Runway % 97.30% 99.29% 99.78% Combined Runway 97.57% 99.84% 99.84% 99.95% PERCENT VFR WIND COVERAGE Runway 10.5 Knots (% Component) 13 Knots (% Component) 16 Knots (% Component) 20 Knots (% Component) Runway % 94.56% 98.87% 99.82% Runway % 97.68% 99.51% 99.92% Combined Runway 97.61% 99.45% 99.89% 99.98% SOURCE: NOAA WIND DATA, ; RS&H, 2014 The wind data for 10.5 knots shows Runway 4-22 at percent wind coverage. This is important to note when considering that small GA aircraft can be effected by slight changes in wind. Airport staff indicated that strong crosswinds are mostly seasonal. These changes in wind could cause small aircraft not to be able to operate if not for the crosswind runway. For operations at LFT, the wind data and seasonal wind trends indicate that the crosswind runway is necessary to have adequate wind coverage for all classes of aircraft. Therefore, the crosswind runway, Runway 11-29, is needed to provide adequate services to all aircraft and should be maintained. 3.3 AIRSPACE CAPACITY Airspace can be constraining to an airport depending on the type and number of operations at the airport, in the vicinity of the airport, and at nearby airports. An Alert area is in place in the immediate vicinity of LFT to indicate to pilots that they should express caution for the high volume of helicopter and seaplane traffic along the Gulf Coast. Aircraft arriving to the airport from the east are instructed by the ATCT to remain at 1,000 feet AGL until the aircraft reaches the final approach to a runway. Additionally, aircraft departing to the east must reach a height of 1,000 feet AGL before beginning a turn. Operations at airports nearby to LFT can congest the surrounding airspace and effect LFT operations. There are over 13 airfields and private airstrips within 25 nautical miles of LFT. Three public use airports are located Lafayette Regional Airport Master Plan Update - (Version 2.0) 58

70 AVIATION DEMAND FORECAST within the vicinity of LFT from 11 NM to 22 NM; the closest airport is Acadiana Regional Airport southeast of LFT. It is not anticipated that nearby aircraft traffic will have any operational constraints for LFT. The airspace within the vicinity of LFT will be able to accommodate aircraft operations throughout the planning period without experiencing airspace delays. 3.4 AIRFIELD CAPACITY Airfield capacity depends on the configuration of the airfield, meteorological conditions, types of operations, and the type of aircraft that regularly use the airfield. Using these factors, an airfield capacity analysis was completed to understand the current capacity of the airfield and the requirement during the planning period. FAA AC 150/5060-5, Change 2: Airport Capacity and Delay was used to determine airfield capacity. The AC provides guidance on determining an airfield s hourly capacity, annual service volume (ASV), and anticipated delay Airfield Characteristics The configuration of the airfield, including runways, taxiways, and high-speed/right angle exit taxiways, has an influence on the airfield s ability to accommodate aircraft with or without a certain amount of delay. Meteorological conditions also play an important role in airfield capacity; in most cases the airfield is more constrained during inclement weather. As described in Chapter 2, the airfield consists of three runways with multiple taxiways, taxilanes and exit taxiways. For the three runway system, there is 1,000 feet runway centerline to centerline separation between the two parallel runways with the Runway intersecting both parallels at 4,400 feet south of the Runway 22L threshold and 2,540 feet south of the Runway 22R threshold., Meteorological Conditions Airfield capacity is highest during VMC conditions when visibility is greater than 3 miles and ceilings are above 1,000 feet. In these conditions, aircraft are able to fly closer together and utilize the maximum number of runways on the airfield. When weather is below specific minimums, aircraft must fly farther apart and have more restricted flight operations. IMC conditions can significantly reduce the capacity of the airfield. Analysis from Chapter 1 indicates that LFT is under IMC conditions less than 10% of the time Runway Configuration/Use Airports operate under certain arrival and departure configurations for their airfield layout. It is common for airports to have more than one configuration for normal operating conditions as well as additional flows for inclement weather. During VMC conditions, the runway use is determined by the direction of the winds while during IMC, runway use is contingent upon instrument NAVAIDS available on each runway depending on the conditions. Based on discussions with the ATCT, it was determined that air carrier aircraft use Runway 11 and Runway 22L to arrive and depart during VMC. During VMC, smaller category aircraft use Runway 22R to arrive and depart. When the airport is in IMC, aircraft will arrive and depart using Runways 11 and 22L. Smaller category aircraft will depart from Runway 22R. The runway use configurations for VMC and IMC are depicted in Figure 3-4 and Figure 3-5 with the red arrows showing arrivals and the blue arrows showing departures. Lafayette Regional Airport Master Plan Update - (Version 2.0) 59

71 AVIATION DEMAND FORECAST FIGURE 3-4 VMC RUNWAY USE CONFIGURATIONS FIGURE 3-5 IMC RUNWAY USE CONFIGURATIONS Mix Index The mix index of an airport is an important factor when determining annual and hourly capacity. The mix index is directly related to the fleet mix of the aircraft that regularly use the airfield. The aircraft that operate at the airport are broken down by Aircraft Class of A, B, C or D where A and B are aircraft weighing 12,500 pounds or less, C is aircraft weighing between 12, ,000 pounds and D is aircraft weighing over 300,000 pounds. The percentages for each class is determined from the fleet mix. The mix index is calculated by adding the percentage of operations for Aircraft Class C and 3 times Aircraft Class D. At LFT, Class C aircraft total 47% of total operations. With no Class D aircraft operating at LFT, the mix index is 47. Lafayette Regional Airport Master Plan Update - (Version 2.0) 60

72 AVIATION DEMAND FORECAST Airfield Annual Capacity Airfield capacity is shown in both Annual Service Volume (ASV) and hourly capacity. The ASV is the estimated capacity of the runway configuration in terms of annual operations. Hourly capacity is the maximum number of operations the airfield can accommodate in one hour. These measures are compared with future demand and used to determine the capability of the airfield. ASV is used as a general measure for future planning of the airfield. Once demand reaches near ASV levels, it can be expected that significant delay can occur. To ensure that facilities are in place before operations reach ASV, planning should begin once annual operations reach 60 percent of ASV and the additional facilities should be in place once annual operations reach 80 percent ASV. According to FAA AC 150/5060-5, Change 2, ASV at LFT was determined to be 275,000 operations per year. LFT is able to sustain 145 operations per hour during VMC and 57 operations per hour in IMC. A comparison of ASV to current and future demand is shown in Figure 3-6. FIGURE 3-6 ANNUAL SERVICE VOLUME COMPARISON SOURCE: FAA AC 150/5060-5; RS&H ANALYSIS, 2014 The annual operations for the out year is below the 60 percent level where planning for new facilities would begin. Based on the analysis, the existing airfield has the capacity to accommodate future growth in airport operations during the planning period. No increases to capacity are required and there are not expected to be significant delays in the future. With the operations in 2040 less than 50 percent of ASV, capacity constraints were not evaluated further. It was determined that existing capacity would be adequate to meet peak hour demand throughout the day. Lafayette Regional Airport Master Plan Update - (Version 2.0) 61

73 DEMAND CAPACITY AND FACILITY REQUIREMENTS 3.5 AIRFIELD FACILITY REQUIREMENTS This section analyzes the various components of the airfield and the ability to accommodate forecasted demand Airfield Design Criteria Each airport has a design aircraft, which is the largest aircraft that regularly uses the airfield. The airfield must be designed so that regularly operating large aircraft are able to utilize the runways, taxiways and ramps. Airport design standards are established in FAA AC 150/ A, Change 1: Airport Design. This AC outlines design criteria for all design groups depending on the Aircraft Approach Category (AAC) signified by a letter, Airplane Design Group (ADG) signified by a roman numeral and Taxiway Design Group (TDG) signified by a number. The AAC categorizes aircraft based on the approach speed, ADG categorizes aircraft based on wing span and tail height and TDG uses cockpit to main gear length and main gear width to determine categories of aircraft. The largest aircraft that operate regularly at LFT are the Boeing F. This aircraft is operated for cargo flights almost daily. The Boeing F is an AAC C, ADG IV, and TDG 4 aircraft. These standards will be used for all areas of the airport except for Runway 4L-22R. With the Boeing F no longer in production as of 2004, these aircraft will require replacement within the passenger fleet in the future. However, with many of these aircraft still in service as cargo aircraft, it is anticipated that the aircraft will remain in use through the majority of the planning period. Air cargo aircraft often remain in the fleet longer than air passenger aircraft. In fact, some models of air passenger aircraft have been converted to an air cargo configuration. As the need arises to replace the aircraft, it would be assumed that similar size aircraft would be acquired. These larger aircraft that regularly operate at LFT do not operate on the GA runway. The design code for Runway 4L-22R is AAC B and ADG II Runway Length Analysis Determining accurate runway length is important for airfield planning. Runway length determines which aircraft are able to take-off from the airport and the total payload, or weight, that can be accommodated. FAA AC 150/5325-4A: Runway Length Requirements for Airport Design gives guidance on how to determine accurate runway length. The runway length should be determined by using an aircraft or a group of aircraft that regularly operate at the airport and require the greatest runway length. The FAA Airport Design 4.2D program provides general runway length guidance for different size aircraft. The program uses data such as airport elevation, mean daily maximum temperature of the hottest month, maximum difference in runway centerline, pavement conditions, and length of haul for large aircraft, in order to determine runway length requirements. The program categorizes aircraft in the following groups:» Small aircraft less than 12,500 pounds.» Large aircraft less than 60,000 pounds.» Large aircraft greater than 60,000 pounds. Lafayette Regional Airport Master Plan Update - (Version 2.0) 62

74 AVIATION DEMAND FORECAST The small aircraft group is subdivided into the number of passenger seats while the large aircraft less than 60,000 pounds is subdivided into percent of useful loads. The results from the Airport Design 4.2D analysis is shown in Table 3-2. TABLE 3-2 RUNWAY LENGTH ANALYSIS (AIRPORT 4.2D) Required Runway Category Length Small Aircraft (Less than 12,500 pounds) Approach speed less than 30 knots 300 Approach speed less than 50 knots 800 Less than 10 passenger seats 3690 More than 10 passenger seats 4320 Large Aircraft (Less than 60,000 pounds) 75% of aircraft at: 60% useful load % useful load % of aircraft at: 60% useful load % useful load 8810 Large Aircraft (Greater than 60,000 pounds) 6830 SOURCE: FAA AC 150/5325-4A, CHANGE 2; FAA AIRPORT4.2D PROGRAM; RS&H ANALYSIS, 2014 NOTES: AIRPORT ELEVATION = 42 FEET MEAN DAILY MAXIMUM TEMPERATURE OF THE HOTTEST MONTH = 92.5 F MAXIMUM DIFFERENCE IN RUNWAY CENTERLINE ELEVATION = 8 FEET HAUL LENGTH FOR AIRPLANE GREATER THAN 60,000 POUNDS = 1,500 MILES Runway 4R-22L Length Requirements The runway length data presented in the previous section represents generalized groups of aircraft to determine runway length. For the primary runway, runway length should be determined based upon the most demanding aircraft which is the Boeing F for LFT. The runway length analysis included additional aircraft that currently fly to LFT or may fly in the future. These aircraft are used as a comparison to ensure the recommended runway length will be able to accommodate aircraft throughout the planning period. The runway length analysis included Boeing , Boeing with three different engine types, Boeing and the Boeing The analysis included determining runway length for Maximum Takeoff Weight (MTOW) at 80, 90 and 100 percent; MTOW is expressed in pounds. The runway length should be able to accommodate the most demanding aircraft for at least 90 percent MTOW. Runway length was analyzed for both standard day and hot day temperatures. Standard day varies depending on the elevation of the airport, for LFT standard day temperature is 59 degrees Fahrenheit. Each aircraft has a different hot day temperature; for the aircraft used in this analysis hot day temperatures are degrees Fahrenheit. The results of the runway length Lafayette Regional Airport Master Plan Update - (Version 2.0) 63

75 AVIATION DEMAND FORECAST are shown in Table 3-3. The results of the runway length analysis for hot day are graphically shown in Figure 3-7. TABLE 3-3 RUNWAY LENGTH ANALYSIS Aircraft Engines MTOW SOURCE: AIRCRAFT PERFORMANCE CHARTS; RS&H ANALYSIS, % MTOW 90% MTOW 80% MTOW Standard Standard Standard Hot Day Hot Day Day 90% Day 80% Day Runway Runway Runway MTOW Runway MTOW Runway Length Length Length Length Length Hot Day Runway Length 70% MTOW 70% MTOW Standard Hot Day Day Runway Runway Length Length Boeing (1) PW ,000 9,800 10, ,500 6,200 6, ,000 4,900 5, ,500 3,700 3,900 Boeing (2) RB E4 255,000 7,300 8, ,500 6,600 6, ,000 4,500 4, ,500 3,500 3,600 Boeing (3) RB E4B 255,000 6,500 6, ,500 5,200 5, ,000 4,200 4, ,500 3,300 3,400 Boeing JT8D 7 173,000 8,400 8, ,700 6,200 6, ,400 4,800 5, ,100 3,500 3,800 Boeing Freighter CF6 80C2B4 412,000 10,500 11, ,800 7,500 7, ,600 5,800 6, ,400 4,400 4,600 Boeing CFM56 7B24 174,200 7,800 8, ,780 5,900 6, ,360 4,900 5, ,940 3,800 4,000 FIGURE 3-7 RUNWAY LENGTH REQUIREMENT (HOT DAY) SOURCE: AIRCRAFT PERFORMANCE CHARTS; RS&H ANALYSIS, 2014 NOTES: (1) PW2037 (2) RB E4 (3) RB E4B In addition to runway length determined by MTOW, runway length was also evaluated using aircraft performance for specific destinations at the time of analysis, recognizing that new, longer haul destinations are possible in the future. Runway length was determined by the farthest market that each aircraft services on a regular basis. The results of the market specific runway length analysis are shown in Table 3-4. Lafayette Regional Airport Master Plan Update - (Version 2.0) 64

76 DEMAND CAPACITY AND FACILITY REQUIREMENTS TABLE 3-4 MARKET SPECIFIC RUNWAY LENGTH Aircraft Engines MTOW Destination Distance (NM) SOURCE: AIRCRAFT PERFORMANCE CHARTS; RS&H ANALYSIS, 2014 Max weight with required fuel and max payload Standard Day % of Runway MTOW Length Hot Day Runway Length Boeing (1) PW ,000 SDF ,000 82% 5,200 5,400 Boeing (2) RB E4 255,000 SDF ,000 91% 5,800 6,000 Boeing (3) RB E4B 255,000 SDF ,000 91% 5,400 5,500 Boeing JT8D 7 173,000 MEM ,000 95% 6,700 7,200 Boeing Freighter CF6 80C2B4 412,000 SDF % 5,500 5,700 Boeing CFM56 7B24 174,200 PUJ ,000 95% 6,600 7,200 The runway length analysis indicated that the current runway length of 8,001 feet for Runway 4R-22L can accommodate almost all aircraft that operate at LFT. These aircraft were evaluated at a certain percentage of their MTOW based on their anticipated markets. A high MTOW represents long haul, fully loaded flights; the MTOW may be lower depending on the required fuel and payload. These markets were based on cargo hub locations for FedEx and UPS and historic operational data for the Boeing 737 and Boeing 767. These destinations were seen as the farthest city pair that the aircraft would be used (August 2014 writing). The current runway length would be able to accommodate the Boeing , with limited to no weight restrictions and with the most demanding engine, being able to takeoff at approximately 95 percent MTOW. A larger aircraft, the Boeing , does not regularly fly to LFT, i.e., less than five times per year. However, the current runway length could accommodate the Boeing aircraft with weight limit restrictions. The analysis showed that current runway length has limited to no weight restrictions for all aircraft that operate at LFT or may begin operating during the forecast period. Therefore, it was determined that 8,001 feet for Runway 4R-22L is adequate to meet operational demand for the planning period Runway Length Requirements Runway is the crosswind and alternative runway for Runway 4R-22L. The current runway length of 5,401 feet creates weight restrictions for all large aircraft that operate at LFT. Smaller aircraft operating at LFT utilize the crosswind runway during certain flow and wind conditions. However, larger aircraft also could use the runway as an alternate to the primary runway when Runway 4R- 22L is unavailable. The majority of aircraft would be able to takeoff at approximately 80 percent MTOW. At a time when Runway 4R-22L is closed for refurbishment or reconstruction, Runway 11-29, at its current length, would affect operations significantly and change how airlines and cargo carriers operate at the airport. Based upon the runway length, a length of at least 7,200 feet would be able to meet the needs of the current fleet mix and destinations. This length would allow for some aircraft to operate with at least 90 percent MTOW during hot day conditions and almost all aircraft during a standard day. The guidance provided in FAA AC 150/5325-4B outlines that 100 percent of primary runway length can be justified for the crosswind runway when determining runway length for a crosswind that adds capacity, Lafayette Regional Airport Master Plan Update - (Version 2.0) 65

77 AVIATION DEMAND FORECAST provides noise mitigation, or provides regional jet service requirements 4 when built for the same individual design airplane or airplane design group that uses the primary runway Runway 4L-22R Length Requirements Runway 4L-22R is primarily used for small GA aircraft with less than 10 passenger seats. Based on the runway length analysis from FAA Airport 4.2D program shown in Table 3-2, the recommended runway length to accommodate the aircraft is 3,690 feet. The current runway length is 4,099 feet and should be able accommodate all small GA aircraft through the planning period Runway Dimensional Evaluation Runway standards are based on ADG and include runway width, safety areas, minimum distance to parallel taxiways, hold bar locations and minimum distance to parallel runways. In order to have a safe and efficient airport, it is important for these standards to be met. As mentioned earlier in this chapter, the majority of LFT is an AAC C and ADG IV. These standards will be used for all areas except for Runway 4R-22L which is an AAC B and ADG II runway. A dimensional standards analysis was completed to determine any deficiencies with the current runway dimensions. The results of the runway dimensional analysis are shown in Table 3-5, Table 3-6, and Table /5325-4B, Runway Length Requirements for Airport Design, pp Table 1-3, Runway Length for Crosswind Runways, p. 4. Lafayette Regional Airport Master Plan Update - (Version 2.0) 66

78 DEMAND CAPACITY AND FACILITY REQUIREMENTS TABLE 3-5 RUNWAY DIMENSIONAL ANALYSIS Runway Existing Condition Dimensional Standard (C-IV) Runway Width Runway Shoulder Width 0 25 Runway Safety Area (RSA) Width Runway Safety Area (RSA) Length Prior to Landing Threshold (Runway 11) Runway Safety Area (RSA) Length Beyond Runway End (Runway 11) Runway Safety Area (RSA) Length Prior to Landing Threshold (Runway 29) Runway Safety Area (RSA) Length Beyond Runway End (Runway 29) Runway Object Free Area (ROFA) Width Runway Object Free Area (ROFA) Length Beyond Runway End (Runway 11) Runway Object Free Area (ROFA) Length Beyond Runway End (Runway 29) Runway Protection Zone (RPZ) Dimensions (Runway 11) Runway Protection Zone (RPZ) Dimensions (Runway 29) Inner: 500 Outer: 1010 Length: 1700 Inner: 500 Outer: 1010 Length: 1700 Not Lower than 1 mile - Inner: 500 Outer: 1010 Length: 1700 Not Lower than 1 mile - Inner: 500 Outer: 1010 Length: 1700 Runway Obstacle Free Zone (OFZ) Width Runway Obstacle Free Zone (OFZ) Length Beyond Runway End (Runway 11) Beyond Runway End Runway Obstacle Free Zone (OFZ) Length Beyond Runway End (Runway 29) Beyond Runway End Runway Centerline to Taxiway/Taxilane Centerline Separation (Taxiway B West) Runway Centerline to Hold Line Separation Blast Pad Width (Runway 11) None 200 Blast Pad Width (Runway 29) None 200 Blast Pad Length (Runway 11) None 200 Blast Pad Length (Runway 29) None 200 SOURCE: FAA AC 150/ A, CHANGE 1; RS&H ANALYSIS, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 67

79 AVIATION DEMAND FORECAST TABLE 3-6 RUNWAY 4R-22L DIMENSIONAL ANALYSIS Runway 4R-22L Existing Condition Dimensional Standard (C-IV) Runway Width Runway Shoulder Width Runway Safety Area (RSA) Width Runway Safety Area (RSA) Length Prior to Landing Threshold (Runway 4R) Runway Safety Area (RSA) Length Beyond Runway End (Runway 4R) Runway Safety Area (RSA) Length Prior to Landing Threshold (Runway 22L) Runway Safety Area (RSA) Length Beyond Runway End (Runway 22L) Runway Object Free Area (ROFA) Width Runway Object Free Area (ROFA) Length Beyond Runway End (Runway 4R) Runway Object Free Area (ROFA) Length Beyond Runway End (Runway 22L) Runway Protection Zone (RPZ) Dimensions (Runway 4R) Inner: 1000 Outer: 2500 Length: 1750 Not Lower than 3/4 mile - Inner: 1000 Outer: 1510 Length: 1700 Not Lower than 1/2 mile - Inner: 1000 Outer: 1750 Length: 2500 Inner: 1000 Runway Protection Zone (RPZ) Dimensions (Runway 22L) Outer: 1750 Length: 2500 Runway Obstacle Free Zone (OFZ) Width Runway Obstacle Free Zone (OFZ) Length Beyond Runway End (Runway 4R) Beyond Runway End Runway Obstacle Free Zone (OFZ) Length Beyond Runway End (Runway 22L) Beyond Runway End Runway Centerline to Taxiway/Taxilane Centerline Separation (Taxiway J) Runway Centerline to Runway Centerline (Runway 4L-22R) 1000 Runway Centerline to Taxiway Centerline 180-Degree Turn Runway Centerline to Holdline Separation Blast Pad Width (Runway 4R) Blast Pad Length (Runway 4R) Blast Pad Width (Runway 22L) Blast Pad Length (Runway 22L) SOURCE: FAA AC 150/ A, CHANGE 1; RS&H ANALYSIS, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 68

80 DEMAND CAPACITY AND FACILITY REQUIREMENTS TABLE 3-7 RUNWAY 4L-22R DIMENSIONAL ANALYSIS Runway 4L-22R Existing Condition Dimensional Standard (B-II) Runway Width Runway Shoulder Width 0 10 Runway Safety Area (RSA) Width Runway Safety Area (RSA) Length Prior to Landing Threshold (Runway 4L) Runway Safety Area (RSA) Length Beyond Runway End (Runway 4L) Runway Safety Area (RSA) Length Prior to Landing Threshold (Runway 22R) Runway Safety Area (RSA) Length Beyond Runway End (Runway 22R) Runway Object Free Area (ROFA) Width Runway Object Free Area (ROFA) Length Beyond Runway End (Runway 4L) Runway Object Free Area (ROFA) Length Beyond Runway End (Runway 22R) Runway Protection Zone (RPZ) Dimensions (Runway 4L) Runway Protection Zone (RPZ) Dimensions (Runway 22R) Inner: 500 Outer: 700 Length: 1000 Inner: 500 Outer: 700 Length: 1000 Visual - Inner: 500 Outer: 700 Length: 1000 Visual - Inner: 500 Outer: 700 Length: 1000 Runway Obstacle Free Zone (OFZ) Width Runway Obstacle Free Zone (OFZ) Length Beyond Runway End (Runway 4L) Beyond Runway End Runway Obstacle Free Zone (OFZ) Length Beyond Runway End (Runway 22R) Beyond Runway End Runway Centerline to Taxiway/Taxilane Centerline Separation (Taxiway J) Runway Centerline to Runway Centerline (Runway 4L-22L) 1000 Runway Centerline to Taxiway Centerline 180-Degree Turn 350 Runway Centerline to Holdline Separation Blast Pad Width (Runway 4L) None 95 Blast Pad Length (Runway 4L) None 150 Blast Pad Width (Runway 22R) None 95 Blast Pad Length (Runway 22R) None 150 SOURCE: FAA AC 150/ A, CHANGE 1; RS&H ANALYSIS, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 69

81 AVIATION DEMAND FORECAST The dimensional analysis indicated that some improvements are required, in order to meet runway standards, due to the implementation of FAA design standards. Runway shoulder and blast pads should be upgraded to the required standard. Currently Runway does not have standard runway safety areas (RSAs) in place due to the proximity of Highway 90 and Bayou Tortue. In order for Runway 4R-22L to meet RSA dimensions, EMAS has been installed before the approach end of Runway 4R and Runway 22L Taxiway Dimensional Analysis Taxiway standards are based on both ADG and TDG depending on the specific standard. Most of the time, taxiway/taxilane separation standards, along with Taxiway Safety Area (TSA) and taxiway/taxilane Object Free Area (OFA), are based on ADG. TDG determines the taxiway width, the edge safety margin, shoulder width, and taxiway/taxilane separation where a 180 degree turn is required. Similar to the runways, the majority of taxiways are designed to ADG IV, TDG 5 aircraft with Taxiway F and a portion of Taxiway F designed to ADG II, TDG 2 aircraft. A dimensional standards analysis for all taxiways/taxilanes was completed to determine any deficiencies within the current taxiway system. The results of the taxiway dimensional analysis are shown in Table 3-8. TABLE 3-8 TAXIWAY DIMENSIONAL ANALYSIS Taxiway Taxiway J (Parallel to Runway 4R-22L) Existing Condition Dimensional Standard C-IV Taxiway Width Taxiway Shoulder Width 0 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Parallel Taxiway Centerline Separation Taxiway Centerline to Fixed/Movable Object Separation from Nearest Runway Centerline 360 Taxiway B (Parallel to Runway 11-29) C-IV Taxiway Width Taxiway Shoulder Width 0 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Parallel Taxiway Centerline Separation Taxiway Centerline to Fixed/Movable Object Separation from Nearest Runway Centerline 390 Taxiway F South of Taxiway B (Parallel to Runway 4L-22R) B-II Taxiway Width Taxiway Shoulder Width 0 10 Taxiway Safety Area Width 79 Taxiway Object Free Area (OFA) Width 131 Taxiway Centerline to Fixed/Movable Object Taxiway Centerline to Parallel Taxiway Centerline Separation 105 Separation from Nearest Runway Centerline 240 Taxiway F North of Taxiway B (Parallel to Runway 4L-22R) C-IV Lafayette Regional Airport Master Plan Update - (Version 2.0) 70

82 AVIATION DEMAND FORECAST Taxiway Width Taxiway Shoulder Width 0 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Fixed/Movable Object Taxiway Centerline to Parallel Taxiway Centerline Separation Separation from Nearest Runway Centerline 278 Taxiway A C-IV Taxiway Width Taxiway Shoulder Width 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Fixed/Movable Object Taxiway Centerline to Parallel Taxiway Centerline Separation Separation from Nearest Runway Centerline 675 Taxiway C C-IV Taxiway Width Taxiway Shoulder Width 0 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Fixed/Movable Object Taxiway Centerline to Parallel Taxiway Centerline Separation Separation from Nearest Runway Centerline Taxiway D C-IV Taxiway Width Taxiway Shoulder Width 0 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Fixed/Movable Object 215 Taxiway Centerline to Parallel Taxiway Centerline Separation Separation from Nearest Runway Centerline Taxiway E C-IV Taxiway Width Taxiway Shoulder Width 0 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Fixed/Movable Object 215 Taxiway Centerline to Parallel Taxiway Centerline Separation Separation from Nearest Runway Centerline Lafayette Regional Airport Master Plan Update - (Version 2.0) 71

83 DEMAND CAPACITY AND FACILITY REQUIREMENTS Taxiway F C-IV Taxiway Width Taxiway Shoulder Width 0 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Fixed/Movable Object Taxiway Centerline to Parallel Taxiway Centerline Separation Separation from Nearest Runway Centerline Taxiway G C-IV Taxiway Width Taxiway Shoulder Width 0 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Fixed/Movable Object Taxiway Centerline to Parallel Taxiway Centerline Separation Separation from Nearest Runway Centerline Taxiway H C-IV Taxiway Width Taxiway Shoulder Width 0 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Fixed/Movable Object Taxiway Centerline to Parallel Taxiway Centerline Separation Separation from Nearest Runway Centerline Taxiway K C-IV Taxiway Width Taxiway Shoulder Width 0 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Fixed/Movable Object Taxiway Centerline to Parallel Taxiway Centerline Separation Separation from Nearest Runway Centerline Taxiway L C-IV Taxiway Width Taxiway Shoulder Width 0 35 Taxiway Safety Area Width 171 Taxiway Object Free Area (OFA) Width 259 Taxiway Centerline to Fixed/Movable Object Taxiway Centerline to Parallel Taxiway Centerline Separation Separation from Nearest Runway Centerline SOURCE: FAA 150/ A, CHANGE 1; RS&H ANALYSIS, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 72

84 AVIATION DEMAND FORECAST The dimensional analysis indicated that improvements are required in order for taxiways to meet all FAA standards. In addition to the taxiway design standards, the FAA has identified three hot spots or areas of high potential risk because of multiple taxiway intersections, direct access from the ramp to a runway, and clustering of runways and taxiways. These areas can cause confusion for pilots taxiing. The three identified hot spots are:» Taxiways J, K, H, and F» Taxiways B, C and D» Taxiways J, B, and F intersecting with Runway and Runway 4L-22R These hot spots locations should be evaluated and considered when future capital improvements projects are constructed Taxiway Requirements In order to develop taxiway requirements, the taxiway system was analyzed along with discussion with LFT senior staff. Requirements were based on enhancing safety, enhancing efficiency, and increasing aeronautical developable land within the airfield. The taxiway system creates pathways for aircraft to move around the airfield and also enable developable aeronautical land. With an optimized airfield, pilots will be able to taxi around the airport efficiently and aeronautical and non-aeronautical developable land will be increased. The following are improvements that should be made during the planning.» Realign and straighten Taxiway B to be parallel with Runway 11-29» Shift Taxiway B north to allow for a 400 foot separation between the Taxiway and Runway 11-29» Realign Taxiway F to parallel Runway 4L-22R to create a full length parallel taxiway» Widen the south end of Taxiway F to ADG IV, TDG 5 standards to allow for greater efficiencies for large aircraft taxiing» Remove Taxiway K to eliminate the wide expanse of pavement and hot spot» Add a high speed exit taxiway for Runway 4R between Taxiways B and L» Remove Taxiway D to decrease direct access between the ramp and Runway Pavement Strength Requirements Pavement strength is an important factor when determining how the fleet mix will use the airfield over the planning period. Pavement strength is comprised of the load bearing capacity of the pavement along with the configuration of the landing gear, whether it is single wheel (SW), dual wheel (DW) or dual tandem wheel (DTW). In order for the pavement to adequately serve the projected fleet mix, it should be able to accommodate 140,000 SW; 170,000 DW and 290,000 DTW. This strength will accommodate all aircraft including the critical aircraft of the Boeing F. All pavement constructed in the future should be built to support these requirements. It is anticipated that Runway 4R-22L will be able to serve the fleet mix during the planning period. Lafayette Regional Airport Master Plan Update - (Version 2.0) 73

85 AVIATION DEMAND FORECAST NAVAIDS Requirements NAVAIDS consist of both electronic instrument approaches and visual landing aids, runway and airfield lighting, for aircraft operating at LFT and in the vicinity of the airfield. NAVAID requirements and installation are determined by the FAA. The airport currently has NAVAIDS that cover aircraft operations in IMC and nighttime operations. With CAT I ILS on both Runway 22L and 4R, aircraft are able to land with visibility down to ½ mile. Along with the VOR, RNAV approaches and visual aids, the NAVAIDS at LFT should serve all of the airport s needs throughout the planning period. Currently, the VOR installed at LFT has been included on FAA s list of many VORs around the country that will be decommissioned over the next couple of years. This is not anticipated to have a significant impact on aircraft operations. 3.6 TERMINAL FACILITY The terminal facility was recently evaluated in the 2012 Terminal Area Study. This study evaluated the existing terminal building, indicated the need for additional space and developed alternatives for both expanding the existing building and constructing a new terminal facility. The Terminal Area Study was reviewed as part of this Master Plan. In addition, the terminal sizing and the number of gates needed during the planning period were analyzed at a high level only and based on recent operations. The Terminal Study concluded that seven gates would be required to meet demand during the peak hour through the planning period. With seven gates, it was determined that approximately 110,000 square feet of space would be required in a new terminal facility in order to meet demand. This total includes baggage claim, ticketing hold rooms, security, concessions and all other support facilities. If LAC administration offices were to be located in the terminal, additional space would be required Gate Requirement In order to validate the number of gates required per the Terminal Study, a high-level review of the peak hour analysis was completed. Using actual air carrier data, it was determined that the peak hour represented 13 percent of operations in the peak month average day. This scenario assumed that passenger enplanements would increase at an Average Annual Growth Rate (AAGR) of 1.0 percent and the peak hour percentage would remain constant. This growth rate was used to represent the commercial service forecast as shown in Chapter 2. With the peak hour percentage and the forecast terminal enplanements, it was determined that there would be seven aircraft operations during the average day of the peak month at LFT. In order to evaluate the number of gates needed during the planning period from a different approach, the requirement was evaluated based on operations per gate and enplanements per gate. Currently, LFT operates with approximately 2,600 annual operations per available gate. This is based on the five gates currently in operation. With this ratio, the enplanements were increased based on the forecast and evaluated based off the existing ratio. In order to create a sensitivity analysis, the operations forecast for 2032 were evaluated for 2,000 and 3,000 operations per gate. With this analysis, 2,000 operations per gate require six gates and 3,000 operations per gate require eight gates. Lafayette Regional Airport Master Plan Update - (Version 2.0) 74

86 AVIATION DEMAND FORECAST Currently at LFT, there are approximately 46,000 annual enplanements per gate. With almost 389,000 enplanements forecast in 2013, it was determined that nine gates would be required for the current ratio. With more efficient passenger processing in a larger facility despite accommodating larger aircraft, it is estimated that seven gates could accommodate the passenger load with a ratio of 60,000 enplanements per gate. Three aircraft currently operate at LFT with the airlines potentially requiring up to two gates each during the peak time. In addition to this requirement, an additional gate may be required to allow for additional capacity in case of changes in flight schedules, aircraft ground delays, and diversions. From an airline perspective it was determined that six to seven gates would be required during the peak hour. In addition, analysis completed for the percentage of the peak hour, enplanements per gate, and operations per gate, determined that seven aircraft best represent the peak hour during the peak month average day in This analysis validates the methodology used in the 2014 Terminal Planning study are valid. With the rapid growth in operations seen in previous years, the peak hour analysis should be reevaluated as the terminal program is developed Square Footage Requirement As indicated above, the Terminal Study determined that the terminal facility should be approximately 110,000 square feet to accommodate the required gates and support facilities. This represents approximately 15,000 square feet per gate, with seven gates. Although the square footage requirement may provide adequate space for the Terminal Facility, a larger facility would provide more flexibility to plan for the rapid growth of the region. With non-stop flight additions, fleet upgrades to aircraft with over 100 passenger seats, and the continued success of the Oil and Gas Industry, the terminal should be planned to accommodate these factors. With larger aircraft expected, more space for ticketing, security, concessions, and other support facilities will be necessary. A terminal building with a higher square footage per gate would enable the needed flexibility. It was estimated that at 18,000 square feet per gate and up to 125,000 square feet for the terminal facility, adequate space would be planned in order to meet demand during the planning period. A special election was held in December, 2014 for Lafayette Parish voters regarding levying of a tax to fund construction of a new airport terminal and parking. Voters in the parish approved a 1 percent sales tax to be collected over an eight month period from April 1, 2015 through Nov. 30, 2015 on all purchases in Lafayette Parish except for food and prescriptions 6. The tax is expected to generate approximately 37 million dollars. With the passage of this tax, and the start of the terminal program, the terminal sizing should be revaluated in detail to ensure that the facility constructed will meet the needs of the airport and allow for expansion opportunities through the life of the facility. 6 Internet, tax, support improving airport, Billy Gunn, December 11, Lafayette Regional Airport Master Plan Update - (Version 2.0) 75

87 AVIATION DEMAND FORECAST 3.7 AIRPORT ACCESS This section evaluates existing and future traffic operations and describes the probability that certain actions may occur in order to meet future demand during the planning period. The facilities evaluated in this section are terminal access roads, the surrounding roadway system, and the terminal curb frontage Airport Roadway System LFT is served by a network of major highway systems, along with multiple state roads, that provide access to the airport. Terminal Drive serves as the terminal access road and the terminal loop road allowing people to access the terminal building, as well as short- and long-term parking. Terminal Drive is a two-lane roadway with 12 foot lane widths. In order for the terminal access roads to adequately serve the airport, the roadway should provide access for passengers, visitors, and employees to access the terminal building, parking, and other nearby facilities. With GA activity close to the terminal building, it is important that separate roadways be provided for both GA traffic and traffic to the terminal building. Separate roadways will lead to less traffic congestion, easier airport access, and greater throughput. As LFT expands over the planning period, and with discussions in place regarding a new terminal building, the terminal access roads will need to be adjusted and expanded. The terminal loop road should be expanded north, as well as east and west, to incorporate more area allowing additional room for parking, rental car ready/return, and additional terminal space. As the terminal loop road expands east, Shepard Drive can remain as GA access, while the new terminal loop road can parallel Shepard Drive. Terminal Loop Road alternatives will be presented in Chapter Terminal Curb Frontage The curb frontage is an important aspect of the terminal building and essential to enable easy access for passenger drop off, pick-up, taxis, and other forms of transportation. At LFT, arrivals and departures interact on the same level increasing congestion during peak times and requiring additional curb length. When all traffic is on one level, there should be a minimum of four lanes of traffic to allow for proper throughput. With four lanes of traffic, the innermost lane is considered not to have any throughput because it is being used as a drop off and pick up lane whereas the three other lanes are accommodating through traffic. The curb length that is required to meet future passenger growth is based on the design hour enplanements and deplanements. The design hour is calculated as the peak hour of operations during an average day in the peak month. This calculation accommodates passengers for the majority of operations except for peak day peak month operations. The following assumptions were used when determining required curb length:» Thirty percent of vehicles will enter the parking lot and not use the terminal curb front» A rate of 1.5 vehicles per design hour passenger would enter the curb front» Of those vehicles, 70% would stay at the curb for a length of time» Estimates of four minutes dwell time per vehicle was used which equates to 15 cars per space in the design hour» An average vehicle will occupy 25 linear feet of curb Lafayette Regional Airport Master Plan Update - (Version 2.0) 76

88 AVIATION DEMAND FORECAST The terminal curb length requirements are shown in Table 3-9. TABLE 3-9 TERMINAL CURBSIDE REQUIREMENTS Terminal Curb Frontage Requirements Design Hour Passengers Vehicles Entering Curb Area Car Curb Spaces Required Curb Frontage Required (LF) Existing Facilities (LF) Surplus (Deficit)(Rounded) (2) (72) (265) SOURCE: RS&H ANALYSIS, 2014 The current curb length is 400 linear feet with 200 feet of inner curb and 200 feet of outer curb both with two 12-foot lanes available for traffic. With the current capacity, additional curb length will be required to be in place by 2025 in order to meet demand. Alternatively, other actions can be taken to increase the throughput of the curb side. Traffic officers can be put in place, especially during peak times, to keep traffic moving and reducing vehicle dwell time. As the dwell time decreases, more vehicles will be able to pass through in the same period of time allowing for increased capacity. Additional curb length should be evaluated during terminal design. 3.8 AUTOMOBILE PARKING REQUIREMENTS The section evaluates the parking facilities for passengers, employees, car rental ready/return and overflow, and visitors. Current capacity along with the requirements for the planning period will be presented Public Parking Parking available to the public provides spaces for passengers, visitors, and meeters/greeters. Parking is both an important revenue source and an essential resource for an airport. It is important that parking is available especially during peak times. In order to meet demand during peak times, a planning standard of 2.5 spaces per design hour passenger was used to determine future requirements. An additional 20 percent has been added to the requirement in order to account for peak times such as Mardi Gras and the holiday season. Public parking is typically divided into short- and long-term parking. Short-term parking is closer to the terminal building, has a higher over turnover rate, and usually accommodates cars for no more than two to three hours. The long-term lot is usually charged by the day, farther from the terminal building, and meant for travelers instead of meeters/greeters. It was determined that 20 percent of the required parking spaces should be short-term with the remaining spots being long-term spaces. More long-term spaces are required as cars stay in these spots for longer periods of time. The public parking facility requirements are shown in Table Lafayette Regional Airport Master Plan Update - (Version 2.0) 77

89 AVIATION DEMAND FORECAST TABLE 3-10 PUBLIC PARKING FACILITY Peak Hour Passenger Short Term Parking (20%) Long Term Parking (80%) Total Public Parking Spaces Required ,140 Public Parking Area Required (SF) 202, , , , , ,000 Existing Public Parking Spaces Surplus (Deficit) -127 (247) (279) (310) (430) (761) SOURCE: RS&H ANALYSIS, 2014 It is anticipated that parking requirements will almost double over the planning period. Parking space will need to increase from just over 600 spaces currently to over 1,100 spaces to accommodate demand. This steep increase is due to the projection that larger aircraft will begin to serve LFT in the out year. With larger narrow body aircraft, the design hour peak will increase as more passengers will enplane and deplane during a single aircraft operation Rental Car Spaces Rental Car requirements are comprised of two segments, ready/return and storage/services. The rental car ready/return lot spaces are close to the terminal building where passengers may easily drop off or pick up a rental car. The storage/services spaces are located in an area where additional rental cars will be stored and newly returned rental cars can be prepared and cleaned for the next user. In order to determine rental car facility requirements, it was assumed that 25 percent of passengers in the average day of the peak month would rent or return a car. This is a conservative estimate and should enable the rental car companies to meet demand during peak times. The rental car facility requirements are shown in Table Lafayette Regional Airport Master Plan Update - (Version 2.0) 78

90 DEMAND CAPACITY AND FACILITY REQUIREMENTS TABLE 3-11 RENTAL CAR FACILITY REQUIREMENTS % Average Day Peak Month Passengers Ready Return Spaces per Agency Storage/Services Spaces Total Rental Car Spaces Rental Car Parking Area Required (SF) 131, , , , , ,600 Existing Rental Car Area (SF) Surplus (Deficit) (212) (239) (288) (345) (410) (484) SOURCE: RS&H ANALYSIS, 2014 The rental car requirements are expected to increase by approximately 30 percent over the planning period. Parking spaces available to rental car companies will need to increase to order to meet demand. With the rental car spaces increasing, the ready/return spaces available close to the terminal will need to increase as well. In 2015, 31 ready/return spaces should be available on average for each rental car company, increasing to an average of 35 spaces available for each company. Specific rental car companies may use more or less ready/return spaces, these numbers are meant to represent averages only Employee Parking Employee parking must be made available for airport administration, airline, rental car, and concession employees and well as other people employed in the terminal area. For LFT, it is estimated that one employee parking spot should be available for every 1,500 annual enplanements. As annual enplanements increase, the number of employees will increase to better serve the passengers. The employee parking requirements are shown in Table TABLE 3-12 EMPLOYEE PARKING REQUIREMENTS Annual Enplaned Passengers 249, , , , , ,804 Total Employee Parking Spaces Required Employee Parking Area Required (SF) 66,481 66,481 75,741 86,321 98, ,214 Existing Employee Parking Spaces Surplus (Deficit) 0 0 (23) (50) (80) (115) SOURCE: RS&H ANALYSIS, Parking Requirement Summary Currently, parking at LFT is regularly at capacity. With the projected growth in the near term, additional parking spaces will be required to meet capacity throughout the planning period. In order to meet public parking space requirements, a parking garage should be considered. A parking garage would allow for three to four times more parking spaces available than would be accommodated within the footprint required for a surface lot. Beyond saving space, a parking garage provides a higher level of service to Lafayette Regional Airport Master Plan Update - (Version 2.0) 79

91 AVIATION DEMAND FORECAST passengers that use the facility. A parking garage would provide a consolidated parking location, spaces closer to the terminal building and protection from inclement weather on lower floors of the garage. In addition, a parking garage would provide a higher level of service for customers compared to a surface lot with a higher number of spaces. A parking garage would reduce walking times to the terminal instead of having a long walk through a surface lot. Typical industry standards indicate that a walk greater than 750 feet greatly decreases the passenger level of service. This is especially true during the summer months in a warm, humid climate. While increasing the level of service, a parking garage would also open up other land around the garage that would otherwise be used for construction of a surface parking lot. 3.9 GENERAL AVIATION REQUIREMENTS This section outlines the requirements for the GA facility during the planning period for both transient and based aircraft. The areas evaluated in this section are aircraft T-Hangars, conventional hangars, tie-downs, transient apron, maintenance hangar, maintenance apron, and automobile parking for GA passengers Based Aircraft Storage Aircraft storage is an important aspect of GA based aircraft. This section will outline requirements for tiedowns, T-Hangars, and conventional hangars. There are three types of aircraft storage at LFT: tie-downs, conventional hangars, and T-Hangars. Tie-downs are available ramp space where there is an area to securely tie a small aircraft to the ramp. These spaces tend to be the least expensive for aircraft storage and provide no protection from the environment. In addition, only single-engine and some small multi-engine aircraft will be able to use tie-downs. Over time, the need for tie-down storage space has diminished as new, small aircraft have become very expensive and contain sophisticated avionics equipment that is sensitive to heat and cold. Aircraft hangars, both conventional and T-Hangars, are an alternative method to store an aircraft. Many pilots prefer to keep their aircraft in hangars to protect them from inclement weather and direct sunshine. Hangars allow pilots to store their aircraft and have additional room for storage of other personal items required for flight. Conventional hangars are large metal structures with open space to fit single and sometimes multiple aircraft; the size of the aircraft can differ depending on what needs to be stored. T-Hangars are an inexpensive way to construct hangars, compared with conventional hangars, but are designed for small aircraft. T-Hangars are constructed in the shape of a T, similar to the shape of an airplane and are constructed in an interlocking pattern usually with 10 T-hangars in one overall structure. There is less room than a conventional hangar but these hangars can be an economic way to store an aircraft T-Hangar Requirements There are currently 42 T-Hangars at LFT with all hangars occupied. Although there is no waiting list kept for available T-Hangars, the FBO has expressed a need for additional T-Hangars. Potential users contact the FBO for available T-Hangars, but require immediate availability. The facility requirement for T-Hangars was increased to account for these users that require immediate occupancy. T-Hangar facility requirements are shown in Table Lafayette Regional Airport Master Plan Update - (Version 2.0) 80

92 AVIATION DEMAND FORECAST TABLE 3-13 T-HANGAR FACILITY REQUIREMENTS Aircraft Type Single Engine Multi-Engine Anticipated Demand Total Hangars Existing T-Hangars Surplus (Deficit) (14) (14) (13) (14) (13) (13) SOURCE: RS&H ANALYSIS, 2014 The demand for facility requirements will grow by more than 10 T-Hangars over present levels. There is an immediate need for a bank of 14 T-Hangars to accommodate future tenants that require immediate occupancy. Even though overall single-engine based aircraft are anticipated to decrease, demand for T- Hangars will increase. As new T-Hangars are constructed, those aircraft that are currently parked on tiedowns, or more expensive conventional hangars, could move to available T-Hangars Tie-Downs Tie-downs provide single engine aircraft and small multi engine aircraft an alternative option to store their aircraft without a hangar. The tie down secures the aircraft to the ramp, but provides no protection from extreme weather or the sun. The facility requirements for tie-downs is shown in Table TABLE 3-14 TIE-DOWN FACILITY REQUIREMENTS Aircraft Type Single Engine Multi-Engine Total Tie-Downs Existing Tie-Downs Surplus (Deficit) SOURCE: RS&H ANALYSIS, 2014 Tie-down demand is expected to decrease over the planning period. This is due to both a decrease in single engine based aircraft and the demand for additional T-Hangars. As new T-Hangars are constructed, pilots may prefer to utilize an existing T-Hangar to store their aircraft instead of a tie-down. There is sufficient infrastructure to meet demand over the planning period. In addition, LFT has enough capacity to meet demand during high peak periods such as Mardi Gras and other busy travel times. The tie-down requirement also reflects shade hangars. A shade hangar is a covered tie-down space on the apron. It provides protection from direct sunlight and precipitation but is open otherwise. Due to the permanent nature of a shade hangar, aircraft maneuverability in the vicinity of shade hangars is not different than in the vicinity of any other structure, reducing some measure of the flexibility associated with tie-down pavements. Lafayette Regional Airport Master Plan Update - (Version 2.0) 81

93 AVIATION DEMAND FORECAST Conventional Hangar Requirements There are approximately 13 conventional hangars at LFT. At the time of this report, hangar construction and demolition was currently active. These type of hangars are owned both by the airport and private companies/developers. With conventional hangar sizes and shapes differing depending on the needs, conventional hangar demand is shown as square footage instead of number of hangars. The convention hangar facility requirements are shown in Table TABLE 3-15 CONVENTIONAL HANGAR FACILITY REQUIREMENTS Aircraft Type Single Engine (Sq. Ft.) 16,500 13,500 12,000 9,000 7,500 4,500 Multi-Engine (Sq. Ft.) 42,500 40,000 37,500 32,500 30,000 27,500 Turboprop, Turbojet, Rotorcraft (Sq. Ft.) 156, , , , , ,000 Total Hangar (Sq. Ft.) 215, , , , , ,00 0 Existing Conventional Hangars 279, , , , , ,395 Surplus (Deficit) 64,395 63,895 61,895 63,895 61,895 61,395 SOURCE: RS&H ANALYSIS, 2014 Conventional hangar demand will stay relatively constant during the planning period. With the amount of based aircraft staying the same, an allocation of hangar space between different types of aircraft will occur during the planning period. As single engine aircraft operations decrease, and storage moves to available T-hangars, it will allow room for additional multi engine and turbo prop aircraft to be stored in those hangars. The biggest growth in based aircraft is jet aircraft which will increase by approximately five aircraft over the next 20 years. Often one larger turboprop or turbojet aircraft will occupy the space of several piston aircraft. Although the facility requirements indicate that there is capacity to store additional aircraft within the existing hangars, new hangar construction may be required during the planning period. The hangars at the airport are leased to individual owners or companies and are privately used by those entities. With the addition of a new based aircraft, storage in an existing hangar will usually not be possible and a new hangar would be required. With the increase in jet aircraft based at LFT, it is likely that new hangar construction will be necessary during the planning period Transient Aircraft Transient aircraft are aircraft visiting LFT. These aircraft will typically need to park on an apron near the FBO because the pilot and passengers require those services. Typically these aircraft depart and arrive in the same day and if staying overnight will stay for a short period of time. In order to develop the transient aircraft demand the following assumptions were used:» Transient aircraft represents 70 percent of operations on any given day Lafayette Regional Airport Master Plan Update - (Version 2.0) 82

94 AVIATION DEMAND FORECAST» The actual number of transient aircraft utilizing the parking area is 50 percent of itinerant operations in the average day of the peak month» Forty percent of transient aircraft utilizing the ramp will require parking at any one time» Transient aircraft represent a similar make up to that of based aircraft Transient aircraft apron requirements are shown in Table TABLE 3-16 TRANSIENT AIRCRAFT APRON FACILITY REQUIREMENTS Aircraft Type Single Engine (Sq. Ft.) 23,657 23,181 22,699 22,212 21,720 21,222 Multi-Engine (Sq. Ft.) 9,829 9,878 9,927 9,977 10,027 10,077 Jet 44,351 46,287 48,242 50,214 52,206 54,216 Total Requirement 77,837 79,346 80,868 82,404 83, ,338 Existing Ramp* 134, , , , , ,000 Surplus (Deficit) 56,163 54,654 53,132 51,596 50,047 23,662 *ONLY INCLUDING RAMP ADJACENT TO LANDMARK AVIATION SOURCE: RS&H ANALYSIS, 2014 The demand for transient aircraft ramp space is expected to increase over the planning period. This increase is due to the anticipated increase in multi-engine and turbine jet aircraft operations. With the need for additional space, the ramp adjacent to Landmark Aviation requires expansion over the next 20 years. This will also allow all transient aircraft to park within proximity to the FBO Aircraft Maintenance Facility Notable Flight Aircraft Services is currently the only provider of full service aircraft maintenance within their own facility. They operate out of the hangar shown as Building #7 on the ALP. The hangar provides approximately 23,000 square feet of space which includes both aircraft storage and office space. The services include both major airframe and power plant maintenance for small and medium sized GA aircraft. GA traffic is anticipated to grow at a slower pace than air carrier operations. The based aircraft are not expected to increase in numbers over the present 154 aircraft. Itinerant and local GA operations are anticipated to grow at a.05 percent AAGR and.03 percent AAGR, respectively. However, as the forecasts presented in Chapter 2 indicate, the general mix of aircraft that are based at LFT is anticipated to become larger on an average basis. GA operations are anticipated to increase from just under 29,000 operations in 2013 to over 33,000 operations in The current maintenance facility meets the current needs of the GA traffic. Between the constant rate of based aircraft and the relatively slow growth rate for GA operations, it is anticipated that the current facility will meet the demand for maintenance during the planning period. With the GA aircraft anticipated to be larger, dedicated aircraft parking for aircraft maintenance activities may be required in the future. Lafayette Regional Airport Master Plan Update - (Version 2.0) 83

95 AVIATION DEMAND FORECAST 3.10 AIR CARGO FACILITY REQUIREMENTS This section outlines the facility requirements for the cargo warehouse and apron space in order for LFT to meet demand during the planning period. These requirements do not include belly cargo as that cargo is transported on commercial aircraft and loaded and unloaded at the passenger terminal Cargo Building/Warehouse Requirement The cargo operators at LFT currently sort and manage shipments outside without the use of a warehouse. Building space is used to store some equipment. Sorting cargo shipments outside can be efficient due to the proximity of the aircraft, but is impacted by inclement weather and other factors. Cargo warehouse space would provide the necessary facilities to provide efficient and constant cargo operations. Industry standard for required cargo facilities is between 1.0 and 2.0 square feet per annual ton of cargo processed. A 1.0 square foot per ton factor indicates an efficient cargo operation seen at large sorting hub facilities such as Memphis and Louisville. A 2.0 square foot per ton factor indicates space is not used as efficiently as seen at facilities with less cargo throughput. Cargo space utilization can be effected by a variety of factors including the type of shipment, the amount of cargo processed, and the type of operation. For planning purposes, 1.75 square foot per annual ton of cargo was used to determine cargo building facility requirements at LFT. The requirements are shown in Table TABLE 3-17 CARGO BUILDING REQUIREMENTS Freight (lbs.) 24,390,729 27,532,000 28,653,000 29,819,000 31,030,000 32,291,000 Freight (tons) 12,195 13,766 14,327 14,910 15,515 16,146 Required Cargo Bldg (Sq. Ft.) 21,342 24,091 25,071 26,092 27,151 28,255 Existing Cargo Bldg (Sq. Ft.) Surplus (Deficit) (21,342) (24,091) (25,071) (26,092) (27,151) (28,255) SOURCE: RS&H ANALYSIS, 2014 Cargo tonnage is anticipated to increase by 4,000 tons over the next 20 years. Almost 30,000 square feet of cargo warehouse will be required by the end of the planning period in order to meet demand and allow adequate building space for the cargo carriers to store, sort and manage the cargo at LFT. The location of the cargo facilities will be developed further in the Alternatives Chapter Cargo Apron Facility Requirements Cargo aircraft usually arrive and depart at night, remaining all day on the apron. The cargo apron must have adequate space to accommodate all cargo aircraft that will operate at night. Current and forecasted cargo operations, and future fleet mix, were analyzed to determine peak cargo operations during the planning period. The required apron size was determined by the number of parking positions required during peak times. Square footage for each parking position was developed by each specific aircraft, 15 foot wingtip separation, and the required circulation. The majority of cargo operations are the Boeing F with Lafayette Regional Airport Master Plan Update - (Version 2.0) 84

96 AVIATION DEMAND FORECAST FedEx operating Boeing s. It is anticipated that the Boeing 727 will be phased out and replaced with the Boeing F aircraft. The facility requirements are shown in Table TABLE 3-18 CARGO APRON FACILITY REQUIREMENTS Aircraft Boeing Boeing Total Aircraft Parking Apron Area Required (Sq. Ft.) 166, , , , , ,000 Existing Apron (Sq. Ft.) 166, , , , , ,576 Surplus (Deficit) (10,424) (10,424) (10,424) SOURCE: RS&H ANALYSIS, 2014 The cargo operations peak hour will remain at three aircraft; however cargo demand increases because of the need for additional space for the Boeing F versus the Boeing 727. It is anticipated that LFT will be able to meet demand with the current apron space available SUPPORT FACILITIES This sections outlines the requirements for the support facilities essential to the daily operation of the airport. The facilities included in this section are the Aircraft Rescue and Fire Fighting Building, Airport Maintenance, and Fuel Storage Aircraft Rescue and Fire Fighting (ARFF) Facility The ARFF facility is located adjacent to the ATCT and provides aircraft rescue service during an aircraft emergency and firefighting services to all facilities at LFT. In addition, the ARFF personnel serve all passenger and employee EMT needs. The facility consists of approximately 3,550 square feet of space. It is a 24-hour facility with 13 full-time employees working 12 hour shifts. Mutual aid agreements are in effect with Lafayette, Youngsville, and Broussard Fire Departments Index Determination The Airport s ARFF facilities must have specific equipment available in order to meet FAA Part 139 requirements. The type of equipment required is based on the length of the longest aircraft having an average of at least five daily departures at the airport. Currently (August 2014), the Embraer ERJ 145, at 98 feet, is the longest aircraft that fits that requirement. The Boeing , at a length of 179 feet, does operate at LFT, but does not have an average of at least five daily departures. With the Embraer ERJ 145 the longest aircraft, LFT falls into the ARFF Index B category. Index B allows for aircraft between 90 feet and 126 feet. At a point when Boeing departures average at least five times per day, the ARFF Index would increase to C; however, it is anticipated that LFT will remain within ARFF Index B during the planning period. Lafayette Regional Airport Master Plan Update - (Version 2.0) 85

97 AVIATION DEMAND FORECAST Required Equipment, Agents and Response Times Under Part , Index B requires the Airport to have certain equipment and agents ready to respond. This includes the amount of dry chemical, water capacity and certain discharge rates. Index B requires one of the following scenarios:» One vehicle carrying at least 500 pounds of sodium-based dry chemical or halon 1211, 1,500 gallons of water, and a commensurate quantity of ARFF for foam production.» Two vehicles: Two vehicles carrying an amount of water commensurate with the quantity of ARFF such that the total quantity of water for foam production carried by both vehicles is at least 1,500 gallons with at least one vehicle carrying the extinguishing agents specified as: 500 pounds of sodium-based dry chemical or halon 1211, or 450 pounds of potassium-based dry chemical and water with a commensurate quantity of ARFF to total 100 gallons. The fleet of vehicles at the ARFF facility consists of two firefighting vehicles R-17 and R-18 and one emergency response vehicle. Each of the two ARFF vehicles holds 500 pounds of potassium based dry chemical, 200 gallons of aqueous film foaming agent and 1,500 gallons of water. The equipment and agent capacity at LFT meets the Index B requirements. If both trucks are available, the equipment would meet Index C standards, should this become required at a point beyond the planning period. Part requires that at least one ARFF vehicle be able to reach the midpoint of the farthest air carrier runway within three minutes from the sounding of an alarm, with all other vehicles responding within four minutes. The ARFF facility meets the required response times ARFF Station Requirements The airport ARFF index determines the number of vehicles, but also the amount of necessary staff to respond and operate the vehicles. The ARFF facility must have adequate living quarters, station room, vehicle storage area, and essential areas such as locker rooms and a kitchen. At any one time, the ARFF has one officer and two crewmembers stationed. There have not been any deficiencies reported for the ARFF facility. The current facility should meet demand until a time when aircraft size increases would change the ARFF index of LFT and require additional equipment Fuel Storage Facility The fuel storage facility, also known as the fuel farm, provides fuel to air carrier, charter, and GA operations. It is owned and operated by the LAC but fueling operations are conducted by Landmark Aviation. Fuel requirements for both Av Gas and Jet A fuel were evaluated during the planning period. Fuel requirements were evaluated based on the average fuel required per departure and per day. It was then extrapolated depending on the increase in both jet and GA operations. The fuel requirements are shown in Table 3-19 and Table Lafayette Regional Airport Master Plan Update - (Version 2.0) 86

98 DEMAND CAPACITY AND FACILITY REQUIREMENTS TABLE 3-19 JET A FUEL REQUIREMENT Daily Turbine Departures Average Fuel Per Departure (Gallons) Average Daily Flow (Gallons) 4,000 4,370 4,591 4,823 5,066 5,321 Storage Requirement for 3-day Supply 12,000 13,111 13,774 14,468 15,197 15,962 Settling Tank Requirement 15,000 15,000 15,000 15,000 15,000 15,000 Total Storage Tank Requirement 27,000 28,111 28,774 29,468 30,197 30,962 Existing Capacity 45,000 45,000 45,000 45,000 45,000 45,000 Surplus (Deficit) 18,000 16,889 16,226 15,532 14,803 14,038 SOURCE: RS&H ANALYSIS, 2014 TABLE 3-20 AV GAS FUEL REQUIREMENT Daily Turbine Departures Average Fuel Per Departure (Gallons) Average Daily Flow (Gallons) Storage Requirement for 3-day Supply 2,696 2,661 2,626 2,590 2,554 2,517 Settling Tank Requirement 15,000 15,000 15,000 15,000 15,000 15,000 Total Storage Tank Requirement 17,696 17,661 17,626 17,590 17,554 17,517 Existing Capacity 30,000 30,000 30,000 30,000 30,000 30,000 Surplus (Deficit) 12,304 12,339 12,374 12,410 12,446 12,483 SOURCE: RS&H ANALYSIS, 2014 The facility requirements for the fuel farm indicate an increase in demand for Jet A fuel while Av Gas remains relatively stable during the planning period. Fuel demand for Jet A will increase by almost 4,000 gallons over the next 20 years. The fuel farm located in the north area of the airport has capacity for five additional tanks. It is anticipated that the existing capacity will meet demand throughout the planning period. If additional fuel capacity is required, there is available space to expand within the existing fuel farm footprint. Lafayette Regional Airport Master Plan Update - (Version 2.0) 87

99 DEMAND CAPACITY AND FACILITY REQUIREMENTS 3.12 FACILITY REQUIREMENTS SUMMARY The facility requirements presented in this chapter are shown in Table TABLE 3-21 FACILITY REQUIREMENTS SUMMARY Airport Access and Automobile Parking Curb Frontage (L. Ft.) Public Parking Spaces ,140 Rental Car Parking Spaces Employee Parking Spaces Aircraft Storage T-Hangars Tie-Downs Conventional Hangars (Sq. Ft.) 215, , , , , ,000 Transient Apron (Sq. Ft.) 77,837 79,346 80,868 82,404 83, ,338 Air Cargo Cargo Building Space (Sq. Ft.) 21,342 24,091 25,071 16,092 27,151 28,255 Cargo Parking Positions Cargo Apron (Sq. Ft.) 162, , , , , ,000 Fuel Capacity Jet A Fuel 27,000 28,111 28,774 29,468 30,197 30,962 Av Gas 17,696 17,661 17,626 17,590 17,554 17,517 SOURCE: RS&H ANALYSIS, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 88

100 CHAPTER 4 ALTERNATIVES ANALYSIS

101 ALTERNATIVES ANALYSIS 4.1 OVERVIEW This chapter outlines the alternatives and design changes considered for LFT to meet the facility requirements outlined in Chapter 3: Demand Capacity and Facility Requirements. The facilities outlined in the previous chapter were developed based on the demand shown in the forecast during the planning period and new FAA design standards. The main purpose of these alternatives is to meet projected demand, maximize available land, and meet design standards. Although the projects outlined in this chapter are designed to meet demand over the next 20 years, they provide growth opportunities beyond the planning period. The following areas will be address in this chapter.» Airfield» Terminal Area» Landside and Parking» Air Cargo» General Aviation» Support Facilities Alternatives were developed for each area of the airport. Each alternative was evaluated based on meeting demand, enabling the greatest benefit to the airport and meeting the airport s goals. These alternatives were discussed and vetted with a Technical Advisory Committee (TAC) as part of the process of the Master Plan Update. Preferred alternatives were selected for each focus area of the airport. The alternatives evaluation process included a series of meetings and discussions with the LAC, LFT Staff, and tenants to vet the process. As part of the Master Plan process itself, the TAC was established prior to the beginning of the Master Plan to provide primary guidance to the process as well as being a sounding board for facilities requirements and alternatives analysis. This process was particularly eventful during the alternatives evaluation phase that is the subject of Chapter 5. The TAC was composed of 13 members representing the LAC (three members), LFT Staff, FBO, FAA, and other tenants. Four meetings were held at various stages of the Master Plan process:» Kickoff Meeting» Forecasts and Preliminary Facility Requirements» Preliminary Alternatives» Preferred Alternative In addition, a separate meeting was conducted during the alternatives evaluation process specifically to gather information from the GA community at large and was attended by an LAC member. Following conclusion of the planning process, a presentation of the key aspects of the Master Plan was presented to the LAC during a regularly scheduled meeting. Lafayette Regional Airport Master Plan Update - (Version 2.0) 90

102 ALTERNATIVES ANALYSIS 4.2 AIRFIELD ALTERNATIVES This section outlines the airfield alternatives that were developed in order to meet FAA design standards and ensure LFT can meet demand beyond the planning period. Each runway has been evaluated below FAA Design Guidance In September 2012, the FAA published AC 150/ A: Airport Design, which replaced AC 150/ , incorporating changes through Change 19. In February 2014, AC 150/ A, Change 1 was issued amending the AC. The new FAA guidance provided a complete rewrite of the original AC, added new design standard requirements in order to enhance safety and efficiency with aircraft operating on the airfield, and included some design criterion of Terminal Enroute Procedures (TERPS). These new requirements resulted in certain areas of the LFT airfield not being compliant. This section also outlines the non-compliant areas of the airfield and sources the appropriate standard. A later section of this chapter will provide alternatives identified to meet FAA standards Direct Access to the Apron FAA AC 150/ A, Change 1 Section 401 b. (5) (g) Indirect Access states: Taxiways should not be designed to have direct access between an apron and a runway. This can be confusing to pilots when they typically expect to encounter a parallel taxiway. Currently Taxiways B, C, and D all provide direct access from the terminal ramp to Runway These taxiways are shown in Figure 4-1. FIGURE 4-1 DIRECT ACCESS TO THE RUNWAY TAXIWAYS B, C, AND D SOURCE: RS&H ANALYSIS, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 91

103 ALTERNATIVES ANALYSIS Wide Expanse of Pavement FAA AC 150/ A, Change 1 Section 401 b. (5) (B) Avoid Wide Expanses of Pavement states: Taxiway to runway interface encompassing wide expanses of pavement is not recommended. Wide pavements result in removing signs from a pilot s eye and reduce the conspicuousness of other visual cues. Currently, Taxiways K and H meet at Taxiway J to create a wide expanse of pavement. Taxiways K, H, and J are shown in Figure 4-2. FIGURE 4-2 WIDE EXPANSE OF PAVEMENT TAXIWAYS K, H, AND J SOURCE: RS&H ANALYSIS, Runway 4R-22L Runway 4R-22L is the primary and longest runway at the airport. The majority of air carrier and business jet operations operate from the runway. Construction was recently completed for the installation of EMAS on the Runway 22L departure end. With EMAS installed on both ends, the runway now has standard RSAs in place. No extension alternatives were proposed for the planning period. As the fleet mix for LFT develops and expands, the length of Runway 4R-22L should be reevaluated during a future master plan update. The current length of 8,000 feet is expected to meet demand during the planning period Runway Runway is the crosswind runway and provides an important function in the LFT runway system. Wind coverage for the runway system is required to be over 95 percent. For GA aircraft operations, the crosswind runway is required in order to meet the wind coverage requirements. Beyond the required wind coverage, yearly seasonal winds in the area of the airport can dramatically change from the normal direction of the Lafayette Regional Airport Master Plan Update - (Version 2.0) 92

104 ALTERNATIVES ANALYSIS winds. With these winds in effect, the crosswind runway becomes a more integral part of the runway system especially for smaller aircraft that are more susceptible to changing wind direction Runway Extension Alternative The current runway length of 5,401 feet provides adequate length for single-engine aircraft and some small multi-engine aircraft. This length does not allow for operation of larger air carrier or corporate jet aircraft operations without payload penalty. This becomes evident when evaluating runway operational flow data obtained from the Air Traffic Control Tower (ATCT). The data indicates that over 70 percent of the operations on Runway are single and twin-piston engine, rotor aircraft, and turboprops but, importantly, 30 percent are the larger jet aircraft. With additional runway length available, a greater proportion of design aircraft from the fleet mix would be able to operate on this runway for a greater proportion of the time. In addition, a longer runway would provide an alternate runway for most air carrier operations if Runway 4R-22L becomes unavailable. As discussed in Chapter 3, planning for an alternate runway to accommodate normal airport traffic when the primary runway is unavailable is becoming an increasing factor to airport users in the future. As part of the alternatives process, extending Runway was evaluated. With a runway extension, the ultimate length of the runway to meet the needs of the airport and fleet mix was determined. The FAA AC 150/5325-4B provides guidance on determining runway length. The guidance outlines that when determining runway length for a crosswind runway that is planned to add capacity or serve the same fleet as the primary runway, 100 percent of the primary runway length can be justified. A runway length of 8,001 feet similar to Runway 4R-22L would allow for all aircraft in the fleet mix to operate on the crosswind runway. A runway length analysis was completed and presented in the Facility Requirements Chapter. That analysis concluded that a runway length of at least 7,200 feet would be able to meet the needs of the current fleet mix and destinations. A runway length of 7,200 feet, it would allow for most aircraft to operate with at least 90 percent MTOW during hot day conditions and almost all aircraft during a standard day. For some airlines, particularly scheduled charters and integrated carriers such as FedEx and UPS, available runway length becomes a criterion for sustained operation. It is important that one runway capable of accommodating a large proportion of air traffic demand is available at all times. For some communities, the availability of runway length is an economic consideration given the competition between airports. If for some reason, the primary runway is unavailable, there needs to be a second runway capable of handling the majority of the traffic that operates on the primary runway. The previous ALP, last updated in 2009, shows a future runway extension of 152 feet in order to maximize airport property. The previous ALP also shows a future runway extension of 848 feet, extending Runway to a total of 6,400 feet to preserve the land to allow for the runway extension in the future. At the time of this report, it was decided by the TAC to not address additional runway length beyond 6,400 feet for Runway at this time. With that policy decision, the runway extension legacy data on the ALP was not changed and carried forward to the ALP Update. The ALP is a planning document that is used to preserve space for future planned projects. Lafayette Regional Airport Master Plan Update - (Version 2.0) 93

105 ALTERNATIVES ANALYSIS Therefore, the preferred runway length for Runway in this Master Plan was determined to be 6,400 feet and not 7,200 feet. The market specific runway analysis identifies that 6,400 feet is sufficient for Runway to accommodate 90 percent MTOW for most of the most demanding aircraft that would use LFT and the FAA has already provided Airspace approval for 6,400 feet as part of previous ALP approvals. In addition, extending to 6,400 feet will already require significant environmental coordination due to wetlands issues and sociopolitical issues associated with crossing into St. Martin s Parish. Any length greater than 6,400 feet is a topic that could be considered in a future Master Plan Runway 11 RPZ At the time of this report, current plans by the Lafayette Consolidated Government, indicative of LADOTD plans, show State Route 90, adjacent to airport property, being upgraded to Interstate status. Among other enhancements, this action would adjust the current intersection of State Route 90 and East University. These roadways are currently within the Runway Protection Zone (RPZ) of Runway 11. At the time that the future roadway designs are finalized, coordination with the FAA will be required. Current RPZ guidance provides specific evaluation procedures to be taken by the FAA to evaluate land uses incompatible with an RPZ; expansion of a public roadway within a runway RPZ is considered incompatible. Once the roadway within the RPZ is changed, the FAA may require the RPZ to be brought up to standard. The Airport has decided at this time not to evaluate possible alternatives for the Runway 11 RPZ. At the time when the roadway is designed in the future, the RPZ will require evaluation and possible alternatives. Coordination with the FAA should begin early in the development of the roadway in order to evaluate how the project will affect the RPZ Runway 4L-22R As described in the inventory, Runway 4L-22R is the GA runway. This runway allows GA aircraft to be separate from large aircraft and air carrier operations. The runway is adjacent to the GA and terminal development. An alternative to remove Runway 4L-22R to allow for additional development was evaluated Runway 4L-22R Removal Alternative Currently, the GA and terminal ramp are constrained to developable land because of Runway 4L-22R and Runway Removal of Runway 4L-22R would provide additional developable space that may be required in the future. At this time, the runway is not required for capacity demand during the planning period as shown in the Chapter 3. A two runway system would meet the capacity demand for many years beyond the planning period. Although the runway is not required for capacity purposes, it does serve a purpose for the GA community at LFT. A GA runway is preferred by pilots as it allows them to operate their aircraft without interfering with larger aircraft and air carrier operations. By separating GA traffic from the other traffic at the airport, it creates a more efficient airfield and provides a high level of service to the GA community. Provision of a high level of service for the GA community is an important Airport goal. Lafayette Regional Airport Master Plan Update - (Version 2.0) 94

106 ALTERNATIVES ANALYSIS However, the removal of Runway 4L-22R would allow the GA and terminal ramps to expand which is also an airport goal. This additional space could be used for tie-downs, Remain Over Night (RON) parking, shade hangars, T-hangars or other aircraft support functions. The facility requirements for the air carrier and GA operations indicated that the additional developable land provided by removing Runway 4L-22R would not be required during the planning period. Currently there are adequate tie-down positions to meet demand. Minimal GA expansion is required to meet demand over the planning period. Adequate space is available for the required additional facilities without removal of the runway. Although this option is not being considered in the 20-year Master Plan timeframe, this alternative should be considered as operations increase at LFT. This becomes a viable option at a point when additional facilities for air carrier and GA operations are required to meet demand Taxiway Modification per FAA Design Standards With the introduction of new FAA design standards, certain areas of the airfield are now nonstandard. In addition, the FAA has identified three hot spots or areas that have a potential of risk because of nonstandard design. The areas in this section do not have multiple alternatives as improvement projects were proposed in order to bring each area up to standard. Taxiway improvements are presented and evaluated in this section. These improvements were based upon new FAA guidance, increasing developable land, and increasing operational efficiencies. These combined alternatives create a more efficient airfield and meet current FAA standards Taxiway B Straightening Alternative The alternative for Taxiway B includes straightening the taxiway along its full length and shifting the west portion of the Taxiway north 10 feet. The taxiway straightening will allow for additional developable land for the terminal and terminal support areas. The current dip north in the middle of the Taxiway extends into the current terminal aircraft parking apron. Shifting the west portion of the taxiway north 10 feet will meet current FAA standards requiring 400 feet separation between Runway and Taxiway B Taxiway F Straightening Alternative This alternative would straighten Taxiway F and make it a full length parallel taxiway to Runway 4L-22R. The FAA guidance encourages full length parallel taxiways for each runway as it allows for greater aircraft efficiency and higher runway throughput. Currently, Taxiway F only provides a partial parallel taxiway to the Runway. In addition to increasing capacity on the runway, with a full length Taxiway F, aircraft will more easily be able to taxi around the airfield especially in the vicinity of the GA ramp. This alternative would also include shifting Taxiway F out to 300 feet separation from Runway 4L-22R. This increased separation would allow ADG IV aircraft to operate on the taxiway independently of ADG II aircraft operating on the runway Taxiway F Widening Alternative This alternative includes widening Taxiway F from Runway to Taxiway J from ADG II to ADG IV. Widening Taxiway F to ADG IV dimensions along the entirety of the taxiway will allow a high percentage of the fleet mix to use the taxiway. This widening project will eliminate runway crossings in the middle third of the runways, or the high velocity, area as per the new FAA design standards. Crossing in the middle of the runway increase the possibilities of runway incursions especially with aircraft at higher velocities. Aircraft Lafayette Regional Airport Master Plan Update - (Version 2.0) 95

107 ALTERNATIVES ANALYSIS taxiing from the terminal to Runway 4R must cross Runway 4L-22R and Runway in the middle of the runway. With larger aircraft able to use the south section of Taxiway F, the crossing of Runway 4L-22R in the middle would be eliminated Direct Access Taxiway Alternatives As described earlier in this chapter, new FAA guidance does not allow taxiways to provide direct access from the runway to an apron. Currently Taxiways C and D allow a pilot to depart the runway and immediately enter the apron area. These direct access points can decrease pilot situational awareness. In order to minimize the direct access points, it has been proposed to remove or close one of the taxiways. Taxiway D can be used by aircraft that have slowed down enough to make a 120 degree turn into the terminal ramp. Taxiway C provides an acute angle taxiway for aircraft that are arriving on Runway 29. This acute angle taxiway allows aircraft arriving on Runway 29 to depart the runway at a higher speed than a taxiway at a larger angle. With the operational efficiencies of an acute angle taxiway in the Runway 29 direction, it was determined that Taxiway D should be removed or closed. In order to increase pilot situational awareness for Taxiways B and C, painted taxiway islands can be placed in front of the taxiway. This will improve situational awareness by requiring the pilot to make a turn around the island before accessing the taxiway and Runway Wide Expanse of Pavement Alternatives Introduced in the beginning of this chapter, new FAA guidance no longer permits wide expanses of pavement. These areas can be confusing to pilots and require taxiway signage to be placed farther away from the taxing aircraft. There is one wide expanse of pavement at LFT, at the intersection of Taxiways J, K, F and H. In order to remove the wide expanse of pavements, alternatives were developed to remove either Taxiway K or Taxiway H. Taxiway H provides a high-speed exit for aircraft arriving on Taxiway 22L. This taxiway allows aircraft at higher speeds to depart the runway which can decrease runway occupancy time and increase the throughput for Runway 22L-4R. Taxiway K provides a 90 degree exit for aircraft operating on Runway 4R-22L. This taxiway also provides aircraft an option for an intersecting taxiway in cases when the full runway distance is not required. The operational efficiencies provided by Taxiway H and the high speed taxiway provides the airport greater capacity. It was determined to remove Taxiway K in order to eliminate the wide expanse of pavement Taxiway A Shift Taxiway A is located close to the terminal and GA ramp. In order to allow for additional area for the terminal and GA development, it was determined that Taxiway A should shift southwest towards the runways. At a time when a new terminal is constructed, this shift will allow for adequate separation for aircraft parked at the terminal and Taxiway A and provide more room for aircraft circulation around the terminal building. Terminal alternatives will be presented in the next section; however, preliminary spacing requirements were completed in order to determine the required shift for Taxiway A. Taxiway A needs to shift enough to allow Lafayette Regional Airport Master Plan Update - (Version 2.0) 96

108 ALTERNATIVES ANALYSIS for adequate space and expansion room, but needs to be maintained as a taxilane for aircraft taxiing through the ramp area. With the preliminary analysis, it was determined that shifting Taxiway A one hundred feet would allow for sufficient terminal expansion area. This analysis was based on certain assumptions provided by the Terminal Area Study completed in When the terminal program is further developed and finalized, Taxiway A should be reevaluated to determine the appropriate shift necessary for the specific terminal program during the terminal design Airfield Alternatives Summary Multiple taxiway projects are recommended to meet new FAA standards, increase capacity, and create a more efficient airfield. As these projects are completed, pilot safety will be enhanced and aircraft will be able to more easily taxi around the airfield, providing greater capacity for the taxiways and runways. As operations increase at LFT, these improvements will make a bigger impact on day-to-day aircraft operations. The taxiway alternatives are shown in Figure 4-3. Lafayette Regional Airport Master Plan Update - (Version 2.0) 97

109 ALTERNATIVES ANALYSIS FIGURE 4-3 AIRFIELD ALTERNATIVE SUMMARY SOURCE: RS&H ANALYSIS, TERMINAL ALTERNATIVES This section outlines high level terminal alternatives developed during the Master Plan process. As part of the terminal alternatives, the 2012 Terminal Area Study was evaluated and verified. The findings, as part of the Terminal Area Study, were used as a basis in developing the high level alternatives Typical Terminal Configurations When planning a design of a terminal building, multiple factors determine the shape and size of the building. It is important to develop a building that meets the needs of current and future demand by being scaled to the needs of the airport. Factors that go into the development of the building are:» Size of aircraft using the facilities» Ticketing, gates, baggage claim, and hold room space can expand independently of one another» Passenger walking distance» Flexibility for expansion to accommodate larger aircraft or more gates Lafayette Regional Airport Master Plan Update - (Version 2.0) 98

110 ALTERNATIVES ANALYSIS Several different terminal configurations have been designed at airports, depending on the needs of the airport. Four of these configurations are listed below, outlining advantages and disadvantages Linear Configuration The linear terminal configuration has aircraft arranged in a single flight line as shown in Figure 4-4. The terminal building is a linear structure with gates on only one side of the building and usually concessions along the other side of the building. FIGURE 4-4 LINEAR TERMINAL CONFIGURATION SOURCE: RS&H ANALYSIS, 2014» Possible Advantages Good for sites with limited room for development Aircraft push backs are independent of one another With the gates required at LFT, passenger walking distance will be reduced» Possible Disadvantages More circulation space is required per gates when compared to other configurations Aircraft maneuvering can be limited with a single taxilane system Curvilinear Configuration The curvilinear terminal design fans out in a curve towards the airfield as shown in Figure 4-5. The general location of the gates and concessions are in a similar location to that of the linear configuration. Lafayette Regional Airport Master Plan Update - (Version 2.0) 99

111 ALTERNATIVES ANALYSIS FIGURE 4-5 CURVILINEAR TERMINAL CONFIGURATION SOURCE: RS&H ANALYSIS, 2014» Possible Advantages Good for sites with limited room for development Aircraft push backs are independent of one another With the gates required at LFT, passenger walking distance will be reduced Allows more gates in the same space as the linear design» Possible Disadvantages More circulation space is required per gate when compared to other configurations Aircraft maneuvering can be more limited compared to linear configuration Double-Loaded Pier The double-loaded pier configuration provides a head house in the front of the terminal with ticketing, security, and baggage claim. This configuration is shown in Figure 4-6. A pier extends out from the head house and provides two lines of aircraft parking. Gates and concessions are provided on both sides of the pier in this configuration. Lafayette Regional Airport Master Plan Update - (Version 2.0) 100

112 ALTERNATIVES ANALYSIS FIGURE 4-6 DOUBLE-LOADED PIER CONFIGURATION SOURCE: RS&H ANALYSIS, 2014» Possible Advantages Good for sites that have depth but limited width Aircraft pushbacks are independent Opportunity for concessions to be by most gates in the pier» Possible Disadvantages Expansion is limited to gates before the length of the pier and passenger walking distance becomes too long. Lafayette Regional Airport Master Plan Update - (Version 2.0) 101

113 ALTERNATIVES ANALYSIS Double Pier Configuration This configuration is similar to the Double-Loaded Piers but expands the terminal to two piers as shown in Figure 4-7. FIGURE 4-7 DOUBLE PIER CONFIGURATION SOURCE: RS&H ANALYSIS, 2014» Possible Advantages Highest expansion potential with limiting passenger walking time Minimizes taxi flow issues with shorter flight lines» Possible Disadvantages Internal gates have dependent push back with the opposite flight line Requires duplicate passenger facilities and concessions for both piers Lafayette Regional Airport Master Plan Update - (Version 2.0) 102

114 ALTERNATIVES ANALYSIS Terminal Location Alternatives The terminal is an intricate part of the airfield. It is critical to select a terminal location that provides adequate landside, airside and circulation space with room to expand to meet future demand. In the case of building a new terminal, the location of the existing terminal is important as existing air carrier operations could be effected with construction of the new building. These factors must be taken into account when a new terminal site is developed. The following sections describe the possible locations for a new terminal building to be constructed, as well as advantages and disadvantages Midfield Location Some airports opt to construct a new terminal facility in the middle of the airfield as they expand, changing the layout of the overall airfield. This approach option can work well depending on the configuration of the runway system and anticipated demand. Discussions with the TAC ruled out the midfield operation as a possible alternative. In general, the TAC reasoned a midfield terminal location was cost prohibitive and the committee felt that keeping the terminal on the north side of the airfield would be in the best interest of the airport Rehabbing and expanding the existing facility This alternative would continue use of the existing facility by rehabilitating the building and constructing extensions to allow for more gates. This would require minimal landside improvements and the same access and loop roads that are used currently could remain in place. This option would require slight changes to the current layout of cargo, GA and air carrier operations. The current terminal facility is constrained and limits the size of aircraft that can use it. With the proximity to Runway 11-29, depending on the size of the aircraft, aircraft tails can penetrate the Part 77 protected surfaces while parked at the gate. In order to not penetrate the surfaces, certain gates would be limited by the size of the aircraft that can operate at a particular gate. In addition to the protected surface, the terminal is located close to Taxiway B which minimizes the amount of circulation space that exists for air carrier aircraft. Rehabilitation of the current facility could be costly as the building is reaching the end of its useful life and difficult to phase without greatly affecting passenger level of service. Rehabilitation and upkeep of an aging facility can cost more in the long run as maintenance costs increase over the life of the facility. In addition, rehabilitation would require multiple code improvements which typically results in most or all of the mechanical, electrical and plumbing systems to be redone. In addition, the upgrades and expansion necessary could impact the customer s interaction with the terminal. Construction would occur close to the gates and would shut down portions of the terminal building for long periods of time. Overall, this can have a negative impact on the passenger s perception of the terminal and the overall level of service that is provided to the passenger at a time when LFT is reclaiming passengers from its service area as a result of better fares and airline schedules. Lafayette Regional Airport Master Plan Update - (Version 2.0) 103

115 ALTERNATIVES ANALYSIS It was determined that the existing site was not the ideal location for a new terminal building. A new site would permit additional terminal and circulation space along with not impacting the customer service experience West of Terminal Site This alternative would construct a new terminal west of the current terminal location in place of Hangar # s 13 and 14. This alternative was evaluated and it was determined that this area of the airfield would not provide adequate space for terminal building and circulation. There would be similar Part 77 issues as there are for the current facility. In order to allow for adequate circulation, the terminal would need to be pushed north and could impact needed landside expansion area East of the Terminal Site This alternative would construct a new terminal east of the current terminal in the place of Hangar #2. At the time of this report, the hangar was slated for demolition. This area of the airfield would allow for adequate space for the terminal building, circulation and future expansion. This location was determined to be the preferred alternative in the 2012 Terminal Area Study. Figure 4-8 shows this location with a curvilinear terminal configuration. FIGURE 4-8 TERMINAL PREFERRED ALTERNATIVE SOURCE: RS&H ANALYSIS, 2014 This location is farther away from the runway system and does not have the same Part 77 restrictions that the current facility has in place. In addition, a new terminal facility at this location would not impact air carrier operations or passenger level of service at any point during construction. This alternative would require Taxiway A to be moved approximately 100 feet south to provide more room for aircraft taxing in and out of the terminal facility. Shifting the terminal south from John Glenn Drive would also allow additional landside space for parking and passenger pick up and drop off. Also, this alternative would require realignment of the terminal loop. However, this could provide additional space for parking by opening up more of the landside area for development. As described in Chapter 3: Lafayette Regional Airport Master Plan Update - (Version 2.0) 104

116 ALTERNATIVES ANALYSIS Demand Capacity and Facility Requirements, parking is currently constrained and more parking is needed to meet demand during the planning period. In coordination with the TAC, this location was determined to be the preferred location for the new terminal facility. This area provides the greatest space for development of a terminal facility that will meet current demand and allow for expansion in the future while not impeding operations during construction Preferred New Terminal Location With the alternatives presented in this chapter, it was determined that a curvilinear terminal building located to the east of the existing terminal facility would be the preferred alternative shown above in Figure 4-8. A terminal designed at that location provides the largest amount of space to provide adequate landside and airside facilities. This area provides the landside access, aircraft circulation, and future expansion opportunities needed to meet demand as the airport s needs grow RON Parking Alternatives Aircraft RON parking will need to be available for aircraft that complete their flying for the day and require parking overnight until the morning departure. As airport operations increase, and airlines increase frequency, more RON parking will be required. Two main areas were identified as locations for RON parking: the terminal expansion area and area identified at RON parking in Figure 4-8. Both of these locations are in proximity to the terminal area reducing the required taxiway time from the gate to the parking area. As needed, these areas can be developed for RON parking. 4.4 GENERAL AVIATION ALTERNATIVES This section will outline the GA alternatives that were developed for the Master Plan Update. The existing infrastructure for the GA operations requires minimal improvements over the planning period in order to meet anticipated demand. These options evaluate the consolidation of GA operations in one area of the airfield and provide options for expansion Consolidation of General Aviation Operations Currently, there are GA operations northwest, west, and south of the airfield. Consolidations of these operations would contribute to a more efficient airfield and quicker taxi times for all aircraft. Separating GA, cargo and air carrier operations would ensure similar type aircraft operate in the same area of the airport. The majority of GA facilities, including hangars, tie downs, and T-hangars, are located in the north of the airfield. It was determined that this area of the airfield should continue to be the main location for these operations. This area can support existing and future demand beyond the planning period. Beyond the main GA area, there is a potential developable area in the southern airfield near the ARFF facility. This area should continue to be considered for supplement GA growth in the long term. Lafayette Regional Airport Master Plan Update - (Version 2.0) 105

117 ALTERNATIVES ANALYSIS North General Aviation Alternatives The northern GA facilities include hangars, T-Hangars, and tie-downs. These alternatives present development options according to the facility requirements presented in Chapter 3. According to the requirements, there are currently enough tie-downs to meet demand while additional T-Hangars and conventional hangars will be required during the planning period General Aviation Runway Removal Alternative Runway 4L-22R, the GA runway, is the limiting factor for developing the GA facilities west. As explained in Section and Section above, the airfield as a two runway system would meet demand during the planning period. This means that an option exists for removing Runway 4L-22R in order to expand the developable land primarily available for GA development as shown in Figure 4-9. This alternative was evaluated to understand what would be gained if the runway was removed. FIGURE 4-9 GENERAL AVIATION RUNWAY REMOVAL ALTERNATIVE SOURCE: RS&H ANALYSIS, 2014 Removing the GA runway would allow facilities to be constructed to the Taxiway J safety area. This would more than double the amount of land currently available for construction of tie-downs, T-Hangars and shade hangars. These additional facilities may be necessary in the future. However, according to the facility requirements, this extra area is not needed to meet demand during the planning period. This alternative should be evaluated in future studies as the demand for GA facilities grow beyond the developable land available today. Lafayette Regional Airport Master Plan Update - (Version 2.0) 106

118 ALTERNATIVES ANALYSIS Northeast General Aviation Development This alternative considers developing GA facilities beyond the current envelope of facilities. The area that is northwest of the FBO and the fuel farm could be a good alternate location for new hangars as the need arises. This development is shown in Figure FIGURE 4-10 NORTHEAST GENERAL AVIATION DEVELOPMENT SOURCE: RS&H ANALYSIS, 2014 This development is currently restricted by the northern hangar, Hangar #76. With the space between the hangar and the FBO, currently an ADG III taxilane can be constructed. However, the space between Hangar #76 and the fuel farm would be limited to the design of an ADG II taxilane. With the relocation of the fuel farm and a shift of Hangar #76 north, this alternative would be more viable in the future. The access to the northeast parcel of land would open up at least 4 to 5 acres of land that could be developed for GA facilities. Developing the land west of Shepard Drive would require fee acquisition as the airport currently does not own that parcel. In discussions with the TAC, it was determined to remove this alternative as part of the long term plan for LFT. The preferred GA development plan is towards the east rather than towards the west. The removal of the GA runway can be reevaluated if additional land is required in the future. For contingency planning purposes, the land west of the fuel farm should be reserved for this development to plan for a time when this area may be necessary to expand the facilities. Lafayette Regional Airport Master Plan Update - (Version 2.0) 107

119 ALTERNATIVES ANALYSIS Preferred Alternative The northern GA alternatives have been evaluated, some of which have been included in the preferred alternative shown in Figure FIGURE 4-11 NORTH GENERAL AVIATION PREFERRED ALTERNATIVE SOURCE: RS&H ANALYSIS, 2014 The preferred alternative includes construction of conventional hangars, T-Hangars, shade hangars, and automobile parking for GA operations. Shepard Drive will remain in place and used only for access to the GA facilities. GA landside access will be further evaluated in the landside alternatives. This alternative expands the idea of separating GA and air carrier operations to create a more efficient operation of the airfield. The construction of automobile parking between the terminal building and other facilities will create a physical barrier between these two operations. This plan alternative would construct a Secured Identification Display Area (SIDA) fence between the terminal and GA Facilities. The SIDA operation is a more stringent level of security necessary for air carrier operations, but not for GA operations. With the division of GA and air carrier operations and the construction of automobile parking for GA operators, the southern door of Hangar #11 (ALP Building #4) will be blocked. It was determined in the TAC meeting that this is an acceptable solution in order to expand the GA facilities. The following is a breakdown of the facilities that are gained and lost in this alternative:» Gain of 85 tie-down/shade hangar positions» Gain of 24 T-Hangars» Gain of 4 conventional hangars 2 50x50 hangars 2 25x25 hangars» Loss of 53 tie-downs due to terminal core and hangar development» Total gain of 50 aircraft parking positions Lafayette Regional Airport Master Plan Update - (Version 2.0) 108

120 ALTERNATIVES ANALYSIS The additional parking positions shown in Figure 4-11 provide adequate facilities to meet demand during the planning period and beyond. As GA demand grows, areas such as northwest of the FBO and east of the T-Hangars can be evaluated for development. Development east of the T-Hangars may not be a viable option because of cost prohibitive grading issues. Hangar development has been proposed between the Marino Hangar (ALP Building #76) and the Landmark FBO (ALP Building #5). There is room between the hangars to allow for an additional large corporate hangar. The maximum potential size of the hangar in that location is 110 feet by 110 feet with the relocation of a portion of Fuel Drive. The size of this hangar is contingent up on the actual size needs, building code considerations, and building components type that will be determined during the conceptual design of the facility. With the proximity to the Landmark FBO, certain material types may be required to meet current fire and building code. It is intended for these alternatives to provide flexibility for GA development. The individual facilities may change in each development area. For example, if there is a need for additional conventional hangars and less tie-downs, these facilities can be built instead. This alternative should be used to indicate GA development areas that meet current need at the time South General Aviation Alternative The southern area of the airfield currently contains two corporate hangars and the ARFF facility. This area has additional developable land that would be a good location for additional corporate hangars. The development is shown in Figure FIGURE 4-12 SOUTHERN GENERAL AVIATION DEVELOPMENT SOURCE: RS&H ANALYSIS, 2014 At the time of this report (August 2014), this area of the airfield was being developed. Taxiway M, connecting the Runway 11 end south of Runway to Taxiway F, was under construction. In addition, Bell Helicopter was planning to begin construction on a new helicopter assembly facility that will be located Lafayette Regional Airport Master Plan Update - (Version 2.0) 109

121 ALTERNATIVES ANALYSIS west of the current corporate hangars. This development leaves the area of approximately four acres available for development that is east of the corporate hangars and west of Taxiway F. Larger facilities such as corporate hangars would be ideal in this area with landside access readily available. However, should hangar development in this area occur, the ARFF location will need to be evaluated. Hangars blocking required line of sight from the ARFF to the terminal building may require the ARFF to be relocated. ARFF relocation options will be discussed further in Section With the relocation of the ARFF building, Tower Drive near the current ARFF facility would be straightened. This would maximize the land available to construct corporate hangars and would allow more direct access to the airfield. 4.5 LANDSIDE ALTERNATIVES This section outlines the landside alternatives developed in connection with the preferred terminal alternative. The four alternatives presented are based on the terminal building moving to the preferred location east of the current terminal facility. These facilities use varying loop road designs to increase the developable landside including parking General Aviation Access Alternative As discussed in the previous section, the majority of GA activity will continue to be in the north area of the airfield. Currently Shepard Drive serves some of the GA facilities with access on Grissom Drive to the FBO. As shown in Figure 4-11 Shepard Drive is proposed to remain as the GA access points with John Glenn Drive used to access proposed parking development. With Shepard Drive only used for GA traffic, it will help alleviate any issues that could be caused by mixing passenger and GA traffic. Grissom Drive will remain as the access point for the FBO. The landside access for the southern GA area is shown in Figure Tower Drive will remain as the access point for current and future hangar development in that area for the planning period. Lafayette Regional Airport Master Plan Update - (Version 2.0) 110

122 ALTERNATIVES ANALYSIS Alternative 1 Blue Boulevard Alternative 1 expands the existing loop road to increase landside development. The current terminal loop road will be pushed back to Borman Drive and John Glenn Drive while being expanded to the west of Shepard Drive and Surrey Street. As described in the GA landside access, Shepard Drive will remain as the GA area s only access point. This terminal loop road will be constructed west and parallel to Shepard Drive. Demolition of the building west of Hangar #6 will be required to construct this roadway. This alternative is shown in Figure FIGURE 4-13 LANDSIDE ALTERNATIVE 1 BLUE BOULEVARD SOURCE: RS&H ANALYSIS, 2014 This alternative will widen the loop road and allow for landside facilities such as parking to be constructed. With the loop road still based on Blue Boulevard, there would only be minimal changes in access points to the airfield. This alternative would allow for 14 acres of land within the terminal loop road to be developed for airside. Lafayette Regional Airport Master Plan Update - (Version 2.0) 111

123 ALTERNATIVES ANALYSIS Alternative 2 Chaplin Drive Alternative 2 is similar to Alternative 1 with a similar layout of the terminal loop road but extending to Chaplin Drive as shown in Figure FIGURE 4-14 LANDSIDE ALTERNATIVE 2 CHAPLIN DRIVE SOURCE: RS&H ANALYSIS, 2014 This extended loop adds approximately six more acres inside the roadway to use as non-aviation development. This additional area could be used for parking, but may require shuttle access because of the walking distance to the terminal. The area between Chaplin Drive and Blue Boulevard contains the LFT maintenance shop and rental car overflow facilities. These facilities could remain in this area or be converted to other non-aviation use depending on the need. Lafayette Regional Airport Master Plan Update - (Version 2.0) 112

124 ALTERNATIVES ANALYSIS Alternative 3 Lafayette School Board This alternative extends the terminal loop road proposed in Alternative 2 further north into the property that is currently used by the Lafayette School Board. This alternative is shown in Figure FIGURE 4-15 LANDSIDE ALTERNATIVE 3 LAFAYETTE SCHOOL BOARD SOURCE: RS&H ANALYSIS, 2014 Alternative 3 provides a larger amount of developable land compared with the other alternatives; however, land acquisition would be required where the Lafayette School Board currently has their offices. The Lafayette School Board currently has a long term lease of the area and there are no plans to move their facilities. This alternative may be viable in the long term if the Lafayette School Board offices move to another location. The LAC should remain aware of land acquisition opportunities in this area as they become available. Expanding the LFT property line north will provide additional developable land for the airport. Lafayette Regional Airport Master Plan Update - (Version 2.0) 113

125 ALTERNATIVES ANALYSIS Alternative 4 South Grissom Road Alternative 4 brings the terminal loop road farther north to just south of Grissom Drive as shown in Figure FIGURE 4-16 LANDSIDE ALTERNATIVE 4 SOUTH GRISSOM ROAD SOURCE: RS&H ANALYSIS, 2014 Alternative 4 would require significant property acquisition that may be difficult to obtain due to the same Lafayette School Board issues described in Alternative 3. In addition, multiple companies would require relocation to accomplish this alternative. Although it will provide ample land for non-aviation development beyond the planning period, it may not be a practical option. As land in this area becomes available, the LAC should consider fee acquisition and expanding the LFT property line. As the property line expands, this alternative should be reevaluated Preferred Landside Alternatives In discussion with the Technical Advisory Committee, it was determined that Alternative 1 was the preferred alternative. This layout expands the terminal loop road to include up to 14 acres of developable land which can be used for needed parking. A surface lot constructed within the loop road should allow passengers to walk to the terminal with an acceptable level of service. As the preferred alternative, Alternative 1 was refined further to provide an efficient terminal loop with improved traffic flow and roadway development. The refined alternative as shown on the ALP is depicted in Figure The new roadway is shown as blue while the roadway planned to be demolished is shown in Lafayette Regional Airport Master Plan Update - (Version 2.0) 114

126 ALTERNATIVES ANALYSIS red. Access from Shepard Drive and Borman Drive to the new terminal loop road is removed in order to allow for free flow of traffic on the loop road. This traffic loops provides a dedicated entrance from Surrey Street and provides a clockwise traffic flow around the Loop Road. This would convert Blue Boulevard from a four lane dual flow road to a two lane single flow road to enhance traffic flow. Surface parking would be pushed from adjacent to the current terminal building to within the area created by the Terminal Loop Road. FIGURE 4-17 REFINED LANDSIDE ALTERNATIVE 1 SOURCE: RS&H ANALYSIS, 2014 This alternative requires no fee acquisition and should meet the needs for the planning area. Construction of a new roadway and demolition of a current building is required to construct this alternative. Lafayette Regional Airport Master Plan Update - (Version 2.0) 115

127 ALTERNATIVES ANALYSIS 4.6 CARGO ALTERNATIVE With cargo operations currently located near the terminal area and split up on both sides of the facility, it would be difficult for the cargo operations to expand. In addition, the cargo carriers currently sort their shipments on the ramp because of inadequate building space available. In order to create an efficient cargo operation that is able to meet demand and expand in the future, the cargo carriers should be consolidated into one general cargo area. The cargo alternative proposes to relocate the cargo operations to the southwest area of the airport as shown in Figure This location near the Runway 4R end provides an already constructed cargo expansion area with room available for construction of air cargo facilities and future expansions, as needed. FIGURE 4-18 CARGO ALTERNATIVE SOURCE: RS&H ANALYSIS, 2014 The apron constructed in 2012 provides room for up to eight narrow body cargo aircraft which provides enough parking positions for beyond the planning period. In addition, the land west of the apron provides adequate room to construct cargo facilities to meet demand during the planning period. As described in Chapter 3, it was determined that approximately 30,000 square feet of building space will be required to meet demand during the planning period. The cargo building requirements can be adjusted as the cargo carriers determine their own requirements. This location will consolidate the cargo operations into one area on the Airport and provides space for future expansion as the cargo operations increase. In addition, with close access to Runway 4R-22L, the taxi times for cargo aircraft will be significantly reduced. This relocation of cargo operations assists in separating GA, air carrier, and cargo operations. Lafayette Regional Airport Master Plan Update - (Version 2.0) 116

128 ALTERNATIVES ANALYSIS 4.7 SUPPORT FACILITY ALTERNATIVES Alternatives were developed for the support facilities at LFT such as the ARFF, ATCT, and the Administration Building. The alternatives presented in this section are a high level review and should be evaluated further as new facilities are required. These locations are shown in order to preserve the land for when these facilities are needed Administration Building LFT administrative offices may require relocation during the planning period because of limited expansion opportunities and the aging nature of the building. This facility houses the staff for the LAC. As airport operations increase, the staff is required to grow to efficiently operate the airport. The following locations were proposed as possible administration buildings:» Inside the new terminal building» Building #18 near the current terminal facility» Construction of a new facility These options require varying levels of cost and proximity to the airfield. The option to include space in the new terminal building would increase the cost of the new terminal facility because of the additional space required. Utilizing Building #18 provides an option with minimal cost compared with constructing a new building or additional cost to the terminal. Building #18 was vacated by the State Police; the LAC leased the building to Avionic Solutions which is intended to take occupancy in August As the need for a new administration building becomes greater, the options to relocate the LAC staff should be reevaluated. Proximity to the airfield, anticipated growth of staff, and the needs of the LAC should be taken into account when evaluating possible options ARFF and ATC Alternatives As described in Section 4.4.3, if the southern GA corporate hangar development occurs, relocation of the ARFF may be necessary as the required line of sight between the ARFF and the terminal would be blocked, but certain hangar configurations may allow the ARFF facility to remain in its current facility. If relocation is necessary, the locations shown in Figure 4-19 were evaluated at a high level. The current ATCT is an aging facility and may require replacement during the planning period. Possible locations were evaluated at a high level. These alternatives are the same as those shown for the ARFF facility. Many airports now collocate the ARFF and ATCT as these facilities have some similar siting criteria. Lafayette Regional Airport Master Plan Update - (Version 2.0) 117

129 ALTERNATIVES ANALYSIS FIGURE 4-19 ARFF/ATCT ALTERNATIVES SOURCE: RS&H ANALYSIS, 2014 Alternative #1 locates the ARFF and the ATCT near the new terminal building and GA facilities. This location will provide quick access to any emergencies in the terminal building and should meet the three-minute response time to the active runways. In addition, this location does not have any line of sight issues for the ATCT. Alternative #2 places the ARFF and ATCT near Taxiway F and Runway 4L-22R. This location would also provide easy access to the terminal and would have minimal response times to the runway. Being in the middle of the airfield should minimize line of sight issues for the ATCT. Landside access for the employees is a concern for the facilities and may require airside access to reach the ARFF and ATCT. Alternative #3 places the ARFF and ATCT adjacent to their current facilities. Line of sight or response times should not be an issue because of the proximity to the current ARFF and ATCT. Alternative #4 locates the ARFF and ATCT near the Runway 29 end on the south side of the runway. This location would place the facilities away from possible GA, cargo or terminal development. With the proximity to the runway, it would provide quick access to the runway system but longer response times to the terminal. With no nearby buildings, the ATCT line of sight would not be impacted. There are multiple ARFF 7 and ATCT 8 siting criteria that must be considered when choosing a new location. These criteria should be referenced and each of these locations should be evaluated further to ensure that the location meets the standards in place. 7 FAA AC A, Aircraft Rescue and Firefighting Station Building Design, September 10, FAA Order B Airport Traffic Control Tower Siting Criteria, working draft, August 16, Lafayette Regional Airport Master Plan Update - (Version 2.0) 118

130 ALTERNATIVES ANALYSIS The role of the Master Plan is to maintain the flexibility for accommodate future change and evaluate possible locations at a high level. These alternatives will need to be evaluated in the future as the need to replace the facilities becomes more imminent. The FAA will complete their own tower study if a new tower becomes needed. The upcoming terminal development project should evaluate incorporating the ARFF in the new design which would provide easy access to the airfield and terminal. 4.8 ENVIRONMENTAL REVIEW Each of the alternatives presented in this chapter were evaluated through a high level environmental review. This review was limited to airport noise, compatible land uses, floodplains and wetlands, and other environmental issues identified in existing environmental source documentation. The environmental resources in the vicinity of the Airport include the 100 Year Flood Plain, Freshwater Emergent Wetland, Freshwater Forested/Shrub Wetland, Freshwater Ponds and Lakes. There are freshwater emergent wetlands and the 100 year flood plain immediately adjacent to the east side of the airport. The flood plain extends from this area north around Runway 22L and around the north side of the airport. There are small areas of wetlands north of the GA area. Other environmental resources include a lake to the east of Runway 4R and a pond north of Runway 29. From a high level environmental review of the alternatives, the preferred alternatives proposed within the timeframe of the Master Plan are not anticipated to create any significant environmental concerns. All of the alternatives are contained within the airfield and do not extend into any of the wetlands, floodplains or bodies of water. The environmental resources along with the preferred alternatives are shown in Figure Lafayette Regional Airport Master Plan Update - (Version 2.0) 119

131 ALTERNATIVES ANALYSIS FIGURE 4-20 ENVIRONMENTAL EVALUATION SOURCE: RS&H ANALYSIS, 2014 Lafayette Regional Airport Master Plan Update - (Version 2.0) 120

132 ALTERNATIVES ANALYSIS 4.9 CONCLUSION The preferred alternatives and improvement projects will be depicted on the accompanying ALP that is being updated as a separate project and will be completed after this Master Plan. The role of this Master Plan is to provide a tool to guide decisions affecting airport demand and develop the airport to its highest and best land use. Although this Master Plan does describe certain preferred alternatives, the Plan is meant to be flexible in order to allow for accommodating changed or incorporating refinements as the need arises. Due to the scope of this Master Plan, certain areas of the airport were only evaluated at a high-level. The terminal program, ARFF, and ATCT will all need to be evaluated in more detail as each of those projects are developed. As the terminal program moves forward, it will be important to reevaluate the alternatives identified in this chapter in order to develop the best design and exact location for the terminal. The terminal alternatives were meant to identify a specific envelope of space and show a general layout and location for the terminal building with the envelope. As the ARFF facility requires relocation, either due to the age of the building or due to potential line of sight issues with future hangar development, each location presented in this chapter should be further evaluated per the ARFF siting criteria. At the time a need facility is deemed need, a specific ARFF siting study will be required. Similarly, at the time when a new ATCT is required, the FAA will conduct an ATCT siting study. Implementing the preferred alternatives and improvements described in this chapter will enable LFT to meet the facility requirements demand identified in this study and upgrade non-standard areas, where identified. The airport has adequate land to meet the needs during the planning period. With planning development of the airport property, LFT will be able to meet the demand of the 20-year Master Plan horizon and beyond. Lafayette Regional Airport Master Plan Update - (Version 2.0) 121

133 CHAPTER 5 IMPLEMENTATION AND FUNDING SOURCES

134 IMPLEMENTATION AND FUNDING SOURCES 5.1 OVERVIEW The preceding chapters of this Master Plan Update identified aviation demand factors, existing facilities, and future facility needs. The recommendations of this chapter are based on the analysis conducted in this study. With the previous analysis complete, the financial commitment needed to implement the recommendations over the next 20 years can be estimated. This chapter will:» Outline the Lafayette Regional Airport Capital Improvement Program (CIP)» Discuss the potential sources of funding for implementing the projects outlined in the CIP The facility requirements chapter of this Master Plan Update addresses the ability of the existing facility to accommodate the forecast demand. At a minimum, runways, taxiways, and aprons must be constructed or modified to have the proper length, width, and pavement strength to meet FAA recommended standards to safely accommodate the design aircraft. The size, location, and rate of development for these facilities (runways, taxiways, aprons, aircraft storage, and other) are dependent upon the airport operators demanddriven needs. The long-range plan is to improve airside and landside safety and efficiency while increasing capacity. In the short-term, taxiways will be realigned to allow for a new passenger terminal building, and improvements will be made to the landside access to allow for better access to the airport and better passenger traffic flow. In addition, taxiways will be removed or repurposed to allow for expansion of the GA ramp. As the planning period progresses, the GA ramp will be expanded to allow for additional hangars and tie-downs. Also at this time, a study for replacement of the ARFF and ATCT may be required. In the long-term, additional taxiway and runway improvements will be made to meet design standards. The future investments involve many interrelated components that must be identified and implemented in a coordinated manner. To that end, this chapter will document the required development sequence at the individual project level. This chapter will present all the specific projects and the proposed capital development staging plan. The first section of this chapter will identify the projects of the Master Plan Update by short, intermediate, and long-term phases. The second section will identify the potential sources of funds for each project. Planning-level cost estimates are provided for each project. Planning-level defined for this purpose is an order of magnitude cost estimate that considers gross areas multiplied by a realistic unit cost factor. In addition, a contingency factor is applied. This contingency factor is added to account for the projected increase in project costs over time, inflation, and for the variables in the design of facilities that come with detail design. Including a design fee to engineer and manage construction, these contingency amounts are typically 20 percent, depending on the project magnitude and mobilization requirements. The intent is to budget in order to develop an effective planning tool that identifies sufficient funding for each project of the program and to be realistically viable. This Master Plan Update has recommended certain preferred alternatives that have been included in the CIP and will be summarized in this chapter. Items such as the Environmental Assessments and ARFF, ATCT, and Passenger Building facilities were included in the CIP but not evaluated in detail. These items were Lafayette Regional Airport Master Plan Update - (Version 2.0) 123

135 IMPLEMENTATION AND FUNDING SOURCES included to allow for an accurate 20-year program such that these regulatory documents are completed in a timely basis and in advance of the need to design and construct the facility. The costs associated with this projects are high level and will require a scoping process with the FAA when they are needed. 5.2 IMPLEMENTATION PROCESS To complete each Airport capital project, a number of specific steps are normally necessary. In some cases, preparing for a facility improvement may start as many as five years before that facility is actually needed. This time is necessary in order to coordinate the funding, environmental documentation, and other compliance requirements, design, as well as complete the actual construction. Below is the sequence of events necessary to complete a complex airport project. The major implementation steps and planning level cost estimates are identified for each core objective within that specific phase. Four Years Prior To Construction» Identify the project in the approved Airport Layout Plan» Validate project justification and funding eligibility» Determine probable level of Environmental Review. (If an Environmental Impact Statement is required, planning may need to begin much earlier)» Identify if in-flight procedure modifications will be required» Coordinate with local officials and airport users Three Years Prior To Construction» Identify funding sources» Determine if an FAA Benefit/Cost Analysis is necessary» Determine if a Reimbursable Agreement is necessary for affected NAVAIDs» Begin purchase or assembly of all necessary land for the project Two Years Prior To Construction» Refine project scope and cost estimates» Initiate Reimbursable Agreements and coordinate any NAVAID requirements with the FAA» Submit requests for new/modified flight procedures with the FAA» Submit a request for Airspace review of projects under the FAA s Non-Rulemaking Authority (NRA)» Begin Benefit/Cost Analysis if determined to be necessary» Submit Environmental Assessment or Categorical Exclusion documentation for FAA review and funding.» Coordinate with local officials and airport users on refined project scope and schedule Lafayette Regional Airport Master Plan Update - (Version 2.0) 124

136 IMPLEMENTATION AND FUNDING SOURCES One Year Prior To Construction» Complete airspace study» Complete significant environmental documentation» Complete 90 percent design, plans, and specifications after FAA environmental findings are made» Execute reimbursable agreements to support NAVAIDs, if relevant» Prepare and coordinate Construction Safety Phasing Plan» Secure all necessary local funding» Secure environmental and other necessary permits» Submit Benefit/Cost Analysis» Coordinate Safety Risk Management Panel with FAA-ATO or FAA-ARP, as necessary» Finalize construction bidding, grant application, and acceptance schedules Year of Construction» Complete 100 percent design, plans, and specifications» Complete FAA Environmental documentation for current fiscal year» Advertise and secure bids according to acceptance schedules» Accept Federal grants» Coordinate with local officials and airport users on the progress and schedule» Issue notice-to-proceed» Monitor environmental mitigation requirements during construction After Construction» Submit final report and close any accepted Federal grants» Monitor environmental mitigation measures 5.3 DEVELOPMENT PHASING PLAN This section presents the three phases of the Master Plan Update s CIP. The phases are represented by the five-year short-term, the 10-year intermediate-term, and the 20-year long-term. The short-term plan is more detailed because these projects are near term. The intermediate and long-term phases are focused primarily on large hangar development and improvements to airside infrastructure, which carry some degree of uncertainty as to the demand that would trigger the construction. Planning-level cost estimates are provided for each project. The intent is to budget sufficient funding for each project of the program and to evaluate the financial feasibility of each project within the constraints of the FAA grant and local share limits. Lafayette Regional Airport Master Plan Update - (Version 2.0) 125

137 IMPLEMENTATION AND FUNDING SOURCES These identified capital improvement projects are programmed over the course of the 20-year planning horizon to facilitate systematic development of the Airport. The appropriate time for development should be reviewed periodically and adjusted to account for changing circumstances Short-Term Development Projects Short-term (Federal Fiscal Year) capital improvements include those development items that are expected to begin within the next five years. Each project within the short-term is summarized below by providing a description and trigger point. The implementation of these projects will need to be closely coordinated with the FAA because AIP funding and environmental documentation may be required. As each project is discussed further, the Airport should consider the typical procurement and execution responsibilities discussed in the previous section.» Taxiway A 100-Foot Shift This project will relocate Taxiway A southeast towards the runway system. This taxiway shift will allow for additional room on the ramp in front of the proposed location for the new terminal building. This additional apron space will allow for adequate space for aircraft parking and circulation. As an enabling project to the new terminal building, the trigger for this project will be the development and construction of the new terminal building.» Hangar Development Adjacent to Landmark FBO This project will construct a new 110x110 hangar between the Landmark FBO and the Marino Hangar located south of the Fuel Farm. In order to construct this hangar, Fuel Drive will be relocated in order to allow adequate room for the hangar. Depending on the need for aircraft storage, the hangar may be constructed smaller than the proposed size. The proposed size identified above was the largest hangar that could fit in this area. The trigger for the hangar development will be a determination between the airport sponsor and the private developer.» Terminal Loop Road This project will construct a new terminal loop road connecting Blue Boulevard, Borman Drive, and John Glenn Drive. The location of this loop road is based on the preferred location for the new terminal building. The new terminal loop road will allow for additional landside development including parking. The trigger for this project will be the development of the new terminal building.» Taxiway F Demolition This project will remove the segment of Taxiway F between Taxiway B and Taxilane A. This demolition is necessary to allow for the future realigned Taxiway F which will be a full length parallel Taxiway for Runway 4L-22R. The trigger for this project is the Taxiway F widening and shift as an enabling project for the future full length taxiway. Lafayette Regional Airport Master Plan Update - (Version 2.0) 126

138 IMPLEMENTATION AND FUNDING SOURCES» Taxiway F Widening and Shift Taxiway F, between Taxiways B and J, will be widened from 40 feet to 50 feet and shifted to create 300 feet separation from Runway 4L-22R. This increase will allow ADG IV aircraft including critical aircraft, the Boeing , to operate on Taxiway F. The trigger for this project is the determination between the sponsor and the FAA that the project is needed to adhere to FAA design standards and it meets priority for funding at that time.» Taxiway F Realignment and Extension This project will realign Taxiway F northwest of Taxiway B to create a full length parallel taxiway to Runway 4L-22R with 240 feet separation. This new parallel taxiway will increase efficiency for aircraft taxiing in and around this area. The trigger for this project is the determination between the sponsor and the FAA that the project meets priority for funding at that time.» Taxiway L Removal This project will remove Taxiway L to allow for this area of the airport to be paved and included in the GA ramp. This project may not be necessary depending on grading issues and if the existing pavement can be combined with the new paved area. The trigger for this project is determination that the project is needed during the GA ramp expansion Intermediate-Term Development Projects Intermediate-term development improvements include projects that are warranted within the second fiveyear planning period ( ). Environmental analysis and approval (if necessary) will need to be completed in accordance with applicable Federal rules and regulations to allow for timely project completion. At this five to ten year point in the Master Plan Update capital development schedule, the development projects move from terminal development enabling projects and airfield capacity improvements to GA expansion. Each project within the intermediate-term is summarized below by providing a description, cost, and trigger point.» General Aviation Ramp Expansion This project will expand the GA ramp towards the realigned Taxiway F. This expansion will allow for additional tie-downs and hangar development as well as replace the tie-downs that were removed with the new passenger terminal. The trigger for this project is the redesign of Taxiway F and determination that additional space is required.» Taxilane to General Aviation Ramp This project will extend the existing taxilane that runs east to west within the GA ramp. The taxilane will be extended to allow traffic flow from the future parallel taxilane and taxiway to Runway 4R-22L. This will create easier access into, and out, of the GA ramp area. The trigger for this project is the development of the GA ramp. Lafayette Regional Airport Master Plan Update - (Version 2.0) 127

139 IMPLEMENTATION AND FUNDING SOURCES» Taxiway B Straightening and Realignment This project will straighten out Taxiway B primarily between Taxiway C and Taxiway F. In addition, Taxiway B east of Taxiway C will be shifted 10 feet north in order to meet the 400 foot runway-totaxiway standard separation. This project will increase pilot situational awareness and achieve FAA design standards. The trigger point for this project is determination between the Sponsor and the FAA that the project is needed in order to adhere to FAA design standards and it meets priority for funding at that time.» T-Hangar Development This project will construct two banks of T-Hangars east of the existing T-Hangars. These additional T- Hangars are necessary to meet demand for storage of based aircraft. Currently there is no waiting list kept for T-Hangars, but potential new tenants are looking for immediately available space and seeking storage at other airports in the area. The trigger point for this project is determination between the Sponsor and the FBO that additional hangar space is required to meet demand and that it meets priority for funding at that time Long-Term Development Projects Long-term development improvements include those projects that are warranted by demand within the final 10 years of the planning horizon ( ). The focus is on constructing the necessary airfield improvements to meet design standards as these areas require rehabilitation. Each project within the longterm plan is summarized below by providing a description and trigger point.» Taxiway K Removal The intersection of Taxiways K, H and J is currently an FAA hot spot because of the close proximity of the intersection and the wide expanse of pavement. This project will remove Taxiway K in order to reduce the amount of pavement and increase pilot situational awareness. The trigger point for this project is determination between the Sponsor and the FAA that the project is needed to adhere to FAA design standards and it meets priority for funding at that time.» Taxiway H High Speed Reconfiguration This project will realign Taxiway H in order to correct the angle of the taxiway. The corrected angle of the Taxiway H high speed exit taxiway will increase efficiency for aircraft departing the runway and minimize unnecessary pavement. The trigger point for this project is determination between the Sponsor and the FAA that the project is needed to adhere to FAA design standards and it meets priority for funding at that time.» Taxiway D Removal Currently, the intersection of Taxiways B, C, and D is an FAA hot spot. This area can experience ramp congestion and a short taxi transition to Runway 11. This project will remove Taxiway D to alleviate congestion in this area and remove the need for a hot spot designation. The trigger point for this project is determination between the Sponsor and the FAA that the project is needed to adhere to FAA design standards and it meets priority for funding at that time. Lafayette Regional Airport Master Plan Update - (Version 2.0) 128

140 IMPLEMENTATION AND FUNDING SOURCES» Runway 4L-22R Paved Shoulders This project will construct paved shoulders for Runway 4R-22L. Paved shoulders will increase safety for any aircraft that experiences an unintentional runway excursion. Maintenance of the runway edge lights is also easier with paved shoulders in place. The trigger point for this project is determination between the Sponsor and the FAA that the project is needed to adhere to FAA design standards and it meets priority for funding at that time.» Runway Paved Shoulders This project will construct paved shoulders for Runway Paved shoulders will increase safety for any aircraft that experiences an unintentional runway incursion. Maintenance of the runway edge lights is also easier with paved shoulders in place. The trigger point for this project is determination between the Sponsor and the FAA that the project is needed to adhere to FAA design standards and it meets priority for funding at that time. 5.4 PROJECT RESPONSIBILITIES Airport projects are typically closely coordinated with the FAA particularly when AIP funding or NEPA documentation is required. In general, for each project the Airport will be responsible for the following:» Verifying the justification supporting the project and request FAA participation for projects using AIP funding» Assuring accomplishment of the necessary environmental processing through FAA coordination» Preparing and submitting grant applications» Preparing and issuing a Request For Qualifications and selecting a consultant/engineer for the project planning, design, construction administration, or environmental analysis, as applicable» Preparing and issuing a Request For Bid Proposal(s) and consultant selection(s) for project construction, management, and related construction services» Including project administration, efforts including FAA grant maintenance and close out Regular coordination with the FAA is important to facilitate these responsibilities. 5.5 SOURCES OF CAPITAL FUNDING There are numerous potential sources of airport capital; however, traditionally FAA, State, and local funds, such as airport revenue, provide most of the funding. Various types of FAA, State, and local funds are discussed below, as well as the other potential sources of facility development money. Lafayette Regional Airport Master Plan Update - (Version 2.0) 129

141 IMPLEMENTATION AND FUNDING SOURCES FAA Funding Airport sponsors are eligible for FAA funding for specifically approved projects through the FAA s Airport Improvement Program (AIP). The Federal government has been involved in supporting aviation development since The Airport and Airway Improvement Act of 1982 established the current Federal funding mechanism, known as AIP, which provides capital support for eligible planning, development, and noise compatibility projects at public-use airports. While the law has been reauthorized several times, and the amount appropriated and the funding formulas adjusted to reflect the current national priorities, the basic program has remained essentially the same since the original law was approved. The AIP provides Entitlement funds for commercial service and cargo airports based on the number of annual enplaned passengers and the amount of air cargo handled. Other appropriations of AIP funds go to states, GA airports, reliever airports, and other commercial service airports, as well as for noise compatibility planning. Any remaining AIP funds at the national level are designated as Discretionary funds and may be used by the FAA for funding eligible projects, which typically enhance airport capacity, safety, and/or security. In some years, Discretionary funding has been specifically directed to certain national priorities such as a recent program to improve RSAs. Additional information on the different funding elements within the AIP include:» AIP Entitlement Grants The FAA Reauthorization and Reform Act was signed by President Obama in February Appropriations are still to be designated; however, the legislation signed into law provides for approximately $63 billion worth of funding allocated for the Federal Fiscal years This four-year bill authorizes the Airport Improvement Program at $3.35 billion over the four-year period. The Federal share for most small airports will be reduced to 90 percent from the previous level of 95 percent. Essential Air Service (EAS) communities may still receive 95 percent if they meet specific criteria.» AIP Discretionary Grants The FAA also provides Discretionary grants, over and above Entitlement funding, to airports for projects that have a high Federal priority for enhancing safety, security, or capacity. The amount that individual grants vary can be significant in comparison to Entitlements and are awarded at the FAA s discretion. Discretionary grant applications are evaluated based on need, the FAA s project priority ranking system, and the FAA s assessment of a project s significance within the national airport and airway system.» FAA Facilities and Equipment Funds The Facilities and Equipment Funds are appropriations under the FAA Reauthorization and Reform Act of Within the FAA s budget appropriation, money is available in the Facilities and Equipment (F&E) Fund to purchase navigational aids and air safety-related technical equipment, including Air Traffic Control Towers (ATCTs) for use at commercial service airports in the National Airport System. Each F&E development project is evaluated independently through a cost-benefit analysis to determine funding eligibility and Lafayette Regional Airport Master Plan Update - (Version 2.0) 130

142 IMPLEMENTATION AND FUNDING SOURCES priority ranking. The qualified projects are totally funded (i.e., 100 percent) by the FAA, with the remaining projects likely being AIP or PFC eligible. In addition, the airport can apply for NAVAID maintenance funding through the F&E program for those facilities that are not F&E funded. It is possible that the proposed navigational aid-related development projects for the Airport would qualify for F&E funding, if money is available at the national level Passenger Facility Charge The Aviation Safety and Capacity Expansion Act of 1990 authorized the Secretary of Transportation to grant public agencies the authority to impose a passenger facility charge (PFC) to fund eligible airport projects. The initial legislation set the maximum PFC level at $3.00 per enplaned passenger. The Aviation Investment and Reform Act for the 21st Century (AIR-21) increased the maximum PFC level from $3.00 to $4.50. The FAA Reauthorization and Reform Act will implement some changes to PFC funding. One change is a pilot program for fast-tracking Passenger Facility Charge (PFC) approvals at non-hub airports. This program allows for local collection of PFC revenue through the airlines operating at an airport and provides more spending flexibility to airport sponsors versus AIP funds Airport Revenue While capital projects are usually funded from a variety of sources, in the end, airport funds have a role in almost every project particularly as seed money to initiate projects. Generating the necessary cash flow to balance the operations and maintenance costs of an airport is a constant challenge. The capital costs associated with the Airport s development program, whether for local matching funds for a state or Federal grant, or 100 percent funding of non-grant capital projects, can be daunting Other Local Funds The funds provided by the airport itself are often called local sources, because they represent the local match to FAA or state grants or pay for projects ineligible for FAA or state funding. Additional local funds are often provided to airports by cities, counties, other taxing districts, or a collection of public agencies. These government agencies support airports because of their public-use nature, their regional influence, and their critical value in supporting economic development. External public support for airports is particularly important when a new airport is constructed, an existing airport extends a runway, or for a terminal, which represents a one-time capital expenditure. Public financial support for airports comes in forms such as grants and interest free loans, as well as loans or bonds under the umbrella of states, counties, cities, taxing districts, or other public financing agencies Private Funding Sources In addition to the traditional sources of airport capital funds listed above, there are other potential suppliers of money to construct capital improvements. These include tenants, users, and investors. Tenants often construct their own facilities, particularly hangar and air cargo facilities. Many airports use private third-party financing when the planned improvements will be primarily used by a private business or other organizations. Such projects are not ordinarily eligible or have very low priority for Federal funding. Private capital can also be used for facilities such as cargo buildings or hangars. In a similar manner, vehicle parking lots, or other revenue generating facilities, can be privatized with the use of outside capital. Due to the Lafayette Regional Airport Master Plan Update - (Version 2.0) 131

143 IMPLEMENTATION AND FUNDING SOURCES shortage of public capital, as well as the desire of investors to seek more innovative uses for their funds, airports are seeing increased use of external funding for capital projects. Lafayette Regional Airport Master Plan Update - (Version 2.0) 132

144 IMPLEMENTATION AND FUNDING SOURCES 5.6 CAPITAL IMPROVEMENT PLAN The proposed projects presented in this chapter are summarized in this section based upon the Airport s priorities and their funding eligibility. Funding sources for the capital improvement program depend on many factors including: 1) FAA Airport Improvement Program (AIP) project eligibility, 2) the ultimate type and use of the facilities to be developed, 3) the debt capacity of the Airport and City, 4) the availability of other financing sources, and 5) the priorities for scheduling project completion. For planning purposes, assumptions were made related to the funding source of each capital improvement. The projected costs provided in the Capital Improvement Plan (CIP) project tables are identified with likely funding sources Capital Improvement Plan by Phase The projects in the CIP are identified by short, intermediate, and long-term phasing. Their expected fiscal year of construction is identified. The funding split between the FAA, State of Louisiana, and local or other sources is then provided. Note this funding split is provided based upon current eligibility standards and does not guarantee that these projects will be funded due to Federal and state priority rating or other state and national needs. The short-term, , capital improvements are shown in Table 5-1. The intermediate-term, , capital improvements are presented in Table 5-1. The long-term, , development improvements include those projects that are warranted by demand within the final 10 years of the planning period and are depicted in Table 5-1. Lafayette Regional Airport Master Plan Update - (Version 2.0) 133

145 IMPLEMENTATION AND FUNDING SOURCES TABLE MASTER PLAN CAPITAL IMPROVEMENTS PROGRAM Master Plan Capital Improvement Program Development Project Year Phase Total Short-Term Development Phase Taxiway A Shift (100 Feet) 2015 Short-Term $1,960,000 Hangar Development (110x110) 2015 Short-Term $337,500 Passenger Terminal Building Environmental Assessment 2015 Short-Term $200,000 Terminal Loop Road Construction Environmental Assessment 2015 Short-Term $200,000 Taxiway F Demolition 2016 Short-Term $530,000 Taxiway F Widening 2016 Short-Term $2,770,000 Passenger Terminal Building 2016 Short-Term $90,000,000 Terminal Loop Road Construction 2016 Short-Term $1,400,000 I-49 Expansion through Runway 11 RPZ Study (Lead by LADOTD) 2017 Short-Term TBD Terminal Parking Garage Environmental Assessment 2017 Short-Term $125,000 General Aviation Development Environmental Assessment 2017 Short-Term $175,000 Terminal Parking Garage 2018 Short-Term $11,250,000 Taxiway L Removal 2019 Short-Term $240,000 Subtotal Short-Term $109,187,500 Intermediate-Term Development Phase Future Taxiway F Realignment and Extension 2020 Intermediate- Term $4,120,000 General Aviation Ramp Expansion Intermediate- Cost Estimate 2020 Term being finalized Future Taxilane to General Aviation Ramp 2021 Intermediate- Term $1,490,000 Taxiway B Straightening 2022 Intermediate- Term $2,670,000 T-Hangar Development 2023 Intermediate- Term Private Funding ARFF Facility Focused Environmental Assessment 2024 Intermediate- Term $125,000 Air Traffic Control Tower Facility Environmental Assessment 2024 Intermediate- Term $125,000 Subtotal Intermediate-Term $8,530,000 Lafayette Regional Airport Master Plan Update - (Version 2.0) 134

146 IMPLEMENTATION AND FUNDING SOURCES Master Plan Capital Improvement Program Development Project Year Phase Total Long-Term Development Phase Master Plan and Airport Layout Plan Update 2025 Long-Term $500,000 ARFF Facility 2026 Long-Term $2,500,000 Air Traffic Control Tower Facility 2026 Long-Term $4,000,000 Taxiway K Removal 2027 Long-Term $120,000 Taxiway H High Speed Reconfiguration 2028 Long-Term $4,400,000 Taxiway D Removal 2029 Long-Term $152,000 Runway 4L-22R Paved Shoulders 2030 Long-Term $5,620,000 Runway Paved Shoulders 2031 Long-Term $7,260,000 Master Plan and Airport Layout Plan Update 2035 Long-Term $500,000 Subtotal Long-Term $25,052,000 Total CIP, Short-, Intermediate-, and Long-Term Development Phases $ 142,769,500 Lafayette Regional Airport Master Plan Update - (Version 2.0) 135

147 IMPLEMENTATION AND FUNDING SOURCES Capital Improvement Plan Summary Total project costs are estimated to be approximately $142.8 million over the next 20 years. The largest proportion of the program is associated with the new terminal, estimated at $90 million and represents about 63 percent of the total program. Including the terminal, the percentage investment need to implement the program is Phase I percent, Phase percent, and Phase percent. Aside from the terminal, the $52.8 million program investment would represent Phase I 36.4 percent, Phase percent, and Phase percent, or roughly spread out evenly over the 20-year Master Plan period. Because of the dynamic nature of funding, more detailed analysis closer to the period of project implementation will be necessary to verify that the expected amounts are available. Lafayette Regional Airport Master Plan Update - (Version 2.0) 136

148 CHAPTER 6 AIRPORT LAYOUT PLAN

149 AIRPORT LAYOUT PLAN 6.1 OVERVIEW An Airport Layout Plan (ALP) graphically depicts the current and future facilities at an airport. This includes airport development as recommended by the facility requirements and preferred alternatives identified in the Master Plan Update. The ALP is an important document because it allows an airport and the FAA to anticipate the needs for future development. It also serves as a public document to demonstrate aeronautical requirements and as a community reference regarding airport development. Additionally, the ALP is a visual plan of airport development that serves as a working tool for the airport and maintenance staff. Due to its importance, keeping the ALP current is a legal requirement for any airport that receives federal assistance (United States Code 47107(a) and FAA Grant Assurance 29). 6.2 ALP GENERAL DESCRIPTION The following sections present the ALP for LFT that was updated as part of this Master Plan update and which was performed as a separate amendment to the original Master Plan. Each section includes a brief discussion of the information included. The Updated Airport Layout Plan shown at the end of this chapter is provided in conjunction with this report document and has been prepared according to the design requirements set forth in this document, the Federal Aviation Administration Advisory Circulars, and FAA ALP review checklist. The set of plans includes the following sheets:» Sheet 1: Cover Sheet» Sheet 2: Airport Data Sheet» Sheet 3: Airport Layout Plan» Sheet 4: Airspace Drawing (1 of 2)» Sheet 5: Airspace Drawing (2 of 2) (Extended Precision Instrument Approach)» Sheet 6: Facility Layout Plan» Sheet 7: Airport Facility Drawing» Sheet 8: Inner Approach Surface Plan and Profile Runway 4R» Sheet 9: Inner Approach Surface Plan and Profile -- Runway 22L» Sheet 10: Inner Approach Surface Plan and Profile -- Runway 4L-22R» Sheet 11: Inner Approach Surface Plan and Profile -- Runway 11» Sheet 12: Inner Approach Surface Plan and Profile Runway 29» Sheet 13: Departure Surface Runway 4R-22L» Sheet 14: Departure Surface Runway 11-29» Sheet 15: Terminal Area Plan North» Sheet 16: Terminal Area Plan -- South» Sheet 17: Utility Layout As Built Lafayette Regional Airport Master Plan Update - (Version 2.0) 138

150 AIRPORT LAYOUT PLAN» Sheet 18: On-Airport Land Use Plan» Sheet 19: Airport Property Map 6.3 ALP SUMMARY Section 6.3 briefly describes each of the sheets of the full ALP set, followed by the drawings themselves Cover Sheet The cover sheet serves as an introduction to the Airport Layout Plan set. It includes the name of the Airport, location map, an index of drawings, and other pertinent data Airport Data Sheet The Airport Data Sheet contains detailed information regarding the existing and future facilities at an Airport. The information includes the following:» Airport characteristics» Design standards» Modification to standards (when they exist)» Runway characteristics» Taxiway characteristics» Wind coverage» Navigational aids» Critical Aircraft» Runway Design Code (RDC)» Runway Reference Code (RRC) The critical aircraft is the most demanding aircraft that operates at the airport regularly. At the time of this report, the critical aircraft is the Boeing an ADG 4, TDG 4 aircraft. The RDC is a combination of the Aircraft Approach Category (AAC) of the runway, the ADG of the runway and the visibility minimums. Each of the three runways have different RDC. Runway 4R-22L has an RDC of C-IV-4000, Runway has an RDC of C-III-5000, and Runway 4L-22R has an RDC of B-II-VIS. There are three deviations to standard currently in place at LFT. These are areas of the airport that do not fully comply with FAA design standards. The portion of Taxiway B that is west of Taxiway C is located 390 feet from Runway 11-29; the design standards calls for this separation to be 400 feet. Relocation is shown in the development plan to comply with standards. Both Runway ends 11 and 29 have non-compliant Lafayette Regional Airport Master Plan Update - (Version 2.0) 139

151 AIRPORT LAYOUT PLAN RSAs requiring 1,000 feet. RSAs will be brought up to standard with installation of EMAS on both ends of the runway. According to AC 150/ A, Appendix 2, runway orientation must provide no less than 95 percent wind coverage for the aircraft that regularly operate at the airport. Wind coverage at LFT is over the 95 percent requirement for all crosswind scenarios including 10.5 knots, 13 knots, 16 knots, and 20 knots. Runway 22L end was recently displaced with the installation of EMAS. With the displaced threshold, there are declared distances for Runway 22L. The TORA, TODA, ASDA and LDA are the full length of the pavement at 8,001 feet. The LDA for runway 22L is 7,659 feet Airport Layout Drawing The Airport Layout Drawing is a graphic representation, to scale, of the existing facilities Airport in their current configuration. This drawing shows all existing Airport facilities, their location, pertinent dimensions, clearance information, and the runway and taxiway infrastructure. In addition, future planned development is shown on the Airport Layout Plan. The Runway Protection Zone (RPZ) and the areas they encompass are shown on the sheet. The RPZ is an imaginary trapezoidal area located at ground level prior to the runway ends. This area is designated for the protection and people on the ground. Currently, public roadways traverse multiple RPZs. The Runway 11 RPZ extends over U.S. Highway 90 and East University. The Runway 4R RPZ also extends over to U.S. Highway 90 and includes portions of Hugh Wallis Road South and Common Drive. Both the Runway 11 and Runway 4R RPZs extend over multiple office buildings. The Runway 22L RPZ does not extend over a roadway, but does include a golf course and some minor administrative buildings. The Runway 22L, 4R and 29 RPZs are clear off any incompatible uses. The updated sheets of the ALP set was completed in conjunction with this report which includes an aeronautical forecast, Facility Inventory, Facility Requirements, Alternatives Analysis, and Implementation and Funding Source. The updated forecast shown in Chapter 2 indicates that enplanements will almost double during the planning period. Forecasted operations are expected to grow at an average annual growth rate (AAGR) of 2.7 percent consistent with the TAF. This growth rate reflects the rapid growth being seen at LFT which the increase in the Oil and Gas Industry in the area. Enplanements in 2012 were 229,398 which is expected to grow to almost 480,000 enplanements in This represents a growth of approximately 9,000 passengers per year year-over-year. During that same period, aircraft operations are anticipated to grow from almost 60,000 to just over 75,000 operations. Cargo tonnage at LFT is anticipated to grow at a slower rate when compared with passenger air carrier operations. Cargo is forecast to grow from 27.5 million pounds to over 33.5 million pounds by 2040 at an AAGR of 0.8 percent. The majority of cargo operations use the Boeing that represents the Lafayette Regional Airport Master Plan Update - (Version 2.0) 140

152 AIRPORT LAYOUT PLAN regularly schedule operation of the critical aircraft at LFT. As cargo operations increase, the use of the critical aircraft is also anticipated to increase. Apart from cargo and enplanements, Based Aircraft are expected stabilize during the planning period at 154 based aircraft. The number of aircraft are forecasted to stay the same, but the size of the aircraft are anticipated to increase. Less single engine aircraft are expected to be based at LFT with an increase of turbojet aircraft and helicopters. As part of the Master Plan Update, capital projects were developed and analyzed. These projects are intended to add capacity, upgrade the airfield, maximize the land available for development, and help landside terminal traffic. The following projects have been developed in this Master Plan Update which include updates of projects from the previous version of the Airport Layout Plan. These are:» 100 Foot Taxiway A Shift This project will relocate Taxiway A southeast towards the runway system. This taxiway shift will allow for additional room on the ramp in front of proposed location for the new terminal building. This additional apron space will allow for adequate space for aircraft parking and circulation.» Taxiway F Demolition This project will remove the segment of Taxiway F between Taxiway B and Taxilane A. This demolition is necessary to allow for the future realigned Taxiway F which will be a full length parallel Taxiway for Runway 4L-22R.» Future Taxiway F Realignment This project will realign Taxiway F northwest of Taxiway B to create a full length parallel taxiway to Runway 4L-22R with 240 feet separation. This new parallel taxiway will increase efficiency for aircraft taxing in and around this area.» Taxiway F Widening Taxiway F between Taxiway B and J will be widened from 40 feet to 50 feet. This increase will allow ADG IV aircraft, including critical aircraft, the Boeing to operate on Taxiway F.» Taxiway B Straightening and Realignment This project will straighten out Taxiway B primarily between Taxiway C and Taxiway F. In addition, Taxiway B east of Taxiway C will be shifted 10 feet north in order to meet the 400 foot Runway to Taxiway standard separation. This project will increase pilot situational awareness and achieve FAA design standards.» Taxiway D Removal Currently, the intersection of Taxiway B, C, and D is a FAA hot spot. This area can experience ramp congestion and a short taxi transition to Runway 11. This Lafayette Regional Airport Master Plan Update - (Version 2.0) 141

153 AIRPORT LAYOUT PLAN project will remove Taxiway D to alleviate congestion in this area and eliminate the need for a hot spot designation.» Taxiway L Removal This project will removal Taxiway L to allow for this area of the airport to be paved and included in the GA ramp. This project may not be necessary depending on grading issues and if the existing pavement can be combined with the new paved area.» Future Taxi lane to General Aviation Ramp This project will extend the existing taxi lane that runs east to west within the GA ramp. The taxilane will be extended to allow traffic flow from the future parallel Taxilane and Taxiway to Runway 4R-22L. This will easier access into and out of the GA ramp area.» Taxiway K Demolition The intersection of Taxiway K, H and J is currently a FAA hot spot because of the close proximity of the intersection and the wide expanse of pavement. This project will remove Taxiway K in order reduce the amount of pavement and increase pilot situational awareness.» Runway 4R-22L Paved Shoulders This project will construct paved shoulders for Runway 4R-22L. Paved shoulders will increase safety for any aircraft that experiences an unintentional runway excursion. Maintenance of the runway edge lights is also easier with paved shoulders in place.» Runway Paved Shoulders This project will construct paved shoulders for Runway Paved shoulders will increase safety for any aircraft that experiences an unintentional runway excursion. Maintenance of the runway edge lights is also easier with paved shoulders in place.» Taxiway H High Speed Reconfiguration This project will realign Taxiway H in order to correct the angle of the taxiway. With the correct angle of the Taxiway H high speed exit taxiway, it will increase efficiency for aircraft departing the runway and minimize unnecessary pavement.» T-Hangar Development This project will construct 2 banks of T-Hangars east of the existing T-Hangars. These additional T-Hangars are necessary to meet demand for storage of based aircraft. Currently there is no waiting list for T-Hangars, but potential new tenants are looking for immediate available and seeking storage at other airports in the area.» Hangar Development adjacent to Landmark FBO This project will construct a new 110x110 hangar between the Landmark FBO and the Marino Hangar located south of the Fuel Farm. In order to construct this Lafayette Regional Airport Master Plan Update - (Version 2.0) 142

154 AIRPORT LAYOUT PLAN hangar, Fuel Drive will be relocated in order to allow adequate room for the hangar. Depending on the need for aircraft storage, the hangar may be constructed smaller than the proposed size. The proposed size was the largest hangar that could fit in this area Airspace Plan (Part 77) (Inner Surfaces) This is the first of two drawings that depict Federal Aviation Regulation (FAR) Part 77 (Part 77), Objects Affecting Navigable Airspace. Part 77 prescribes airspace standards, which establish criteria for evaluating navigable airspace. Airport Imaginary Surfaces are established relative to the Airport and runways. The size of each imaginary surface is based on the runway category with respect to the existing and proposed visual, non-precision or precision approaches for that runway. The slope and dimensions of the respective approach surfaces are determined by the most demanding (existing or proposed) approach for each runway. The imaginary surfaces definitions include:» Primary Surface A rectangular area symmetrically located about the runway centerline and extending a distance of 200 feet beyond each runway threshold. Its elevation is the same as that of the runway.» Horizontal Surface An oval shaped, flat area situated 150 feet above the published airport elevation. Its dimensions are determined by using a 10,000-foot arc, which is centered 200 feet beyond each runway end, then connecting the arcs with a line tangent to those arcs. The horizontal surface elevation for LFT is 191 feet above mean sea level (MSL), given an Airport elevation of 41 feet MSL.» Conical Surface A sloping area whose inner perimeter conforms to the shape of the horizontal surface. It extends outward for a distance of 4,000 feet measured horizontally, and slopes upward at 20:1.» Transitional Surface There are three different Transitional Surfaces. The first is off the sides of the Primary Surface, the second is off the sides of the Approach Surface, and the last is outside the Conical Surface and pertains to precision runways only. All Transitional Surfaces have slopes of 7:1 that are measured perpendicular to the runway centerline.» Approach Surface This surface begins at the ends of the primary surface and slopes upward at a predetermined ratio while at the same time flaring out horizontally. The width and elevation of the inner ends conform to that of the primary surface, while the type of approach to each runway end determines the slope, length and outer width. Lafayette Regional Airport Master Plan Update - (Version 2.0) 143

155 AIRPORT LAYOUT PLAN The Airport Airspace Drawing also depicts the Threshold Siting Surface. As the name implies, this surface guides in the siting of the threshold location on the runway. The threshold siting surface is an imaginary polygon with two segments and a specified slope. The inner segment is an elongated trapezoid; the outer segment is a long rectangle. The size of the segments and the slope varies based on the existing and future approach type, visibility minimums, and size of aircraft Airspace Plan (Part 77) (Outer Surfaces) The second Part 77 drawing is an extended Precision Instrument Approach sheet that depicts the limits of approach surface for the precision instrument approach for Runway 4L and Runway 22R. All other information depicted is the same as in the Airport Airspace drawing sheet Airspace Plan (Part 77) Runway Profile The airport airspace profile drawing identifies the airport elevation, which is the highest point on an active runway at the airport. It shows each runway s ground profile along its centerline based on the highest terrain across the width and along the length of the approach surface, including existing, future, and ultimate runway ends and approach slopes for all six runway ends. Significant natural and manmade objects are identified within the approach surfaces, regardless of whether or not they are obstructions Airport Facilities Drawing The Facilities Layout Plan is a graphic representation, to scale, of the existing Airport facilities in their current configuration as of this writing. This drawing shows all existing Airport facilities, their location, pertinent dimensions, clearance information, and the runway and taxiway infrastructure. The existing facilities as well as other sheets in the ALP detail the Runway Protection Zone (RPZ). The RPZ is an imaginary trapezoidal area located at ground level prior to the runway ends. This area is designated for the protection and people on the ground. Currently, the RPZs for Runway 4L and Runway 11 extend over the adjacent public roadway, U.S. 90, as described in Section Inner Approach Surface Plan and Profile Runway 4R The inner portion of the approach surface drawing is a required and critical drawing that depicts the trapezoidal Runway Protection Zones (RPZ) and the approach profiles of each runway. The Runway 4R drawing depicts the current and future 50:1 approach slope for the future precision instrument approach. The RPZ dimensions are based on the current and future critical aircraft for the Airport. Existing and potential obstructions to runway approach surfaces and air navigation are depicted and identified, as applicable Inner Approach Surface Plan and Profile Runway 22L The inner portion of the approach surface drawing for Runway 22L depicts the current and future 50:1 non-precision approach slope. The RPZ dimensions are based on the current and future critical aircraft for the Airport. Existing and potential obstructions to runway approach surfaces and air navigation are depicted and identified, as applicable. Lafayette Regional Airport Master Plan Update - (Version 2.0) 144

156 AIRPORT LAYOUT PLAN Inner Approach Surface Plan and Profile Runway 4L-22R This inner portion of the approach surface drawing provides information for both Runway 4L and Runway 22R depicts the current and future 20:1 visual approach slopes. The RPZ dimensions are based on the current and future critical aircraft for the runway. Existing and potential obstructions to runway approach surfaces and air navigation are depicted and identified, as applicable Inner Approach Surface Plan and Profile Runway 11 The inner portion of the approach surface drawing for Runway 11 depicts the current and future 34:1 nonprecision approach slope. The RPZ dimensions are based on the current and future critical aircraft for the Airport. Existing and potential obstructions to runway approach surfaces and air navigation are depicted and identified, as applicable Inner Approach Surface Plan and Profile Runway 29 The inner portion of the approach surface drawing for Runway 29 depicts the current and future extended 34:1 non-precision approach slopes. The RPZ dimensions are based on the current and future critical aircraft for the Airport. Existing and potential obstructions to runway approach surfaces and air navigation are depicted and identified, as applicable Departure Surface Runway 4R-22L The departure surface drawing for Runway 4R and Runway 4L depicts the 40:1 departure profile along the centerline of Runway 4R or Runway 22L in accordance in with the Airport Airspace Drawing and the location of penetrations to that surface Departure Surface Runway The departure surface drawing for Runway 11 and Runway 4L depicts the 40:1 departure profile along the centerline of Runway 11 or Runway 29 in accordance in with the Airport Airspace Drawing and the location of penetrations to that surface Terminal Plan - North The Terminal Area Plan North is one of two drawings which present a large-scale depiction of a portion of the terminal areas at LFT. The North Plan provides an enlargement of an area north of Runway 11 and west of Runway 22R. The passenger terminal area and the North General Aviation area including the FBO as well as several large corporate aircraft hangars. The plan identifies the proposed new terminal location east of the current facility and limited expansion of the general aviation area toward the east Terminal Plan - South The Terminal Area Plan South provides a similar enlargement but for an area south of Runway 11 and north of Runway 4R. In this area, there are two large helicopter facilities, PHI and Bell Helicopter (manufacturer of the new Bell Jet Ranger X), the airport s Air Traffic Control Tower, Aircraft Rescue & Fire Fighting facility, airport administrative offices, and a large apron for air cargo. The location of the air cargo apron is due west of the RPZ for Runway 4L. For the limited available land in this area, the plan provides of future corporate general aviation expansion and potentially for a relocated ATCT and ARFF facilities. Lafayette Regional Airport Master Plan Update - (Version 2.0) 145

157 AIRPORT LAYOUT PLAN Utility Plan As Built Not a required FAA drawing, the Utility Plan is an auxiliary sheet added to the ALP set by the Lafayette Regional Commission. This sheet identifies the airport s infrastructure and includes:» Sanitary sewer;» Water lines;» Subsurface drainage;» Overhead and Underground electric;» FAA cables;» ILS and MALSR control cables;» Fiber optics; and,» Other infrastructure On-Airport Land Use Plan The Airport land use compatibility drawing depicts the existing and future land use of land in the vicinity of the Airport. The Plan identifies Lafayette City zoning designations for land off-airport in proximity to the most current Airport noise contours. The noise contours have been superimposed on the drawing Airport Property Map The Airport Property Map presents the Airport property line and a history of Airport land purchases and acquisitions. Bearings and approximate distances from cardinal points define the airport property line. The types of property acquisitions or transactions are presented in a table on the map and include the date of each property acquisition and the federal project number where applicable. This is a property map only and does not meet the criteria of an Exhibit A which requires a full boundary survey. Lafayette Regional Airport Master Plan Update - (Version 2.0) 146

158 AIRPORT LAYOUT PLAN 6.4 PRELIMINARY IDENTIFICATION OF ENVIRONMENTAL FEATURES This section of Chapter 6 incorporates a summary of the environmental overview, focusing on noise, land use, floodplains, and wetlands for which impacts are likely to be studied in future environmental actions at LFT in accordance with FAA Order B Airport Environmental Handbook. The categories considered by the Airport Environmental Handbook are briefly summarized below in terms of potential for impacts at LFT. As determined through a high level environmental review, the primary potential environmental impacts relating to implementation of master plan alternatives are relative to airport noise, compatible land uses including historic structures, floodplains and wetlands, and other environmental issues identified in existing environmental source documentation. The environmental resources in the vicinity of the Airport include the 100 Year Flood Plain, Freshwater Emergent Wetland, Freshwater Forested/Shrub Wetland, Freshwater Ponds and Lakes. There are freshwater emergent wetlands and the 100 year flood plain immediately adjacent to the east side of the airport. The flood plain extends from this area north around Runway 22L and around the north side of the airport. There are small areas of wetlands north of the GA area. Other environmental resources include a lake to the east of Runway 4R and a pond north of Runway 29. From a high level environmental review of the master plan implementation projects, the preferred alternatives proposed within the timeframe of the Master Plan are not anticipated to create any insurmountable environmental concerns. All of the Master Plan projects are contained within the airfield and do not extend into any of the wetlands, floodplains or bodies of water. There is need for environmental coordination to be conducted relative to Hangar 10 adjacent the terminal should the new airport terminal be constructed; Hangar 10 is thought to be an historic structure and would be displaced by the new terminal. 6.5 ALP SHEETS The following pages provide each of the nineteen sheets of the ALP set in 11x17 format. Lafayette Regional Airport Master Plan Update - (Version 2.0) 147

159 AIRPORT LAYOUT PLAN FOR LAFAYETTE REGIONAL AIRPORT (LFT) LAFAYETTE, LOUISIANA AIP#: X-XX-XXXX-XX OCTOBER 2015 Lafayette Parish Lafayette Regional Airport SOURCE: GOOGLE EARTH 2014 SOURCE: LADOTD 2015 SOURCE: BING MAPS 2015 LOCATION MAP PARISH MAP SCALE: NTS SCALE: NTS VICINITY MAP SCALE: NTS Richmond Ave., Suite 900 Houston, Texas FAX Texas Registration Nos. BR 751 * F-3401 GARY LOGSTON DATE

160 GENERAL NOTES ABBREVIATIONS: ALL WEATHER IFR 1. ALL COORDINATES ARE IN NORTH AMERICAN DATUM OF 1983 (NAD 83). 2. ALL ELEVATIONS ARE IN NORTH AMERICAN VERTICAL DATUM OF 1988 (NAVD 88). 3. ALL ELEVATIONS EXPRESSED IN FEET ABOVE MEAN SEA LEVEL (MSL). ADG AGL ARP ASDA ASOS ASR CAT I DME DTW DW E F GPS GS HIRL IFR ILS LDA LOC AIRPLANE DESIGN GROUP ABOVE GROUND LEVEL AIRPORT REFERENCE POINT ACCELERATE STOP DISTANCE AVAILABLE AUTOMATED SURFACE OBSERVING SYSTEM AIRPORT SURVEILLANCE RADAR CATEGORY I DISTANCE MEASURING EQUIPMENT DUAL-TANDEM WHEEL GEAR AIRCRAFT DUAL WHEEL GEAR AIRCRAFT EXISTING CONDITIONS FUTURE CONDITIONS (1-20 YEARS) GLOBAL POSITIONING SYSTEM GLIDESLOPE HIGH INTENSITY RUNWAY LIGHTS INSTRUMENT FLIGHT RULES INSTRUMENT LANDING SYSTEM LANDING DISTANCE AVAILABLE LOCALIZER MALSR MIRL MITL MSL NGS NPI PAPI PIR REIL RNAV SW TDG TODA TORA TSS U VFR VORTAC MEDIUM INTENSITY APPROACH LIGHTING SYSTEM WITH RUNWAY ALIGNMENT INDICATOR LIGHTS MEDIUM INTENSITY RUNWAY LIGHTS MEDIUM INTENSITY TAXIWAY LIGHTS MEAN SEA LEVEL NATIONAL GEODETIC SURVEY NON-PRECISION INSTRUMENT PRECISION APPROACH PATH INDICATOR PRECISION INSTRUMENT RUNWAY RUNWAY END IDENTIFIER LIGHTING AREA NAVIGATION SINGLE WHEEL GEAR AIRCRAFT TAXIWAY DESIGN GROUP TAKEOFF DISTANCE AVAILABLE TAKEOFF RUN AVAILABLE THRESHOLD SITING SURFACE ULTIMATE CONDITIONS (20+ YEARS) VISUAL FLIGHT RULES VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE COLLOCATED TACTICAL AIR NAVIGATION LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA Richmond Ave., Suite 900 Houston, Texas DATA SOURCE: NOAA NATIONAL CLIMATIC DATA CENTER DATA RANGE: DATA SOURCE: NOAA NATIONAL CLIMATIC DATA CENTER DATA RANGE: VFR AIRPORT LAYOUT PLAN DATA SOURCE: NOAA NATIONAL CLIMATIC DATA CENTER DATA RANGE: REVISIONS NO. DESCRIPTION DATE OCTOBER 2015 RS&H PROJECT NUMBER SHEET TITLE 600' RWY 4R ' TORA/TODA/ASDA/LDA 258' SHEET NUMBER 600' RWY 22L ' LDA RWY 22L ' TORA/TODA/ASDA 342' 258' 2 OF 19 RUNWAY 4R-22L DECLARED DISTANCES

161 FAA APPROVAL BLOCK CH OF Z DEPARTURE RUNWAY PROTECTION ZONE 500'x1,700'x1,010' AP PR OA PART 77 APPROACH SURFACE SLOPE 20:1 500'x5,000'x1,500' DRAINAGE DITCH IN NE R RUNWAY 22L END LAT ' 46.97" LONG ' 40.38" EL. 32.2' (LOW POINT) PERIMETER RD. EL PERIMETER RD. EL LAFAYETTE REGIONAL AIRPORT LAFAYETTE AIRPORT COMMISSION : PART 77 APPROACH SURFACE SLOPE 34:1 1,000'x10,000'x3,500' LAFAYETTE, LA PERIMETER RD. EL PERIMETER RD. EL A TITLE RUNWAY PROTECTION ZONE 500'x1,000'x700' OWNED IN FEE RUNWAY 22R END LAT ' 37.42" LONG ' 03.81" EL. 41.2' DATE: 1' AR E : PART 77 APPROACH SURFACE SLOPE 50:1 1,000'x50,000'x16,000' : CR IT I ZE R AL I SL OP E TITLE DATE: DE : GL I NAME CA L AVIATION DIVISION - LADOTD SIGNATURE: LO C AR EA CR IT I NAME CA L SIGNATURE: 14 RUNWAY PROTECTION ZONE 500'x1,700'x1,010' 4 AC. OWNED IN FEE 9' 19 SURREY ST. EL '( 25 F) GENERAL AVIATION AUTO PARKING (F) RUNWAY 11 END LAT ' 27.54" LONG ' 53.29" EL. 36.9' TER SUP MINAL POR T (F ) 3' 30 0'( F) RUNWAY 22R TDZ EL. 41.3' (HIGH POINT) A '(E) '(F) N ) RO G (F KIN ' 25 ' E1 20 R ESE T2 ' T/W B 63 7' ' U.S. HWY 90 EL PAR ' U.S. HWY 90 EL ' T/L Richmond Ave., Suite 900 Houston, Texas PERIMETER RD. EL HANGAR DEVELOPMENT (F) ' 254 ARP (U) LAT ' 18" LONG ' 15" AIRPORT LAYOUT PLAN 253 ' STEP ' 256 ' BELL HELICOPTER (F) CORPORATE HANGAR DEVELOPMENT (F) DRAINAGE DITCH PERIMETER RD. EL ' RUNWAY 4L-22R, INTERSECTION EL. 41' ' PERIMETER RD. EL ' PART 77 APPROACH SURFACE SLOPE 34:1 (E) 1,000'x10,000'x3,500' FAA DISCLAIMER 999 ' THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAM (PROJECT NUMBER X-XX-XXXX-XX) AS PROVIDED UNDER TITLE 49 U.S.C., SECTION THE CONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA OR LOUISIANA DEPARTMENT OF TRANSPORTATION AND DEVELOPMENT (LADOTD). ACCEPTANCE OF THIS REPORT BY THE FAA AND LADOTD DOES NOT IN ANYWAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES OR LADOTD TO PARTICIPATE IN ANY DEVELOPMENT DEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULD HAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS. 4' 15 2' PERIMETER RD. EL DRAINAGE DITCH PERIMETER RD. EL (EST.) 2' 25 0 ' PERIMETER RD. EL PERIMETER RD. EL RUNWAY PROTECTION ZONE (E) 500'x1,700'x1,010' 7 AC. OWNED IN FEE REVISIONS NO. RUNWAY SAFETY AREA RUNWAY OBJECT FREE AREA RUNWAY OBSTACLE FREE ZONE RUNWAY VISIBILITY ZONE PRECISION OBSTACLE FREE ZONE RUNWAY PROTECTION ZONE ULTIMATE RUNWAY PROTECTION ZONE 500'x1,000'x700' OWNED IN FEE PERIMETER RD. EL (EST.) 25 3' U.S. HWY 90 EL OP E CR PERIMETER RD. EL PERIMETER RD. EL SL OCTOBER 2015 DE U.S. HWY 90 EL TAXIWAY OBJECT FREE AREA IT ' U.S. HWY 90 EL BUILDING RESTRICTION LINE PART 77 SURFACE PART 77 APPROACH SURFACE SLOPE 20:1 500'x5,000'x1,500' RS&H PROJECT NUMBER AIRFIELD PAVEMENT PERIMETER RD. EL BUILDINGS BUILDINGS TO BE REMOVED U.S. HWY 90 EL SHEET TITLE RAILROAD EL ROADWAY/PARKING THRESHOLD LIGHT REIL PAPI ARP BEACON SEGMENTED CIRCLE PERIMETER RD. EL U.S. HWY 90 EL ' VORTAC CRITICAL AREA MAGNETIC DECLINATION SHEET NUMBER WITH LIGHTED WINDCONE AUGUST, 2015 TREES FENCE X POWER POLE LIGHT POLE NGS MONUMENT DATE RUNWAY 29 END (U) LAT ' 05.85" LONG ' 44.76" EL. 34.6' U.S. HWY 90 EL TAXIWAY SAFETY AREA AIRFIELD PAVEMENT TO BE REMOVED DESCRIPTION AR EA FUTURE PROPERTY LINE RUNWAY 29 END (E) LAT ' 09.24" LONG ' 55.46" EL. 34.6' (LOW POINT) RUNWAY PROTECTION ZONE (U) 500'x1,700'x1,010' 0 AC. OWNED IN FEE IC AL EXISTING PERIMETER RD. EL (EST.) 14 GL I DESCRIPTION PART 77 APPROACH SURFACE SLOPE 34:1 (U) 1,000'x10,000'x3,500' ' 24 0'( 30 E) 0'( F) PACS/SACS XX PART 77 APPROACH SURFACE SLOPE 50:1 1,000'x50,000'x16,000' 3 OF 19 RUNWAY PROTECTION ZONE 1,000'x2,500'x1,750' 16 AC.OWNED IN FEE 400' 200' 0 400'

162 LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA Richmond Ave., Suite 900 Houston, Texas RWY 22L END 7459 EL RWY 22L DISP. THRESHOLD EL RWY 22R END EL RWY 11 END EL AIRPORT LAYOUT PLAN RWY 4L END EL LEGEND 4097 DESCRIPTION SYMBOL OBSTRUCTION 1000 RWY 29 END EL RWY 4R END EL REVISIONS NO. DESCRIPTION DATE OCTOBER 2015 ZONING RESTRICTIONS LAFAYETTE CITY-PARISH CONSOLIDATED GOVERNMENT, LOUISIANA - CODE OF ORDINANCES; PART II-CODE OF ORDINANCES; CHAPTER 26-DEVELOPMENT REGULATIONS; ARTICLE X-AIRPORT ZONING RESTRICTIONS; DIVISION 3-LAFAYETTE MUNICIPAL AIRPORT AND DIVISION 4 - LAFAYETTE MUNICIPAL AIRPORT (UNINCORPORATED AREAS), ADOPTED MARCH 28, 1961, AS RESTRICTIONS APPLY INCLUDING LAND USE RESTRICTIONS FOR ELECTRONIC INTERFERENCE, GLARE, AND VISIBILITY. RS&H PROJECT NUMBER SHEET TITLE MAGNETIC DECLINATION AUGUST, 2015 SHEET NUMBER 4 OF ' 1000' '

163 LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA DIMENSIONAL STANDARDS (FEET) DIM ITEM NON-PRECISION INSTRUMENT RUNWAY VISUAL RUNWAY A B A A B 5,000 5,000 RWY 11 END EL RWY 22R END EL RWY 22L END EL RWY 22L DISP. THRESHOLD EL RWY 4L END EL RWY 29 END EL PRECISION INSTRUMENT RUNWAY D 1,000 1,000 5,000 10,000 10,000 10,000 NON-PRECISION INSTRUMENT APPROACH PRECISION INSTRUMENT RUNWAY B A B A C 1,250 1,500 2,000 D 5,000 5,000 5,000 10,000 10,000 E 20:1 20:1 20:1 B C 500 VISUAL APPROACH Richmond Ave., Suite 900 Houston, Texas C D 3,500 4,000 34:1 16,000 * * 34:1 A - UTILITY RUNWAYS B - RUNWAYS LARGER THAN UTILITY C - VISIBILITY MINIMUMS GREATER THAN 3/4 MILE D - VISIBILITY MINIMUMS AS LOW AS 3/4 MILE * - PRECISION INSTRUMENT APPROACH SLOPE IS 50:1 FOR INNER 10,000 FEET AND 40:1 FOR AN ADDITIONAL 40,000 FEET AIRPORT LAYOUT PLAN NOTES: 1. SEE SHEET 4 FOR PART 77 OBSTRUCTION TABLES. 2. SEE INNER APPROACH PLAN AND PROFILE SHEETS FOR CLOSE-IN OBSTRUCTIONS. RWY 4R END EL REVISIONS NO. DESCRIPTION DATE OCTOBER 2015 ZONING RESTRICTIONS LAFAYETTE CITY-PARISH CONSOLIDATED GOVERNMENT, LOUISIANA - CODE OF ORDINANCES; PART II-CODE OF ORDINANCES; CHAPTER 26-DEVELOPMENT REGULATIONS; ARTICLE X-AIRPORT ZONING RESTRICTIONS; DIVISION 3-LAFAYETTE MUNICIPAL AIRPORT AND DIVISION 4 - LAFAYETTE MUNICIPAL AIRPORT (UNINCORPORATED AREAS), ADOPTED MARCH 28, 1961, AS RESTRICTIONS APPLY INCLUDING LAND USE RESTRICTIONS FOR ELECTRONIC INTERFERENCE, GLARE, AND VISIBILITY. RS&H PROJECT NUMBER SHEET TITLE MAGNETIC DECLINATION AUGUST, 2015 SHEET NUMBER 5 OF ' 2000' '

164 1400 NOTES: 1. SEE SHEET 4 FOR PART 77 OBSTRUCTION TABLES. 2. SEE INNER APPROACH PLAN AND PROFILE SHEETS FOR CLOSE-IN OBSTRUCTIONS LEGEND DESCRIPTION OBSTRUCTION SYMBOL PART 77 APPROACH SURFACE SLOPE 40:1 (ADDITIONAL 40,000') 800 SEE INNER APPROACH DRAWING VERMILION RIVER VERMILION PARISH LAFAYETTE PARISH HWY 92 EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE HWY 733 HWY 3073 EL. = 391 CONICAL SURFACE SLOPE 20:1 HWY 339 HWY 339 HWY 182 PART 77 APPROACH SURFACE SLOPE 50:1 (INNER 10,000') RAILROAD EL U.S. HWY 90 EL ' FENCE EL PERIMETER RD. EL HORIZONTAL SURFACE EL. = 191 LOCALIZER EL RUNWAY 4R END EL ' ' LINE OF SIGHT MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA RUNWAY 4R PRECISION APPROACH 2,000' 1,000' 0 2,000' 1400 HORIZONTAL SCALE Richmond Ave., Suite 900 Houston, Texas ' 100' 0 200' VERTICAL SCALE SEE INNER APPROACH DRAWING ' LINE OF SIGHT ' RUNWAY 22L DISPLACED THRESHOLD EL RUNWAY 22L END EL RETAINING WALL EL ' FENCE EL BAYOU VERMILION LOCALIZER EL HORIZONTAL SURFACE EL. = 191 MALSR (TYP.) HWY 353 (INNER 10,000') PART 77 APPROACH SURFACE SLOPE 50:1 LAFAYETTE PARISH ST. MARTIN PARISH CONICAL SURFACE SLOPE 20:1 EL. = 391 EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE PART 77 APPROACH SURFACE SLOPE 40:1 (ADDITIONAL 40,000') RUNWAY 22L PRECISION APPROACH HWY 94 HWY 31 BAYOU TECHE HWY 328 INTERSTATE 10 HWY 328 BAYOU TECHE HWY AIRPORT LAYOUT PLAN SEE INNER APPROACH DRAWING MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST SEE INNER APPROACH DRAWING EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE RAILROAD U.S. HWY 90 EL ' FENCE EL PERIMETER RD. EL PART 77 APPROACH SURFACE SLOPE 20:1 RUNWAY 4L END EL HORIZONTAL SURFACE EL. = 191 5' LINE OF SIGHT ,000' 500' 0 1,000' HORIZONTAL SCALE 100' 50' 0 100' HORIZONTAL SURFACE EL. = 191 5' LINE OF SIGHT 4177 RUNWAY 22R END EL PERIMETER RD. EL ' FENCE EL BAYOU VERMILION PART 77 APPROACH SURFACE SLOPE 20:1 EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE REVISIONS NO. DESCRIPTION DATE ' VERTICAL SCALE 200' RUNWAY 4L VISUAL APPROACH RUNWAY 22R VISUAL APPROACH OCTOBER SEE INNER APPROACH DRAWING RAILROAD VERMILION RIVER HORIZONTAL SURFACE EL. = 191 MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST HORIZONTAL SURFACE EL. = 191 SEE INNER APPROACH DRAWING 999' PERIMETER RD. EL LAFAYETTE PARISH ST. MARTIN PARISH RUNWAY 29 END (U) EL PERIMETER RD. (U) 10' FENCE (U) RS&H PROJECT NUMBER SHEET TITLE U.S. HWY 167 EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE PART 77 APPROACH SURFACE SLOPE 34:1 HWY 182 HWY 729 U.S. HWY 90 EL ' FENCE EL RUNWAY 11 END EL ' RUNWAY 11 NON-PRECISION APPROACH 5' LINE OF SIGHT ,000' 500' 0 1,000' HORIZONTAL SCALE 100' 50' 0 100' VERTICAL SCALE 5' LINE OF SIGHT (E) 5' LINE OF SIGHT (U) RUNWAY 29 END (E) EL ' FENCE EL BAYOU TORTUE 100 EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE 200' 200' PART 77 APPROACH SURFACE SLOPE 34:1 (E) PART 77 APPROACH SURFACE SLOPE 34:1 (U) RUNWAY 29 NON-PRECISION APPROACH SHEET NUMBER 6 OF 19

165 AR EA L LO CA LI ZE R CR IT IC A LAFAYETTE REGIONAL AIRPORT RE IL GL ID E SL O PE CR I TI CA L AR EA LAFAYETTE, LA PA PI RE IL Richmond Ave., Suite 900 Houston, Texas GLIDE SLOPE ANTENNA PA PI REIL A PAP I T/W B PA PI AIRPORT LAYOUT PLAN REIL PAP I RE IL RE IL REIL REVISIONS DESCRIPTION DATE AR EA PA PI NO. E CR IT IC AL LO C AR AL IZ EA ER CR IT IC AL GLIDE SLOPE ANTENNA OCTOBER 2015 SL OP IL E ID GL IL RE RE REIL T/L RS&H PROJECT NUMBER SHEET TITLE MAGNETIC DECLINATION 1000' VORTAC CRITICAL AREA AUGUST, 2015 SHEET NUMBER 400' 200' 0 400' PHOTO DATE: PHOTO BY: QUANTUM SPATIAL 7 OF 19

166 RUNWAY 4R END PAPI OBSTACLE CLEARANCE SURFACE EL U.S. HWY 90 EL PERIMETER RD. EL T/W J RUNWAY PROTECTION ZONE 1,000' x 2,500' x 1,750' T/W G LOCALIZER RAILROAD EL LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA 383' EMAS 10' FENCE EL PERIMETER RD. EL U.S. HWY 90 EL ,0 00 ' Richmond Ave., Suite 900 Houston, Texas PERIMETER RD. EL PART 77 APPROACH SURFACE SLOPE 50:1 1,000' x 50,000' x 16,000' I CA L AREA AC CR I T VORT THRESHOLD SITING SURFACE SLOPE 20:1 (RUNWAY TYPE 6) VORTAC U.S. HWY 90 EL DEPARTURE SURFACE SLOPE 40:1 AIRPORT LAYOUT PLAN 180 PAP 160 I OB STA CLE CLE TH RE S ARA NCE SUR HO L DS FAC ITIN GS E UR FA 140 U.S. HWY 90 EL REVISIONS RUNWAY 4R END EL PERIMETER RD. EL NO. DESCRIPTION DATE 5' LINE OF SIGHT 383' EMAS 5' 60 LOCALIZER EL ' FENCE EL U.S. HWY 90 EL PERIMETER RD. EL U.S. HWY 90 EL RAILROAD EL PERIMETER RD. EL CE SL OP E2 0:1 DEPA RTUR 8185 E SU 8289 RFAC 8281 E SLO PE : PART 77 SURFA APPROAC H CE SL OPE : ' EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE OCTOBER RS&H PROJECT NUMBER DESCRIPTION EXISTING FUTURE ULTIMATE DESCRIPTION EXISTING FUTURE PROPERTY LINE BUILDINGS TO BE REMOVED RUNWAY SAFETY AREA ROADWAY/PARKING RUNWAY OBJECT FREE AREA THRESHOLD LIGHT RUNWAY OBSTACLE FREE ZONE REIL RUNWAY VISIBILITY ZONE PAPI PRECISION OBSTACLE FREE ZONE ARP RUNWAY PROTECTION ZONE BEACON TAXIWAY SAFETY AREA SEGMENTED CIRCLE TAXIWAY OBJECT FREE AREA TREES PART 77 SURFACE FENCE AIRFIELD PAVEMENT AIRFIELD PAVEMENT TO BE REMOVED SHEET TITLE MAGNETIC DECLINATION AUGUST, 2015 SHEET NUMBER WITH LIGHTED WINDCONE BUILDING RESTRICTION LINE BUILDINGS ULTIMATE X POWER POLE LIGHT POLE OBSTRUCTION 1000 XX 8 OF ' 100' 0 HORIZONTAL SCALE 200' 20' 10' 0 VERTICAL SCALE 20'

167 PERIMETER RD. EL RUNWAY 22L END LAT ' 46.97" LONG ' 40.38" EL DEPARTURE SURFACE SLOPE 40:1 T/W J APPROACH RUNWAY PROTECTION ZONE 1,000' x 2,500' x 1,750' PAPI OBSTACLE CLEARANCE SURFACE RETAINING WALL EL ' FENCE EL LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA 223' EMAS MALSR LOCALIZER INNER APPROACH OFZ DEPARTURE RUNWAY PROTECTION ZONE 500' x 1,700' x 1,010' Richmond Ave., Suite 900 Houston, Texas PART 77 APPROACH SURFACE SLOPE 50:1 1,000' x 50,000' x 16,000' THRESHOLD SITING SURFACE SLOPE 34:1 (RUNWAY TYPE 7) PAPI OBSTACLE CLEARANCE SURFACE AIRPORT LAYOUT PLAN RUNWAY 22L DISPLACED THRESHOLD EL ' LINE OF SIGHT 4129 RUNWAY 22L END EL RETAINING WALL EL FENCE EL ' 223' EMAS LOCALIZER EL MALSR (TYP.) 6428 PART 77 APPROACH SURFACE SLOPE 50:1 THRESHOLD SITING SURFACE SLOPE 34:1 DEPARTURE SURFACE SLOPE 40: REVISIONS NO. DESCRIPTION DATE 342' 200' 20 EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE OCTOBER 2015 RS&H PROJECT NUMBER PROPERTY LINE DESCRIPTION EXISTING FUTURE ULTIMATE DESCRIPTION BUILDINGS TO BE REMOVED EXISTING FUTURE ULTIMATE SHEET TITLE RUNWAY SAFETY AREA ROADWAY/PARKING RUNWAY OBJECT FREE AREA RUNWAY OBSTACLE FREE ZONE THRESHOLD LIGHT REIL MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST RUNWAY VISIBILITY ZONE PAPI PRECISION OBSTACLE FREE ZONE ARP RUNWAY PROTECTION ZONE BEACON TAXIWAY SAFETY AREA TAXIWAY OBJECT FREE AREA SEGMENTED CIRCLE WITH LIGHTED WINDCONE 200' 100' 0 200' SHEET NUMBER BUILDING RESTRICTION LINE PART 77 SURFACE AIRFIELD PAVEMENT TREES FENCE POWER POLE HORIZONTAL SCALE 9 OF 19 AIRFIELD PAVEMENT TO BE REMOVED LIGHT POLE 20' 10' 0 20' BUILDINGS OBSTRUCTION 1000 VERTICAL SCALE

168 THRESHOLD SITING SURFACE SLOPE 20:1 (RUNWAY TYPE 3) THRESHOLD SITING SURFACE SLOPE 20:1 (RUNWAY TYPE 3) PART 77 APPROACH SURFACE SLOPE 20:1 500' x 5,000' x 1,500' RUNWAY 4L END LAT ' 05.79" LONG ' 33.07" EL T/W L RUNWAY 22R END LAT ' 37.42" LONG ' 03.81" EL PERIMETER RD. EL PART 77 APPROACH SURFACE SLOPE 20:1 500' x 5,000' x 1,500' U.S. HWY 90 EL RUNWAY PROTECTION ZONE 500' x 1,000' x 700' PERIMETER RD. EL T/W F T/W L RUNWAY PROTECTION ZONE 500' x 1,000' x 700' PAPI OBSTACLE CLEARANCE SURFACE PAPI OBSTACLE CLEARANCE SURFACE U.S. HWY 90 EL ' FENCE EL PERIMETER RD. EL PERIMETER RD. EL ' FENCE EL LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA PERIMETER RD. EL U.S. HWY 90 EL PERIMETER RD. EL T/W J PERIMETER RD. EL T/W J Richmond Ave., Suite 900 Houston, Texas U.S. HWY 90 EL U.S. HWY 90 EL U.S. HWY 90 EL PERIMETER RD. EL PAPI OBSTACLE CLEARANCE SURFACE 10' FENCE EL THRESHOLD SITING SURFACE SLOPE 20:1 PART 77 APPROACH SURFACE SLOPE 20:1 PERIMETER RD. EL PERIMETER RD. EL RUNWAY 4L END EL ' ' 5' LINE OF SIGHT 5' LINE OF SIGHT RUNWAY 22R END EL ' ' PERIMETER RD. EL PERIMETER RD. EL PERIMETER RD. EL THRESHOLD SITING SURFACE SLOPE 20:1 PART 77 APPROACH SURFACE SLOPE 20:1 PAPI OBSTACLE CLEARANCE SURFACE PERIMETER RD. 10' FENCE EL EL AIRPORT LAYOUT PLAN EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE REVISIONS NO. DESCRIPTION DATE OCTOBER 2015 RS&H PROJECT NUMBER PROPERTY LINE DESCRIPTION EXISTING FUTURE ULTIMATE DESCRIPTION BUILDINGS TO BE REMOVED EXISTING FUTURE ULTIMATE SHEET TITLE RUNWAY SAFETY AREA ROADWAY/PARKING RUNWAY OBJECT FREE AREA RUNWAY OBSTACLE FREE ZONE THRESHOLD LIGHT REIL MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST RUNWAY VISIBILITY ZONE PAPI PRECISION OBSTACLE FREE ZONE ARP RUNWAY PROTECTION ZONE BEACON TAXIWAY SAFETY AREA TAXIWAY OBJECT FREE AREA SEGMENTED CIRCLE WITH LIGHTED WINDCONE 200' 100' 0 200' SHEET NUMBER BUILDING RESTRICTION LINE PART 77 SURFACE AIRFIELD PAVEMENT TREES FENCE POWER POLE HORIZONTAL SCALE 10 OF 19 AIRFIELD PAVEMENT TO BE REMOVED LIGHT POLE 20' 10' 0 20' BUILDINGS OBSTRUCTION 1000 VERTICAL SCALE

169 T/W B RUNWAY PROTECTION ZONE 500' x 1,700' x 1,010' SURREY ST. EL U.S. HWY 90 EL LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA 10' FENCE EL U.S. HWY 90 EL T/W M PAPI OBSTACLE CLEARANCE SURFACE Richmond Ave., Suite 900 Houston, Texas DEPARTURE SURFACE SLOPE 40:1 PART 77 APPROACH SURFACE SLOPE 34:1 500' x 10,000' x 3,500' THRESHOLD SITING SURFACE SLOPE 20:1 (RUNWAY TYPE 5) RUNWAY 11 END LAT ' 27.54" LONG ' 53.29" EL AIRPORT LAYOUT PLAN 140 PAPI OBSTACLE CLEARANCE SURFACE 120 THRESHOLD SITING SURFACE SLOPE 20:1 DEPARTURE SURFACE SLOPE 40:1 100 PART 77 APPROACH SURFACE SLOPE 34: U.S. HWY 90 EL U.S. HWY 90 10' FENCE EL EL SURREY ST. EL ' RUNWAY 11 END EL ' LINE OF SIGHT REVISIONS NO. DESCRIPTION DATE 200' EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE OCTOBER 2015 RS&H PROJECT NUMBER PROPERTY LINE DESCRIPTION EXISTING FUTURE ULTIMATE DESCRIPTION BUILDINGS TO BE REMOVED EXISTING FUTURE ULTIMATE SHEET TITLE RUNWAY SAFETY AREA ROADWAY/PARKING RUNWAY OBJECT FREE AREA RUNWAY OBSTACLE FREE ZONE THRESHOLD LIGHT REIL MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST RUNWAY VISIBILITY ZONE PAPI PRECISION OBSTACLE FREE ZONE ARP RUNWAY PROTECTION ZONE BEACON TAXIWAY SAFETY AREA TAXIWAY OBJECT FREE AREA SEGMENTED CIRCLE WITH LIGHTED WINDCONE 200' 100' 0 200' SHEET NUMBER BUILDING RESTRICTION LINE PART 77 SURFACE AIRFIELD PAVEMENT TREES FENCE POWER POLE HORIZONTAL SCALE 11 OF 19 AIRFIELD PAVEMENT TO BE REMOVED LIGHT POLE 20' 10' 0 20' BUILDINGS OBSTRUCTION 1000 VERTICAL SCALE

170 RUNWAY 29 END (E) LAT ' 09.24" LONG ' 55.46" EL RUNWAY 29 END (U) LAT ' 05.85" LONG ' 44.76" EL PAPI OBSTACLE CLEARANCE SURFACE (E) PAPI OBSTACLE CLEARANCE SURFACE (U) T/W B PERIMETER RD. EL PERIMETER RD. EL PERIMETER RD. EL (EST.) RUNWAY PROTECTION ZONE (E) 500' x 1,700' x 1,010' PERIMETER RD. EL (EST.) RUNWAY PROTECTION ZONE (U) 500' x 1,700' x 1,010' LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA 10' FENCE EL (EST.) 10' FENCE EL PERIMETER RD. EL PERIMETER RD. EL (EST.) Richmond Ave., Suite 900 Houston, Texas DEPARTURE SURFACE SLOPE 40:1 (E) PART 77 APPROACH SURFACE SLOPE 34:1 (E) 500' x 10,000' x 3,500' DEPARTURE SURFACE SLOPE 40:1 (U) THRESHOLD SITING SURFACE SLOPE 20:1 (E) (RUNWAY TYPE 5) THRESHOLD SITING SURFACE SLOPE 20:1 (U) (RUNWAY TYPE 5) PART 77 APPROACH SURFACE SLOPE 34:1 (U) 500' x 10,000' x 3,500' 160 AIRPORT LAYOUT PLAN 5' LINE OF SIGHT (U) 5' LINE OF SIGHT (E) RUNWAY 29 END (E) EL ' (E) ' PERIMETER RD. EL PERIMETER RD. EL PERIMETER RD. EL ' FENCE EL RUNWAY 29 END (U) EL (EST.) 200' THRESHOLD SITING SURFACE SLOPE 20:1 (E) ' (U) PART 77 APPROACH SURFACE SLOPE 34:1 (E) PAPI OBSTACLE CLEARANCE SURFACE (E) PERIMETER RD. (U) EL (EST.) 10' FENCE (U) EL (EST.) THRESHOLD SITING SURFACE SLOPE 20:1 (U) PAPI OBSTACLE CLEARANCE SURFACE (U) DEPARTURE SURFACE SLOPE 40:1 (E) PART 77 APPROACH SURFACE SLOPE 34:1 (U) DEPARTURE SURFACE SLOPE 40:1 (U) REVISIONS NO. DESCRIPTION DATE EXISTING GROUND LINE ALONG EXTENDED RUNWAY CENTERLINE OCTOBER 2015 RS&H PROJECT NUMBER PROPERTY LINE DESCRIPTION EXISTING FUTURE ULTIMATE DESCRIPTION BUILDINGS TO BE REMOVED EXISTING FUTURE ULTIMATE SHEET TITLE RUNWAY SAFETY AREA ROADWAY/PARKING RUNWAY OBJECT FREE AREA RUNWAY OBSTACLE FREE ZONE THRESHOLD LIGHT REIL MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST RUNWAY VISIBILITY ZONE PAPI PRECISION OBSTACLE FREE ZONE ARP RUNWAY PROTECTION ZONE BEACON TAXIWAY SAFETY AREA TAXIWAY OBJECT FREE AREA SEGMENTED CIRCLE WITH LIGHTED WINDCONE 200' 100' 0 200' SHEET NUMBER BUILDING RESTRICTION LINE PART 77 SURFACE AIRFIELD PAVEMENT TREES FENCE POWER POLE HORIZONTAL SCALE 12 OF 19 AIRFIELD PAVEMENT TO BE REMOVED LIGHT POLE 20' 10' 0 20' BUILDINGS OBSTRUCTION 1000 VERTICAL SCALE

171 DEPARTURE SURFACE SLOPE 40:1 RUNWAY 22L END LAT ' 46.97" LONG ' 40.38" EL APPROACH RUNWAY PROTECTION ZONE 1,000' x 2,500' x 1,750' LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA RUNWAY PROTECTION ZONE 1,000' x 2,500' x 1,750' RUNWAY 4R END LAT ' 45.22" LONG ' 37.45" EL DEPARTURE RUNWAY PROTECTION ZONE 500' x 1,700' x 1,010' DEPARTURE SURFACE SLOPE 40: Richmond Ave., Suite 900 Houston, Texas ,200' HWY 339 HWY 182 HWY 182 HWY 182 DEPARTURE SURFACE SLOPE 40:1 RAILROAD RAILROAD EL U.S. HWY 90 EL RAILROAD 10' FENCE EL PERIMETER RD. EL LOCALIZER EL RUNWAY 4R END EL ' RUNWAY 22L DISPLACED THRESHOLD EL RUNWAY 22L END EL RETAINING WALL EL FENCE EL BAYOU VERMILION LOCALIZER EL MALSR (TYP.) 10,200' HWY 353 HWY 353 HWY 353 DEPARTURE SURFACE SLOPE 40:1 HWY AIRPORT LAYOUT PLAN REVISIONS NO. DESCRIPTION DATE OCTOBER 2015 RS&H PROJECT NUMBER PROPERTY LINE DESCRIPTION EXISTING FUTURE ULTIMATE DESCRIPTION BUILDINGS TO BE REMOVED EXISTING FUTURE ULTIMATE SHEET TITLE RUNWAY SAFETY AREA ROADWAY/PARKING RUNWAY OBJECT FREE AREA RUNWAY OBSTACLE FREE ZONE THRESHOLD LIGHT REIL MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST RUNWAY VISIBILITY ZONE PAPI PRECISION OBSTACLE FREE ZONE ARP RUNWAY PROTECTION ZONE BEACON TAXIWAY SAFETY AREA TAXIWAY OBJECT FREE AREA SEGMENTED CIRCLE WITH LIGHTED WINDCONE 1,000' 500' 0 1,000' SHEET NUMBER BUILDING RESTRICTION LINE PART 77 SURFACE AIRFIELD PAVEMENT TREES FENCE POWER POLE HORIZONTAL SCALE 13 OF 19 AIRFIELD PAVEMENT TO BE REMOVED LIGHT POLE 100' 50' 0 100' BUILDINGS OBSTRUCTION 1000 VERTICAL SCALE

172 DEPARTURE SURFACE SLOPE 40:1 RUNWAY 29 END (E) LAT ' 09.24" LONG ' 55.46" EL RUNWAY 29 END (U) LAT ' 05.85" LONG ' 44.76" EL LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA RUNWAY PROTECTION ZONE 500' x 1,700' x 1,010' RUNWAY 11 END LAT ' 27.54" LONG ' 53.29" EL RUNWAY PROTECTION ZONE (E) 500' x 1,700' x 1,010' RUNWAY PROTECTION ZONE (U) 500' x 1,700' x 1,010' DEPARTURE SURFACE SLOPE 40:1 (E) DEPARTURE SURFACE SLOPE 40:1 (U) Richmond Ave., Suite 900 Houston, Texas ,200' (E) 999' 10,200' (U) U.S. HWY 167 U.S. HWY ,200' DEPARTURE SURFACE SLOPE 40:1 HWY 182 HWY 182 RAILROAD HWY 729 RAILROAD RAILROAD VERMILION RIVER U.S. HWY 90 EL ' FENCE EL RUNWAY 11 END EL RUNWAY 29 END (E) EL PERIMETER RD. EL ' FENCE EL RUNWAY 29 END (U) EL PERIMETER RD. (U) EL (EST.) ' FENCE (U) EL (EST.) DEPARTURE SURFACE SLOPE 40:1 DEPARTURE SURFACE SLOPE 40:1 (U) AIRPORT LAYOUT PLAN REVISIONS NO. DESCRIPTION DATE OCTOBER 2015 RS&H PROJECT NUMBER PROPERTY LINE DESCRIPTION EXISTING FUTURE ULTIMATE DESCRIPTION BUILDINGS TO BE REMOVED EXISTING FUTURE ULTIMATE SHEET TITLE RUNWAY SAFETY AREA ROADWAY/PARKING RUNWAY OBJECT FREE AREA RUNWAY OBSTACLE FREE ZONE THRESHOLD LIGHT REIL MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST RUNWAY VISIBILITY ZONE PAPI PRECISION OBSTACLE FREE ZONE ARP RUNWAY PROTECTION ZONE BEACON TAXIWAY SAFETY AREA TAXIWAY OBJECT FREE AREA SEGMENTED CIRCLE WITH LIGHTED WINDCONE 1,000' 500' 0 1,000' SHEET NUMBER BUILDING RESTRICTION LINE PART 77 SURFACE AIRFIELD PAVEMENT TREES FENCE POWER POLE HORIZONTAL SCALE 14 OF 19 AIRFIELD PAVEMENT TO BE REMOVED LIGHT POLE 100' 50' 0 100' BUILDINGS OBSTRUCTION 1000 VERTICAL SCALE

173 T/W B (F) 75' DESCRIPTION EXISTING FUTURE ULTIMATE PROPERTY LINE RUNWAY SAFETY AREA RUNWAY OBJECT FREE AREA 60 RUNWAY OBSTACLE FREE ZONE RUNWAY VISIBILITY ZONE 59 PRECISION OBSTACLE FREE ZONE 57 RUNWAY PROTECTION ZONE TAXIWAY SAFETY AREA 56 TAXIWAY OBJECT FREE AREA BUILDING RESTRICTION LINE PART 77 SURFACE AIRFIELD PAVEMENT AIRFIELD PAVEMENT TO BE REMOVED BUILDINGS BUILDINGS TO BE REMOVED ROADWAY/PARKING THRESHOLD LIGHT LAFAYETTE REGIONAL AIRPORT REIL LAFAYETTE, LA 44 PAPI ARP BEACON SEGMENTED CIRCLE WITH LIGHTED WINDCONE TREES FENCE X XX POWER POLE 'ASRCRITICALAREA 76 T-HANGARS (F) LIGHT POLE Richmond Ave., Suite 900 Houston, Texas ' FIUTURE AIRPORT PARKING 6 APRON TIEDOWNS (E) 405' 75' 30' AIRPORT LAYOUT PLAN ' HANGAR DEVELOPMENT (F) TIEDOWNS (E) GENERAL AVIATION AUTO PARKING (F) 330' T/L (F) 199' ' 50' 292' 421' NEW TERMINAL (F) APRON 112.5'(E) 105' 20' T/W F (F) REVISIONS NO. DESCRIPTION DATE 85.5'(E) 30' 75' 284' 333' 50' 97' TERMINAL SUPPORT (F) 1 333' 112.5'(F) 78' 20' 390' (E) 400' (F) 495' 30' 75' (F) 75' 190' T/L A (F) 85.5'(F) RON PARKING (F) 75' 50' 20' 300' OCTOBER 2015 DEICING AREA 363' RS&H PROJECT NUMBER ' 30' 75' T/W B (E) SHEET TITLE 30' 75' 30' 75' BELL HELICOPTER (F) 85.5' 129.5' 30' 75' 30' 50' 400' 25' 148' 25' 30' 75' 30' MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST 150' 75' 0 150' SHEET NUMBER 15 OF 19

174 85.5' 20' 20' 150' 30' BELL HELICOPTER (F) 85.5' 129.5' 30' 75' 30' 50' 400' 25' 148' 25' DESCRIPTION PROPERTY LINE RUNWAY SAFETY AREA RUNWAY OBJECT FREE AREA RUNWAY OBSTACLE FREE ZONE RUNWAY VISIBILITY ZONE PRECISION OBSTACLE FREE ZONE RUNWAY PROTECTION ZONE TAXIWAY SAFETY AREA EXISTING FUTURE ULTIMATE TAXIWAY OBJECT FREE AREA PHI FUELING 74 BUILDING RESTRICTION LINE PART 77 SURFACE 77 AIRFIELD PAVEMENT HELIPADS 27 CORPORATE HANGAR DEVELOPMENT (F) ARFF (F) AIRFIELD PAVEMENT TO BE REMOVED BUILDINGS BUILDINGS TO BE REMOVED ROADWAY/PARKING THRESHOLD LIGHT REIL LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA 21 20' 20' T/W F (F) 300' (F) 240' (E) PAPI ARP BEACON ATCT ON TOP OF BUILDING (AIRPORT BEACON ON TOP OF ATCT) ' 30' 30' 75' SEGMENTED CIRCLE WITH LIGHTED WINDCONE TREES FENCE X XX POWER POLE LIGHT POLE Richmond Ave., Suite 900 Houston, Texas ' AIRPORT LAYOUT PLAN 529' 129.5' 25' 25' 908' REVISIONS APRON NO. DESCRIPTION DATE 90' 30' 30' 90' 30' 30' GLIDE SLOPE CRITICAL AREA OCTOBER 2015 RS&H PROJECT NUMBER SHEET TITLE MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST SHEET NUMBER AIRPORT LAKE 16 OF ' 75' 0 150'

175 N W E S LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA Richmond Ave., Suite 900 Houston, Texas T/L T/W A B AIRPORT LAYOUT PLAN REVISIONS NO. DESCRIPTION DATE ASOS OCTOBER 2015 RS&H PROJECT NUMBER SHEET TITLE SHEET NUMBER 17 OF 19

176 PROGRESSIVE BAPTIST CHURCH IMMACULATE HEARTOF MARY CATHOLIC CHURCH AND SCHOOL DESCRIPTION PA DAVIS PARK EXISTING FUTURE PROPERTY LINE RUNWAY PROTECTION ZONE BUILDING RESTRICTION LINE PART 77 SURFACE ULTIMATE AIRFIELD PAVEMENT AIRFIELD PAVEMENT TO BE REMOVED BUILDINGS BUILDINGS TO BE REMOVED ROADWAY/PARKING GETHSEMANE CHURCH AND GETHSEMANI CHRISTIAN ACADEMY THRESHOLD LIGHT REIL PAPI XX BEACON OAKBOURNE COUNTRY CLUB SEGMENTED CIRCLE LAFAYETTE REGIONAL AIRPORT WITH LIGHTED WINDCONE X FENCE PAUL BREAUX MIDDLE SCHOOL LAFAYETTE, LA ON-AIRPORT LAND-USE LEGEND AIR OPERATIONS AREA AVIATION RELATED HENRY HEYMANN PARK LAFAYETTE CHARTER HIGH SCHOOL PASSENGER TERMINAL AREA PHI ST. PATRICK'S CHURCH AIR CARGO AIRPORT SUPPORT GENERAL AVIATION NON-AVIATION / COMMERCIAL Richmond Ave., Suite 900 Houston, Texas MILITARY GOVERNMENT / INSTITUTIONAL BEAVER PARK PARKS / RECREATION TTE AYE TIN MAR ST. ISH PAR OPEN / BUFFER LAND ACQUISTION 65 DNL NOISE CONTOUR SOURCE: ON-AIRPORT LAND USE FROM PREVIOUS ALP DATED OCTOBER, T/L A (E ) T/ W F (F ) 65 D N L LAF ISH PAR OFF-AIRPORT LAND-USE LEGEND COMMERCIAL - HEAVY INDUSTRIAL - LIGHT RESIDENTIAL - SINGLE FAMILY T/W RESIDENTIAL - MIXED B SOURCE: LAFAYETTE CONSOLIDATED GOVERNMENT ZONING MAP. AIRPORT LAYOUT PLAN EPISCOPAL SCHOOL OF ACADIANA DN L REVISIONS NO. DESCRIPTION DATE 65 NOTE: THE LADOTD HAS PLANS TO UPGRADE STATE ROUTE 90 THAT WOULD IMPACT TIME THAT ENVIRONMENTAL DOCUMENTATION FOR THE FUTURE ROADWAY IS PREPARED, COORDINATION WITH THE FAA WILL BE REQUIRED RELATIVE TO ANY LAND USE CHANGES WITHIN THE RUNWAY 11 RPZ. OCTOBER 2015 ZONING RESTRICTIONS LAFAYETTE CITY-PARISH CONSOLIDATED GOVERNMENT, LOUISIANA - CODE OF ORDINANCES; PART II-CODE OF ORDINANCES; CHAPTER 26-DEVELOPMENT REGULATIONS; ARTICLE X-AIRPORT ZONING RESTRICTIONS; DIVISION 3-LAFAYETTE MUNICIPAL AIRPORT AND DIVISION 4 - LAFAYETTE MUNICIPAL AIRPORT (UNINCORPORATED AREAS), ADOPTED MARCH 28, 1961, AS RESTRICTIONS APPLY INCLUDING LAND USE RESTRICTIONS FOR ELECTRONIC INTERFERENCE, GLARE, AND VISIBILITY. BLUE CLIFF COLLEGE RS&H PROJECT NUMBER SHEET TITLE SH IN PARISH TTE PARI ST. MART LAFAYE MAGNETIC DECLINATION SHEET NUMBER AUGUST, OF ' 300' 0 600'

177 DESCRIPTION EXISTING FUTURE ULTIMATE PROPERTY LINE RUNWAY PROTECTION ZONE PART 77 SURFACE AIRFIELD PAVEMENT AIRFIELD PAVEMENT TO BE REMOVED BUILDINGS BUILDINGS TO BE REMOVED ROADWAY/PARKING FENCE X XX LAFAYETTE REGIONAL AIRPORT LAFAYETTE, LA Richmond Ave., Suite 900 Houston, Texas T/L A T/W B RWY 11/29 5,401' x 148' (E) 6,400' x 148' (U) ( ) RWY 4L/22R 4,099' x 75' (38.76 ) RWY 4R/22L 8,001' x 150' (38.75 ) AIRPORT LAYOUT PLAN REVISIONS NO. DESCRIPTION DATE OCTOBER 2015 RS&H PROJECT NUMBER SHEET TITLE MAGNETIC DECLINATION 0 38' EAST AUGUST, 2015 ANNUAL CHANGE 0 7' WEST SHEET NUMBER 19 OF ' 250' 0 500'