appendix a glossary of terms and acronyms...lake county airport a‐2 master plan update appendix a...

Appendix A – Glossary of Terms and Acronyms

LAKE COUNTY AIRPORT MASTER PLAN UPDATE

Lake County Airport A‐1 Master Plan Update

Appendix A – Glossary of Terms

Appendix A

GLOSSARY Lake County AirportMaster Plan Update

DEFINITIONS

ABOVE GROUND LEVEL. The elevation of a point or surface above the ground.

ACCELERATE – STOP DISTANCE AVAILABLE (ASDA). See declared distances

ADVISORY CIRCULAR. External publication issued by the FAA consisting of non‐regulatory material

providing for the recommendations relative to a policy, guidance and information relative to a specific

aviation subject.

AIR CARRIER. An operator, which: (1) performs at least five round trips per week between two or

more points and publishes flight schedules which specifies the times, days of the week, and places

between which such flights are performed; or (2) transport mail by air pursuant to a current contract with

the U.S. Postal Service. Certified in accordance with Federal Aviation Regulation (FAR) Parts 121 and 127.

AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC). A facility established to provide air traffic

control service to an aircraft operating on an IFR flight plan within controlled airspace and principally

during the enroute phase of flight.

AIR TAXI. An air carrier certificated in accordance with FAR Part 135 and authorized to provide, on

demand, public transportation of persons and property by aircraft. Generally operates small aircraft for

hire for specific trips.

AIR TRAFFIC CONTROL FACILITIES (ATC-F). Electronic equipment and buildings aiding air traffic

control (ATC)‐ for communications, surveillance of aircraft including weather detection and advisory

systems.

AIRCRAFT. An aircraft is a device that is used or intended to be used for flight in the air.

AIRCRAFT APPROACH CATEGORY. A grouping of aircraft based on 1.3 times the stall speed in

their maximum certificated landing weight. The categories are as follows:

Category A: Speed less than 91 knots. Category B: Speed 91 knots or more, but less than 121 knots. Category C: Speed 121 knots or more, but less than 141 knots. Category D: Speed 141 knots or more, but less that 166 knots. Category E: Speed greater than 166 knots.



AIRCRAFT OPERATION. The landing, takeoff, or touch‐and‐go procedure by an aircraft on a runway

at an airport.

AIRCRAFT OPERATIONS AREA (AOA). A restricted and secure area on the airport property

designed to protect all aspects related to aircraft operations.

AIRFIELD. The portion of an airport which contains the facilities necessary for the operation of aircraft.

AIRPLANE. An engine‐driven fixed‐wing aircraft heavier than air that is supported in flight by the

dynamic reaction of the air against its wings.

AIRPLANE DESIGN GROUP (ADG). A grouping of aircraft based upon relative wingspan or tail

height (whichever is most demanding). The groups are as follows:

Group Tail Height (ft) Wingspan (ft) 1 <20 <49 II 20 - <30 49 - <79 III 30 - <45 79 - <118 IV 45 - <60 118 - <171 V 60 - <66 171 - <214 VI 66 - <80 214 - <262

AIRPORT. An airport is an area of land or water that is used or intended to be used for the landing

and takeoff of aircraft, and includes its buildings and facilities, if any.

AIRPORT BEACON. A navigational aid located at an airport which displays a rotating light beam to

identify whether an airport is lighted.

AIRPORT ELEVATION. The highest point on an airport’s usable runway expressed in feet above mean

sea level (MSL).

AIRPORT IMPROVEMENT PROGRAM. A program authorized by the Airport and Airway

Improvement Act of 1982 that provides funding for airport planning and development.

AIRPORT LAYOUT DRAWING (ALD). The drawing of the airport showing the layout of existing and

proposed airport facilities.

AIRPORT LAYOUT PLAN (ALP). A scaled drawing of the existing and planned land and facilities

necessary for the operation and development of the airport.

AIRPORT LAYOUT PLAN DRAWING SET. A set of technical drawings depicting the current and

future airport conditions. The FAA required drawings include the Airport Layout Plan, the Airport Airspace

Drawing, and the Inner Portion of the Approach Surface Drawing, On‐Airport Land Use Drawing, and

Property Map.



AIRPORT MOVEMENT AREA SAFETY SYSTEM. A system that provides automated alerts and

warnings of potential runway incursions or other hazardous aircraft movement events.

AIRPORT OBSTRUCTION CHART. A scaled drawing depicting the Federal Aviation Regulation (FAR)

Part 77 surfaces, a representation of objects that penetrate these surfaces, runway, taxiway and ramp

areas, navigational aids, buildings, roads and other details in the vicinity of the airport.

AIRPORT REFERENCE CODE (ARC). A coding system used to relate airport design criteria to the

operational (Aircraft Approach Category) to the physical characteristics (Airplane Design Group) of the

airplanes intended to operate at the airport.

AIRPORT REFERENCE POINT (ARP). The latitude and longitude of the approximate center of the

airport.

AIRPORT TRAFFIC CONTROL TOWER (ATCT). A central operations facility in the terminal air

traffic control system, consisting of a tower, including an associated instrument flight rule (IFR) room if

radar equipped, using air/ground communications and/or radar, visual signaling, and other devices to

provide safe and expeditious movement of terminal air traffic.

AIRSIDE. The portion of an airport that contains facilities necessary for the operation of aircraft.

AIRSPACE. The volume of space above the surface of the ground that is provided for the operation of

aircraft.

ALERT AREA. See special‐use airspace.

ALTITUDE. The vertical distance measured in feet above mean sea level.

ALIGNED TAXIWAY. A taxiway with its centerline aligned with a runway centerline. Sometimes

referred to as an “inline taxiway.”

APPROACH PROCEDURE WITH VERTICAL GUIDANCE (APV). An Instrument Approach

Procedure (IAP) providing both vertical and lateral electronic guidance.

ANNUAL INSTRUMENT APPROACH (AIA). An approach to an airport with the intent to land by an

aircraft in accordance with an IFR flight plan when visibility is less than three miles and/or when the ceiling

is at or below the minimum initial approach altitude.

APPROACH LIGHTING SYSTEM (ALS). An airport lighting facility, which provides visual guidance

to landing aircraft by radiating light beams by which the pilot aligns the aircraft with the extended

centerline of the runway on his/her final approach and landing.

APPROACH MINIMUMS. The altitude below which an aircraft may not descend while on an IFR

approach unless the pilot has the runway in sight.



APPROACH SURFACE. An imaginary obstruction limiting surface defined in FAR Part 77 which is

longitudinally centered on an extended runway centerline and extends outward and upward from the

primary surface at each end of a runway at a designated slope and distance based upon the type of

available or planned approach by aircraft to a runway.

APPROACH SURFACE BASELINE (ASBL). A horizontal line tangent to the surface of the earth at

the runway threshold aligned with the final approach course.

APRON. A specified portion of the airfield used for passenger, cargo or freight loading and unloading,

aircraft parking, and the refueling, maintenance and servicing of aircraft.

AREA NAVIGATION. The air navigation procedure that provides the capability to establish and

maintain a flight path on an arbitrary course that remains within the coverage area of navigational sources

being used.

AUTOMATIC DIRECTION FINDER (ADF). An aircraft radio navigation system, which senses and

indicates the direction to a non‐directional radio beacon (NDB) ground transmitter.

AUTOMATED SURFACE OBSERVATION SYSTEM (ASOS). A reporting system that provides

frequent airport ground surface weather observation data through digitized voice broadcasts and printed

reports.

AUTOMATED WEATHER OBSERVATION STATION (AWOS). Equipment used to automatically

record weather conditions (i.e. cloud height, visibility, wind speed and direction, temperature, dew‐point,

etc.).

AUTOMATED TERMINAL INFORMATION SERVICE (ATIS). The continuous broadcast of

recorded non‐control information at towered airports. Information typically includes wind speed,

direction and active runway.

AVIGATION EASMENT. A contractual right or a property interest in land over which a right of

unobstructed flight in the airspace is established.

AZIMUTH. Horizontal direction expressed as the angular distance between true north and the direction

of a fixed point (as the observer’s heading).

BASE LEG. A flight path at right angles to the landing runway off its approach end. The base leg

normally extends from the downwind leg to the intersection of the extended runway centerline. See

Traffic Pattern.

BASED AIRCRAFT. The general aviation aircraft that uses a specific airport as a home base.

BEARING. The horizontal direction to or from any point, usually measured clockwise from true north

or magnetic north.



BLAST FENCE. A barrier used to divert or dissipate jet blast or propeller wash.

BLAST PAD. A prepared surface adjacent to the end of a runway for the purpose of eliminating the

erosion of the ground surface by the wind forces produced by airplanes at the initiation of takeoff

operations.

BUILDING RESTRICTION LINE (BRL). A line that identifies suitable building area locations on the

airport.

BYPASS TAXIWAY. A taxiway used to reduce aircraft queuing demand by providing multiple takeoff

points.

CAPITAL IMPROVEMENT PLAN. The planning program used by the FAA to identify, prioritize, and

distribute funds for airport development and the needs of the National Airspace System to meet

specified national goals and objectives.

CATEGORY-I (CAT-I). An instrument approach or approach and landing with a Height Above Threshold

(HATh) or minimum descent altitude not lower than 200 ft (60 m) and with either a visibility not less than

½ statute mile (800m), or a runway visual range not less than 1800 ft (550m).

CATEGORY-II (CAT-II). An instrument approach or approach and landing with a Height Above

Threshold (HATh) lower than 200 ft (60 m) but not lower than 100 ft (30 m) and a runway visual range not

less than 1200 ft (350m).

CATEGORY-III (CAT-III). An instrument approach or approach and landing with a Height Above

Threshold (HATh) lower than 100 ft (30m), or no HATh, or a runway visual range less than 1200 ft (350m).

CEILING. The height above the ground surface to the location of the lowest layer of clouds which is

reported as either broken or overcast.

CIRCLING APPROACH. A maneuver initiated by the pilot to align the aircraft with the runway for

landing when flying a predetermined circling instrument approach under IFR.

CLASS A AIRSPACE. See Controlled Airspace.

CLASS B AIRSPACE. See Controlled Airspace.

CLASS C AIRSPACE. See Controlled Airspace.

CLASS D AIRSPACE. See Controlled Airspace.

CLASS E AIRSPACE. See Controlled Airspace.

CLASS G AIRSPACE. See Controlled Airspace.



CLEARWAY (CYW). A defined rectangular area beyond the end of the runway cleared or suitable for

use in lieu of runway to satisfy takeoff distance requirements.

COMMON TRAFFIC ADVISORY FREQUENCY. A radio frequency identified in the appropriate

aeronautical chart which is designated for the purpose of transmitting airport advisory information and

procedures while operating to and from an uncontrolled airport.

COMPASS LOCATOR (LOM). A low power, low/medium frequency radio‐beacon installed in

conjunction with the instrument landing system at one or two or the marker sites.

CONICAL SURFACE. An imaginary obstruction‐limiting surface defined in FAR Part 77 that extends

from the edge of the horizontal surface outward and upward at a slope of 20 to 1 for a horizontal distance

of 4,000 feet.

CONTROLLED AIRPORT. An airport that has an operating airport traffic control tower.

CONTROLLED AIRSPACE. Airspace of defined dimensions within which air traffic control services

are provided to instrument flight rules (IFR) and visual flight rules (VFR) flights in accordance with the

airspace classification. Controlled airspace in the United States is designated as follows.

CLASS A. The airspace from 18,000 feet mean sea level (MSL) up to but not including

60,000 MSL (flight level FL600).

CLASS B. Generally, the airspace from the surface to 10,000 feet MSL surrounding the

nation’s busiest airports. The configuration of Class B airspace is unique to each airport,

but typically consists of two or more layers of airspace and is designed to contain all

published instrument approach procedures to the airport. An air traffic control clearance

is required for all aircraft to operate in the area.

CLASS C. Generally, the airspace from the surface to 4,000 feet above the airport

elevation (charted as MSL) surrounding those airports that have an operational control

tower and radar approach and are served by a qualifying number of IFR operations or

passenger enplanements. Although individually tailored for each airport, Class C airspace

typically consists of a surface area with a five nautical miles (nm) radius and an outer area

with a 10 nm radius that extends from 1,200 feet to 4,000 feet above the airport

elevation. Two‐way radio communication is required for all aircraft.

CLASS D. Generally, that airspace from the surface to 2,500 feet above the airport

elevation (charted as MSL) surrounding those airports that have an operational control

tower. Class D airspace is individually tailored and configured to encompass published

instrument approach procedures. Unless otherwise authorized, all persons must

establish two‐way radio communications.



CLASS E. Generally, controlled airspace not classified as Class A, B, C or D. Class E

airspace extends upward from either the surface or a designated altitude to the overlying

or adjacent controlled airspace. When designated as a surface area, the airspace will be

configured to contain all instrument procedures. Class E airspace encompasses all Victor

Airways. Only aircraft following instrument flight rules are required to establish two‐way

radio communications with air traffic control.

CLASS G. Generally, that airspace not classified as Class A, B, C, D or E. Class G airspace

extends from the surface to the overlying Class E airspace

CONTROLLED FIRING AREA. See special‐use airspace.

CROSSWIND. Wind flow that is not parallel to the runway of the flight of an aircraft.

CROSSWIND COMPONENT. The component of wind that is at a right angle to the runway centerline

or the intended flight path of an aircraft.

CROSSWIND LEG. A flight path at right angles to the landing runway off its upwind end. See Traffic

Pattern.

DECIBEL. A unit of noise representing a level relative to a reference of a sound pressure 20 micro

newtons per square meter.

DECISION HEIGHT. The height above the end of the runway surface at which a decision must be made

by a pilot during the ILS or Precision Approach Radar approach to either continue the approach or to

execute a missed approach.

DECLARED DISTANCES. The distances declared available for the airplane’s takeoff run, takeoff

distance, accelerate‐stop distance and landing distance requirements. The distances are:

TAKEOFF RUN AVAILABLE (TORA). The runway length declared available and

suitable for the ground run of an airplane taking off.

TAKEOFF DISTANCE AVAILABLE (TODA). The TORA plus the length of any

remaining runway and/or clearway beyond the far end of the TORA.

ACCELERATE – STOP DISTANCE AVAILABLE (ASDA). The runway plus

stopway length declared available for the acceleration and deceleration of an aircraft

aborting a takeoff.

LANDING DISTANCE AVAILABLE (LDA). The runway length declared available

and suitable for landing.



DESIGN AIRCRAFT. An aircraft with characteristics that determine the application of airport design

standards for a specific runway, taxiway, taxilane, apron, or other facility (such as Engineered Materials

Arresting System [EMAS]). This aircraft can be a specific aircraft model or a composite of several aircraft

using, expected, or intended to use the airport or part of the airport. (Also called “critical aircraft” or

“critical design aircraft.”)

DISPLACED THRESHOLD. A threshold that is located at a point on the runway other than the

designated beginning of the runway.

DISTANCE MEASURING EQUIPMENT (DME). Equipment (airborne and ground) used to measure,

in nautical miles, the slant range distance of an aircraft from the DME navigational aid.

DNL. The 24‐hour average sound level, in A‐weighed decibels, obtained after the addition of ten decibels

to sound levels for the periods between 10 pm and 7 am as averaged over a span of one year. It is the

FAA standard metric for determining the cumulative exposure of individuals to noise.

DOWNWIND LEG. A flight path parallel to the landing runway in the direction opposite to landing. The

downwind leg normally extends between the crosswind leg and the base leg. Also see Traffic Pattern.

EASEMENT. The legal right of one party to use a portion of the total rights in real estate owned by

another party. This may include the right of passage over, on or below property; certain air rights above

property, including view rights; and the rights to any specified form of development or activity, as well as

any other legal rights in the property that may be specified in the easement document.

END-AROUND TAXIWAY (EAT). A taxiway crossing the extended centerline of a runway, which does

not require specific clearance from air traffic control (ATC) to cross the extended centerline of the runway.

ENPLANED PASSENGERS. The total number of revenue passengers boarding aircraft, including

originating, stop‐over, and transfer passengers, in scheduled and non‐scheduled services.

ENPLANMENT. The boarding of a passenger, cargo, freight or mail on an aircraft at an airport.

ENTITLEMENT. Federal funds for which a commercial service airport may be eligible based upon its

annual passenger enplanements.

ENTRANCE TAXIWAY. A taxiway designed to be used by an aircraft entering a runway. Entrance

taxiways may also be used to exit a runway.

EXIT TAXIWAY. A taxiway designed to be used by an aircraft only to exit a runway.

ENVIRONMENTAL ASSESSMENT (EA). An environmental analysis performed pursuant to the

National Environmental Policy Act to determine whether an action would significantly affect the

environment and thus require a more detailed environmental impact assessment.



ENVIRONMENTAL AUDIT. An assessment of the current status of a party’s compliance with applicable

environmental requirements of a party’s environmental compliance policies, practices and controls.

FEDERAL AVIATION REGULATIONS. The general and permanent rules established by the executive

departments and agencies of the Federal Government for aviation, which are published in the Federal

Register. These are aviation subset of the Code of Federal Regulations.

FINAL APPROACH. A flight path in the direction of landing along the extended runway centerline.

The final approach normally extends from the base leg to the runway. See Traffic Pattern

FINAL APPROACH AND TAKEOFF AREA (FATO). A defined area over which the final phase of

the helicopter approach to a hover, or a landing is completed and from which takeoff is initiated.

FINAL APPROACH FIX. The designated point at which the final approach segment for an aircraft

landing on a runway begins for a non‐precision approach.

FIXED BASE OPERATOR (FBO). An FBO typically offers the following services (or a combination

thereof): aircraft charter operation, aircraft rental, aircraft storage, flight training, aircraft sales/leasing,

aircraft component maintenance, aircraft parts sales, and aircraft maintenance.

FLIGHT SERVICE STATION. An operations facility in the national flight advisory system which utilizes

data interchange facilities for the collection and dissemination of Notices to Airmen, weather, and

administrative data and which provides pre‐flight and in‐flight advisory services to pilots through air and

ground based communication facility.

FRANGIBLE NAVAID. A navigational aid which retains its structural integrity and stiffness up to a

designated maximum load, but on impact from a greater load, breaks, distorts, or yields in such a manner

as to present the minimum hazard to aircraft.

GENERAL AVIATION. That portion of civil aviation that encompasses all facets of aviation except air

carriers holding a certificate of convenience and necessity, and large aircraft commercial operators.

GENERAL AVIATION AIRPORT. An airport that provides air service to only general aviation.

GLIDE PATH ANGLE (GPA). The GPA is the angle of the final approach descent path relative to the

approach surface baseline.

GLIDE PATH QUALIFICATION SURFACE (GQS). An imaginary surface extending from the runway

threshold along the runway centerline extended to the Decision Altitude (DA) point.

GLIDE SLOPE (GS). Provides vertical guidance for aircraft during approach and landing. The glide

slope consists of 1) electronic components emitting signals which provide vertical guidance by reference

to airborne instruments during instrument approaches such as ILS; or 2) visual ground aids, such as VASI,

which provide vertical guidance for VFR approach or for the visual portion of an instrument approach and

landing.



GLOBAL POSITIONING SYSTEM (GPS). A system of 24 satellites used as reference points to enable

navigators equipped with GPS receivers to determine their latitude, longitude and altitude.

HAZARD to AIR NAVIGATION. An existing or proposed object that the FAA, as a result of an

aeronautical study, determines will have a substantial adverse effect upon the safe and efficient use of

navigable airspace by aircraft, operation of air navigation facilities, or existing or potential airport capacity.

HEIGHT ABOVE THRESHOLD (HATh). The height of the Decision Altitude (DA) above the threshold.

HELIPAD. A designated area for the takeoff, landing and parking of helicopters.

HIGH INTENSITY RUNWAY LIGHTS. The highest classification in terms of intensity or brightness for

lights designated for use in delineating the sides of a runway.

HIGH-SPEED EXIT TAXIWAY. A long radius taxiway designed to expedite aircraft turning off the

runway after land (at speeds up to 60 knots), thus reducing runway occupancy time.

HORIZONTAL SURFACE. An imaginary obstruction‐limiting surface defined in FAR Part 77 that is

specified as a portion of a horizontal plane surrounding a runway located 150 feet above the established

airport elevation. The specific horizontal dimensions of this surface are a function of the types of

approaches existing or planned for the runway.

INITIAL APPROACH FIX. The designated point at which the initial approach segment begins for an

instrument approach to a runway.

INSTRUMENT APPROACH PROCEDURE. A series of predetermined maneuvers for the orderly

transfer of an aircraft under instrument flight conditions from the beginning of the initial approach to a

landing or to a point from which a landing may be made visually.

INSTRUMENT FLIGHT RULES (IFR). Rules governing the procedures for conducting instrument

flight. Also a term used by pilots and controllers to indicate type of flight plan.

INSTRUMENT LANDING SYSTEM (ILS). A precision instrument approach system, which normally

consists of the following electronic components and visual aids: 1) localizer, 2) glide slope, 3) outer marker,

4) middle marker and 5) approach lights.

INSTRUMENT METEOROLOGICAL CONDITIONS. Meteorological conditions expressed in terms

of specific visibility and ceiling conditions that are less than the minimums specified for visual

meteorological conditions.

ITINERANT OPERATIONS. All aircraft operations other than local operations.

KNOTS. A unit of speed length used in navigation that is equivalent to the number of nautical miles

traveled in one hour.



LANDSIDE. The portion of an airport that provides the facilities necessary for the processing of

passengers, cargo, freight and ground transportation vehicles.

LANDING DISTANCE AVAILABLE (LDA). See declared distances.

LARGE AIRPLANE. An airplane that has a maximum certified takeoff weight in excess of 12,500

pounds.

LOCAL AREA AUGMENTATION SYSTEM. A differential GPS system that provides localized

measurement correction signals to the basic GPS signals to improve navigational accuracy, integrity,

continuity and availability.

LOCAL OPERATIONS. Aircraft operations performed by aircraft that are based at the airport and that

operate in the local traffic pattern or within sight of the airport, that are known to be departing for or

arriving from flights in local practice areas within a prescribed distance from the airport, or that execute

simulated instrument approaches at the airport.

LOCAL TRAFFIC. Aircraft operating in the traffic pattern or within site of the tower, or aircraft known

to be departing or arriving from the local practice areas, or aircraft executing practice instrument

approach procedures. Typically, this includes touch‐and‐go training operations.

LOCALIZER. The component of an ILS, which provides course guidance to the runway.

LOCALIZER TYPE DIRECTIONAL AID (LDA). A facility of comparable utility and accuracy to a

localizer, but is not part of a complete ILS and is not aligned with the runway.

LORAN. Long range navigation, an electronic navigational aid which determines aircraft position and

speed by measuring the difference in the time of reception of synchronized pulse signals from two fixed

transmitters. Loran is used for en route navigation.

LOW IMPACT RESISTANT (LIR) SUPPORT. A support designed to resist operational and

environmental static loads and fail when subjected to a shock load such as that from a colliding aircraft.

LOW INTENSITY RUNWAY LIGHTS. The lowest classification in terms of intensity or brightness for

lights designated for use in delineating the sides of a runway.

MAIN GEAR WIDTH (MGW). The distance from the outer edge to outer edge of the widest set of main

gear tires.

MEDIUM INTENSITY RUNWAY LIGHTS. The middle classification in terms of intensity or brightness

for lights designated for use in delineating the sides of a runway.

MICROWAVE LANDING SYSTEM (MLS). An instrument approach and landing system that provides

precision guidance in azimuth, elevation, and distance measurement.



MILITARY OPERATIONS AREA (MOA). See special‐use airspace.

MILITARY TRAINING ROUTE. An air route depicted on aeronautical charts for the conduct of military

flight training at speeds above 250 knots.

MISSED APPROACH COURSE (MAC). The flight route to be followed if, after an instrument

approach, a landing is not effected, and occurring normally when the aircraft has descended to the

decision height and has not established visual contact or when directed by air traffic control to pull up or

to go around again.

MODIFICATION to STANDARDS. Any approved nonconformance to FAA standards, other than

dimensional standards for Runway Safety Areas (RSAs), applicable to an airport design, construction, or

equipment procurement project that is necessary to accommodate an unusual local condition for a

specific project on a case‐by‐case basis while maintaining an acceptable level of safety.

MOVEMENT AREA. The runways, taxiways, and other areas of an airport which are utilized for

taxiing/hover taxiing, air taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and parking

areas. At those airports with a tower, air traffic control clearance is required for entry onto the movement

area.

NATIONAL AIRSPACE SYSTEM. The network of air traffic control facilities, air traffic control areas,

and navigational facilities through the US.

NATIONAL PLAN OF INTEGRATED AIRPORT SYSTEMS. The national airport system plan

developed by the Secretary of Transportation on a bi‐annual basis for the development of public use

airports to meet national air transportation needs.

NAUTICAL MILE. A unit of length used in navigation which is equivalent to the distance spanned by

one minute of arc in latitude, that is, 1,852 meters or 6,076 feet. It is equivalent to approximately 1.15

statute mile.

NAVAID. A term used to describe any electrical or visual air navigational aid, light, sign, and associated

supporting equipment.

NOISE CONTOUR. A continuous line on a map of the airport vicinity connecting all points of the same

noise exposure level.

NONDIRECTIONAL BEACON (NDB). A beacon transmitting nondirectional signals whereby the pilot

of an aircraft equipped with direction finding equipment can determine his/her bearing to and from the

radio beacon and home on, or track to, the station. When the radio beacon is installed in conjunction

with the Instrument Landing System marker, it is normally called a compass locator.

NONPRECISION APPROACH PROCEDURE. A standard instrument approach procedure in which

no electronic glide slope is provided, such as VOR, TACAN, NDB or LOC.



OBJECT FREE AREA (OFA). An area on the ground centered on a runway, taxiway or taxilane

centerline provided to enhance the safety of aircraft operations by having the area free of objects, except

for objects that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes.

OBSTACLE FREE ZONE (OFZ). The airspace below 150 feet above the established airport elevation

and along the runway and extended runway centerline that is required to be kept clear of all objects,

except for frangible visual NAVAIDs that need to be located in the OFZ because of their function, in order

to provide clearance for aircraft landing or taking off from the runway, and for missed approaches.

OPERATION. A takeoff or landing.

OUTER MARKER (OM). An ILS navigation facility in the terminal area navigation system located four

to seven miles from the runway edge on the extended centerline indicating to the pilot that he/she is

passing over the facility and can begin final approach.

PILOT CONTROLLED LIGHTING. Runway lighting systems at an airport that are controlled by

activating the microphone of a pilot on a specified radio frequency.

PRECISION APPROACH. A standard instrument approach procedure, which provides runway

alignment and glide slope (descent) information. It is categorized as follows:

CATEGORY I. A precision approach which provides for approaches with a decision

height of not less than 200 feet and visibility not less than ½ mile or Runway Visual Range

(RVR) 2400 with operative touchdown zone and runway centerline lights.

CATEGORY II. A precision approach, which provides for approaches with a decision

height of not less than 100 feet and visibility not less that 1200 feet RVR.

CATEGORY III. A precision approach, which provides for approaches with minima less

than Category II.

PRECISION APPROACH PATH INDICATOR (PAPI). A lighting system providing visual approach

slope guidance to aircraft during a landing approach. It is similar to a Visual Approach Slope Indicator

(VASI) but provides a sharper transition between the colored indicator lights.

PRECISION OBJECT FREE ZONE (POFZ). An area centered on the extended runway centerline,

beginning at the runway threshold and extending behind the runway threshold that is 200 feet long by

800 feet wide. The POFZ is a clearing standard, which requires the POFZ to be kept clear of above ground

objects protruding above the runway safety area edge elevation (except for NAVAIDs). The POFZ applies

to all new authorized instrument approach procedures with less than ¾ mile visibility.

PRIMARY AIRPORT. A commercial service airport that enplanes at least 10,000 annual passengers.



PRIMARY SURFACE. An imaginary obstruction limiting surface defined in FAR Part 77 that is specified

as a rectangular surface longitudinally centered about a runway. The specific dimensions of this surface

are a function of the types of approaches existing or planned for the runway.

PROHIBITED AREA. See special‐use airspace.

REMOTE TRANSMITTER / RECEIVER (RTR). See remote communications outlet. RTRs serve

ARTCCs.

RELIEVER AIRPORT. An airport to serve general aviation aircraft, which might otherwise use a

congested air‐carrier served airport.

RESTRICTED AREA. See special‐use airspace.

RNAV. Area Navigation – airborne equipment, which permits flights over determined tracks within

prescribed accuracy tolerances without the need to overfly ground‐based navigation facilities. Used en

route and for approaches to an airport.

RUNWAY. A defined rectangular area on an airport prepared for an aircraft landing and taking off.

Runways are normally numbered in relation to their magnetic direction, rounded off to the nearest 10

degrees. The runway heading on the opposite end of the runway is 180 degrees from that runway end.

Aircraft can takeoff or land from either end of a runway, depending upon wind direction.

RUNWAY ALIGNEMENT INDICATOR LIGHT. A series of high intensity sequentially flashing lights

installed on the extended centerline of the runway usually in conjunction with an approach lighting

system.

RUNWAY BLAST PAD. A surface adjacent to the ends of runways provided to reduce the erosive

effect of jet blast and propeller wash.

RUNWAY END IDENTIFIER LIGHTS (REIL). Two synchronized flashing lights, one on each side of

the runway threshold, which provide rapid and positive identification of the approach end of a particular

runway.

RUNWAY GRADIENT. The average slope, measured in percent, between the two ends of a runway.

RUNWAY PROTECTION ZONE (RPZ). An area off the runway end to enhance the protection of

people and property on the ground. The RPZ is trapezoidal in shape. Its dimensions are determined by

the aircraft approach speed and runway approach type/minima.

RUNWAY REFERENCE CODE (RRC). A code signifying the current operational capabilities of a

runway and associated parallel taxiway.



RUNWAY SAFETY AREA (RSA). A defined surface surrounding the runway prepared or suitable for

reducing the risk of damage to airplanes in the event of an undershoot, overshoot or excursion from the

runway.

RUNWAY VISUAL RANGE (RVR). An instrumentally derived value, in feet, representing the

horizontal distance a pilot can see down the runway from the runway end.

RUNWAY VISIBILITY ZONE (RVZ). An area on the airport to be kept clear of permanent objects so

that there is an unobstructed line‐of‐site from any point five feet above the runway centerline to any point

five feet above an intersecting runway centerline.

SEGMENTED CIRCLE. A system of visual indicators designed to provide traffic pattern information

at airports without operating control towers.

SHOULDER. An area adjacent to the edge of paved runways, taxiways or aprons providing a transition

between the pavement and the adjacent surface; support for aircraft running off the pavement; enhanced

drainage; and blast protection. The shoulder does not necessarily need to be paved.

SLANT-RANGE DISTANCE. The straight line distance between an aircraft and a point on the ground.

SMALL AIRPLANE. An airplane that has a maximum certified takeoff weight of up to 12,500 pounds.

SPECIAL USE AIRSPACE. Airspace of defined dimensions identified by a surface area wherein

activities must be confined because of their nature and/or wherein limitations may be imposed upon

aircraft operations that are not a part of those activities. Special‐use airspace classifications include:

ALERT AREA. Airspace that may contain a high volume of pilot training activities or

an unusual type of aerial activity, neither of which is hazardous to aircraft.

CONTROLLED FIRING AREA. Airspace wherein activities are conducted under

conditions so controlled as to eliminate hazards to nonparticipating aircraft and to ensure

the safety of persons or property on the ground.

MILITARY OPERATIONS AREA (MOA). Designated airspace with defined vertical

and lateral dimensions established outside Class A airspace to separate/segregate certain

military activities from instrument flight rule (IFR) traffic and to identify for visual flight

rule (VFR) traffic where these activities are conducted.

PROHIBITED AREA. Designated airspace within which the flight of aircraft is

prohibited.

RESTRICTED AREA. Airspace designated under FAR 73, within which the flight of

aircraft, while not wholly prohibited, is subject to restriction. Most restricted areas are



designated joint use. When not in use by the using agency, IFR/VFR operations can be

authorized by the controlling air traffic control facility.

WARNING AREA. Airspace, which may contain hazards to nonparticipating aircraft.

STANDARD INSTRUMENT DEPARTURE (SID). A preplanned coded air traffic control IFR

departure routing, preprinted for pilot use in graphic and textual form only.

STANDARD TERMINAL ARRIVAL (STAR). A preplanned coded air traffic control IFR arrival routing,

preprinted for pilot use in graphic and textual or textual form only.

STOP-AND-GO. A procedure wherein an aircraft will land, make a complete stop of the runway, and

then commence a takeoff from that point. A stop‐and‐go is recorded as two operations: one operations

for the landing and one operations for the takeoff.

STOPWAY. An area beyond the takeoff runway, no less wide than the runway and centered on the

extended centerline of the runway, able to support an airplane during an aborted takeoff, without

causing structural damage to the airplane, and designated for use in decelerating the airplane during an

aborted takeoff.

STRAIGHT-IN LANDING / APPROACH. A landing made on a runway aligned within 30 degrees of

the final approach course following completion of an instrument approach.

TACTICAL AIR NAVIGATION (TACAN). An ultra‐high frequency electronic air navigation system,

which provides suitably‐equipped aircraft a continuous indication of bearing and distance to the TACAN

station.

TAKEOFF DISTANCE AVAILABLE (TODA). See declared distances.

TAKEOFF RUN AVAILABLE (TORA). See declared distances.

TAXILANE. A taxiway designed for low speed and precise taxiing. Taxilanes are usually, but not always,

located outside the movement area, providing access from taxiways (usually an apron taxiway) to aircraft

parking positions and other terminal areas.

TAXIWAY. A defined path established for the taxiing of aircraft from one part of an airport to another.

TAXIWAY DESIGN GROUP (TDG). A classification of airplanes based on outer to outer Main Gear

Width (MGW) and Cockpit to Main Gear (CMG) distance.

TAXIWAY SAFETY AREA (TSA). A defined surface alongside the taxiway prepared or suitable for

reducing the risk of damage to an airplane unintentionally departing the taxiway.

TETRAHEDRON. A device used as a landing indicator. The small end of the tetrahedron points in the

direction of landing.



THRESHOLD. The beginning of that portion of the runway available for landing. In some instances the

landing threshold may be displaced.

TOUCH-AND-GO. An operation by an aircraft that lands and departs on a runway without stopping or

exiting the runway. A touch‐and‐go is recorded as two operations: one operation for the landing and one

operation for the takeoff.

TOUCHDOWN ZONE (TDZ). The first 3,000 feet of the runway beginning at the threshold.

TOUCHDOWN ZONE ELEVATION (TDZE). The highest elevation in the touchdown zone.

TOUCHDOWN ZONE (TDZ) LIGHTING. Two rows of transverse light bars located symmetrically

about the runway centerline normally at 100‐foot intervals. The basic system extends 3,000 feet along

the runway.

TRAFFIC PATTERN. The traffic flow that is prescribed for an aircraft landing or taking off from an

airport. The components of a typical traffic pattern are the upwind leg, crosswind leg, downwind leg, and

final approach.

UNCONTROLLED AIRPORT. An airport without an air traffic control tower at which the control of

visual VFR traffic is not exercised.

UNCONTROLLED AIRSPACE. Airspace within which aircraft are not subject to air traffic control.

UNICOM. A nongovernmental communication facility, which may provide airport information at certain

airports. Locations and frequencies of UNICOMs are shown on aeronautical charts and publications.

UPWIND LEG. A flight path parallel to the landing runway in the direction of landing. See traffic pattern.

VECTOR. A heading issued to an aircraft to provide navigational guidance by radar.

VERY HIGH FREQUENCY / OMNIDIRECTIONAL RANGE STATION (VOR). A ground‐based

electronic navigation aid transmitting very high frequency navigation signals, 360 degrees in azimuth,

oriented from magnetic north. Used as the basis for navigation in the national airspace system. The VOR

periodically identifies itself by Morse code and may have an additional voice identification feature.

VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE STATION / TACTICAL AIR NAVIGATION (VORTAC). A navigation aid providing VOR azimuth, TACAN azimuth and TACAN

distance‐measuring equipment (DME) at one site.

VICTOR AIRWAY. A control area or portion thereof established in the form of a corridor, the centerline

of which is defined by radio navigational aids.



VISUAL APPROACH. An approach wherein an aircraft on an IFR flight plan, operating in VFR

conditions under the control on an air traffic control facility and having an air traffic control authorization,

may proceed to the airport of destination in VFR conditions.

VISUAL APPROACH SLOPE INDICATOR (VASI). An airport lighting facility providing vertical visual

approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high‐

intensity red and white focused light beams, which indicate to the pilot whether or he or she is on path.

Some airports serving large aircraft have three‐bar VASIs that provide two visual guide paths to the same

runway.

VISUAL FLIGHT RULES (VFR). Rules that govern the procedures for conducting flight under visual

conditions. The term VFR is also used in the United States to indicate weather conditions that are equal

to or greater than minimum VFR requirement. In addition, it is used by pilots and controllers to indicate

type of flight plan.

VISUAL METEOROLOGICAL CONDITIONS. Meteorological conditions expressed in terms of

specific visibility and ceiling conditions which are equal to or greater than the threshold values for

instrument meteorological conditions.

WARNING AREA. See special‐use airspace.

WIDE AREA AUGMENTATION SYSTEM (WAAS). The Wide Area Augmentation System (WAAS)

uses a system of ground stations to provide necessary augmentations to the GPS Standard Positioning

Service (SPS) navigation signal. A network of precisely surveyed ground reference stations is strategically

positioned across the country to collect GPS satellite data. Using this information, a message is developed

to correct any signal errors.

WINGSPAN The maximum horizontal distance from one wingtip to the other wingtip, including the

horizontal component of any extensions such as winglets or raked wingtips.



ACRONYMS / ABBREVIATIONS

AC. Advisory circular

ADF. Automatic direction finder

ADG. Airplane design group

AFSS. Automated flight service station

AGL. Above ground level

AIA. Annual instrument approach

AIP. Airport improvement program

ALS. Approach lighting system

ALSF-1. Standard 2,400‐foot high‐ intensity approach lighting system with sequenced flashers (Cat I

configuration)

ALSF-2. Standard 2,400‐foot high‐intensity approach lighting system with sequenced flashers (Cat II

configuration)

APV. Instrument approach procedure with vertical guidance

ARC. Airport reference code

ARFF. Aircraft rescue and firefighting

ARP. Airport reference point

ARTCC. Air route traffic control center

ASDA. Accelerate‐stop distance available

ASR. Airport surveillance radar

ASOS. Automated surface observation station

ATCT. Air traffic control tower

ATIS. Automated terminal information service

AVGAS. Aviation gasoline (typically 100 low lead (LL))

AWOS. Automated weather observation station



BRL. Building restriction line

CFR. Code of Federal Regulations

CIP. Capital improvement program

CPO. Community Planning Organization

DME. Distance measuring equipment

DNL. Day‐night noise level

DWL. Runway weight bearing capacity for aircraft with dual wheels per strut

DTWL. Runway weight bearing capacity for aircraft with dual‐tandem type landing gear

EAA. Experimental Aircraft Association

FAA. Federal Aviation Administration

FAM. Financial Aid to Municipalities

FAR. Federal Aviation Regulation

FBO. Fixed base operator

FY. Fiscal year

GA. General Aviation

GPS. Global positioning system

GS. Glide slope

HIRL. High‐intensity runway edge lighting

IFR. Instrument flight rules

ILS. Instrument landing system

IM. Inner marker

LDA. Landing distance available

LIRL. Low‐intensity runway edge lighting

LMM. Compass locator at middle marker



LOC. ILS localizer

LOM. Compass locator at ILS outer marker

LORAN. Long range navigation

MALS. Medium‐intensity approach lighting system

MALSR. Medium‐intensity approach lighting system with runway alignment indicator lights

MIRL. Medium‐intensity runway edge lighting

MITL. Medium‐intensity taxiway edge lighting

MLS. Microwave landing system

MM. Middle marker

MOA. Military operations area

MSL. Mean sea level

NAVAID. Navigational aid

NDB. Nondirectional radio beacon

NM. Nautical mile (6,076.1 feet)

NOTAM. Notice to airmen

NPIAS. National plan of integrated airport systems

NPRM. Notice of proposed rulemaking

ODA. Oregon Department of Aviation

ODALS. Omnidirectional approach lighting system

OFA. Object free area

OFZ. Object free zone

OM. Outer marker

OPA. Oregon Pilots Association

PAC. Project Advisory Committee



PAPI. Precision approach path indicator

PFC. Passenger facility charge

PCL. Pilot‐controlled lighting

PLASI. Pulsating visual approach slope indicator

PMP. Pavement Maintenance Program

POFA. Precision object free area

PVASI. Pulsating/steady visual approach slope indicator

RCO. Remote communications outlet

RDG. Runway design group

REIL. Runway end identifier lights

RNAV. Area navigation

RPZ. Runway protection zone

RTR. Remote transmitter/receiver

RVR. Runway visibility range

RVZ. Runway visibility zone

SALS. Short approach lighting system

SASP. State Aviation System Plan

SEL. Sound exposure level

SID. Standard instrument departure

SM. Statute mile (5,280 feet)

SRE. Snow removal equipment

SSALF. Simplified short approach lighting system with sequenced flashers

SSALR. Simplified short approach lighting system with runway alignment indicator lights

STAR. Standard terminal arrival route



SWL. Runway weight bearing capacity for aircraft with single‐wheel type landing gear

STWL. Runway weight bearing capacity for aircraft with single‐wheel tandem type landing gear

TACAN. Tactical air navigation

TDG. Taxiway design group

TDZ. Touchdown zone

TDZE. Touchdown zone elevation

TAF. Terminal Area Forecast

TODA. Takeoff distance available

TORA. Takeoff run available

TRACON. Terminal radar approach control

VASI. Visual approach slope indicator

VFR. Visual flight rules

VHF. Very high frequency

VOR. Very high frequency omnidirectional range

VORTAC. VOR and TACAN collocated

WAAS. Wide Area Augmentation System

Appendix B – FAA Correspondence


Appendix C – Airport User Survey


Lake County Airport User Survey

Lake County is in the initial stages of updating the master plan for the Lake County Airport (LKV). Please help us better understand airport use and how the airport could be improved. Your input will be documented and included in the master plan update. Fill in the blank or circle your answer, as appropriate.

What zip code do you live in?

What type aircraft do you own or fly? (List Model/Type)

Estimate your number of annual landings. (Include Touch & Go)

What percent of your annual landings are at LKV? %

What is your primary use of LKV? (Circle which applies most to you.)

Business Emergency

Training Other:

Recreational

Is your aircraft based at LKV? YES NO

If based at LKV, do you lease/rent aircraft storage/tiedown from the County or private business?

County Private Business

If not at LKV, where is your aircraft based? (List Airport ID)

Why don’t you base your aircraft at LKV? (Circle all that apply.)

Inadequate Runway Length No Precision Instrument Approach

Lack of Suitable Hangar Inconvenient Location

Cost of Hangar Other:

Lack of Air Traffic Control Tower

What should be done to improve LKV?

OPTIONAL: If you provide your name, address, phone number, and email address, we will notify you of public meetings about the master plan and may contact you for more information related to the master plan update.

Name:

Mailing Address:

Phone Number: Email Address:

Thank you for completing this survey! Please return the survey by mail, fax or email to:

Sarah Lucas, Senior Aviation Planner

WHPacific | 9755 SW Barnes Rd, Ste 300 | Portland, OR 97225 Office 503.626.0455 | Fax 503.526.0775 | [email protected]

Appendix D – Airport Sponsor Assurances


Airport Sponsor Assurances (4/2012) ARP Page 1 of 17

FAA Airports

Grant Assurances Airport Sponsors

A. General.

1. These assurances shall be complied with in the performance of grant agreements for airport development, airport planning, and noise compatibility program grants for airport sponsors.

2. These assurances are required to be submitted as part of the project application by sponsors requesting funds under the provisions of Title 49, U.S.C., subtitle VII, as amended. As used herein, the term "public agency sponsor" means a public agency with control of a public-use airport; the term "private sponsor" means a private owner of a public-use airport; and the term "sponsor" includes both public agency sponsors and private sponsors.

3. Upon acceptance of this grant offer by the sponsor, these assurances are incorporated in and become part of this grant agreement.

B. Duration and Applicability.

1. Airport development or Noise Compatibility Program Projects Undertaken

by a Public Agency Sponsor. The terms, conditions and assurances of this grant agreement shall remain in full force and effect throughout the useful life of the facilities developed or equipment acquired for an airport development or noise compatibility program project, or throughout the useful life of the project items installed within a facility under a noise compatibility program project, but in any event not to exceed twenty (20) years from the date of acceptance of a grant offer of Federal funds for the project. However, there shall be no limit on the duration of the assurances regarding Exclusive Rights and Airport Revenue so long as the airport is used as an airport. There shall be no limit on the duration of the terms, conditions, and assurances with respect to real property acquired with federal funds. Furthermore, the duration of the Civil Rights assurance shall be specified in the assurances.

2. Airport Development or Noise Compatibility Projects Undertaken by a

Private Sponsor. The preceding paragraph 1 also applies to a private sponsor except that the useful life of project items installed within a facility or the useful life of the facilities developed or equipment acquired under an airport development or noise compatibility program project shall be no less than ten (10) years from the date of acceptance of Federal aid for the project.


3. Airport Planning Undertaken by a Sponsor. Unless otherwise specified in this grant agreement, only Assurances 1, 2, 3, 5, 6, 13, 18, 30, 32, 33, and 34 in section C apply to planning projects. The terms, conditions, and assurances of this grant agreement shall remain in full force and effect during the life of the project.

C. Sponsor Certification. The sponsor hereby assures and certifies, with respect to this grant that:

1. General Federal Requirements. It will comply with all applicable Federal laws,

regulations, executive orders, policies, guidelines, and requirements as they relate to the application, acceptance and use of Federal funds for this project including but not limited to the following:

Federal Legislation

a. Title 49, U.S.C., subtitle VII, as amended. b. Davis-Bacon Act - 40 U.S.C. 276(a), et seq.1 c. Federal Fair Labor Standards Act - 29 U.S.C. 201, et seq. d. Hatch Act – 5 U.S.C. 1501, et seq.2 e. Uniform Relocation Assistance and Real Property Acquisition Policies

Act of 1970 Title 42 U.S.C. 4601, et seq.1 2 f. National Historic Preservation Act of 1966 - Section 106 - 16 U.S.C.

470(f).1 g. Archeological and Historic Preservation Act of 1974 - 16 U.S.C. 469

through 469c.1 h. Native Americans Grave Repatriation Act - 25 U.S.C. Section 3001, et

seq. i. Clean Air Act, P.L. 90-148, as amended. j. Coastal Zone Management Act, P.L. 93-205, as amended. k. Flood Disaster Protection Act of 1973 - Section 102(a) - 42 U.S.C. 4012a.1 l. Title 49, U.S.C., Section 303, (formerly known as Section 4(f)) m. Rehabilitation Act of 1973 - 29 U.S.C. 794. n. Civil Rights Act of 1964 - Title VI - 42 U.S.C. 2000d through d-4. o. Age Discrimination Act of 1975 - 42 U.S.C. 6101, et seq. p. American Indian Religious Freedom Act, P.L. 95-341, as amended. q. Architectural Barriers Act of 1968 -42 U.S.C. 4151, et seq.1 r. Power plant and Industrial Fuel Use Act of 1978 - Section 403- 2 U.S.C.

8373.1 s. Contract Work Hours and Safety Standards Act - 40 U.S.C. 327, et seq.1 t. Copeland Anti kickback Act - 18 U.S.C. 874.1 u. National Environmental Policy Act of 1969 - 42 U.S.C. 4321, et seq.1 v. Wild and Scenic Rivers Act, P.L. 90-542, as amended. w. Single Audit Act of 1984 - 31 U.S.C. 7501, et seq.2 x. Drug-Free Workplace Act of 1988 - 41 U.S.C. 702 through 706.

Executive Orders


Executive Order 11246 - Equal Employment Opportunity1 Executive Order 11990 - Protection of Wetlands Executive Order 11998 – Flood Plain Management Executive Order 12372 - Intergovernmental Review of Federal Programs Executive Order 12699 - Seismic Safety of Federal and Federally Assisted New

Building Construction1 Executive Order 12898 - Environmental Justice

Federal Regulations

a. 14 CFR Part 13 - Investigative and Enforcement Procedures. b. 14 CFR Part 16 - Rules of Practice For Federally Assisted Airport

Enforcement Proceedings. c. 14 CFR Part 150 - Airport noise compatibility planning. d. 29 CFR Part 1 - Procedures for predetermination of wage rates.1 e. 29 CFR Part 3 - Contractors and subcontractors on public building or

public work financed in whole or part by loans or grants from the United States.1

f. 29 CFR Part 5 - Labor standards provisions applicable to contracts covering federally financed and assisted construction (also labor standards provisions applicable to non-construction contracts subject to the Contract Work Hours and Safety Standards Act).1

g. 41 CFR Part 60 - Office of Federal Contract Compliance Programs, Equal Employment Opportunity, Department of Labor (Federal and federally assisted contracting requirements).1

h. 49 CFR Part 18 - Uniform administrative requirements for grants and cooperative agreements to state and local governments.3

i. 49 CFR Part 20 - New restrictions on lobbying. j. 49 CFR Part 21 - Nondiscrimination in federally-assisted programs of the

Department of Transportation - effectuation of Title VI of the Civil Rights Act of 1964.

k. 49 CFR Part 23 - Participation by Disadvantage Business Enterprise in Airport Concessions.

l. 49 CFR Part 24 - Uniform relocation assistance and real property acquisition for Federal and federally assisted programs.1 2

m. 49 CFR Part 26 – Participation By Disadvantaged Business Enterprises in Department of Transportation Programs.

n. 49 CFR Part 27 - Nondiscrimination on the basis of handicap in programs and activities receiving or benefiting from Federal financial assistance.1

o. 49 CFR Part 29 – Government wide debarment and suspension (nonprocurement) and government wide requirements for drug-free workplace (grants).

p. 49 CFR Part 30 - Denial of public works contracts to suppliers of goods and services of countries that deny procurement market access to U.S. contractors.


q. 49 CFR Part 41 - Seismic safety of Federal and federally assisted or regulated new building construction.1

Office of Management and Budget Circulars

a. A-87 - Cost Principles Applicable to Grants and Contracts with State and Local Governments.

b. A-133 - Audits of States, Local Governments, and Non-Profit Organizations 1 These laws do not apply to airport planning sponsors. 2 These laws do not apply to private sponsors. 3 49 CFR Part 18 and OMB Circular A-87 contain requirements for State

and Local Governments receiving Federal assistance. Any requirement levied upon State and Local Governments by this regulation and circular shall also be applicable to private sponsors receiving Federal assistance under Title 49, United States Code.

Specific assurances required to be included in grant agreements by any of the above laws, regulations or circulars are incorporated by reference in this grant agreement.

2. Responsibility and Authority of the Sponsor.

a. Public Agency Sponsor: It has legal authority to apply for this grant, and to finance and carry out the proposed project; that a resolution, motion or similar action has been duly adopted or passed as an official act of the applicant's governing body authorizing the filing of the application, including all understandings and assurances contained therein, and directing and authorizing the person identified as the official representative of the applicant to act in connection with the application and to provide such additional information as may be required.

b. Private Sponsor: It has legal authority to apply for this grant and to finance and carry out the proposed project and comply with all terms, conditions, and assurances of this grant agreement. It shall designate an official representative and shall in writing direct and authorize that person to file this application, including all understandings and assurances contained therein; to act in connection with this application; and to provide such additional information as may be required.

3. Sponsor Fund Availability. It has sufficient funds available for that portion of the project costs which are not to be paid by the United States. It has sufficient funds available to assure operation and maintenance of items funded under this grant agreement which it will own or control.

4. Good Title.

a. It, a public agency or the Federal government, holds good title, satisfactory to the Secretary, to the landing area of the airport or site thereof, or will give assurance satisfactory to the Secretary that good title will be acquired.


b. For noise compatibility program projects to be carried out on the property of the sponsor, it holds good title satisfactory to the Secretary to that portion of the property upon which Federal funds will be expended or will give assurance to the Secretary that good title will be obtained.

5. Preserving Rights and Powers.

a. It will not take or permit any action which would operate to deprive it of any of the rights and powers necessary to perform any or all of the terms, conditions, and assurances in this grant agreement without the written approval of the Secretary, and will act promptly to acquire, extinguish or modify any outstanding rights or claims of right of others which would interfere with such performance by the sponsor. This shall be done in a manner acceptable to the Secretary.

b. It will not sell, lease, encumber, or otherwise transfer or dispose of any part of its title or other interests in the property shown on Exhibit A to this application or, for a noise compatibility program project, that portion of the property upon which Federal funds have been expended, for the duration of the terms, conditions, and assurances in this grant agreement without approval by the Secretary. If the transferee is found by the Secretary to be eligible under Title 49, United States Code, to assume the obligations of this grant agreement and to have the power, authority, and financial resources to carry out all such obligations, the sponsor shall insert in the contract or document transferring or disposing of the sponsor's interest, and make binding upon the transferee all of the terms, conditions, and assurances contained in this grant agreement.

c. For all noise compatibility program projects which are to be carried out by another unit of local government or are on property owned by a unit of local government other than the sponsor, it will enter into an agreement with that government. Except as otherwise specified by the Secretary, that agreement shall obligate that government to the same terms, conditions, and assurances that would be applicable to it if it applied directly to the FAA for a grant to undertake the noise compatibility program project. That agreement and changes thereto must be satisfactory to the Secretary. It will take steps to enforce this agreement against the local government if there is substantial non-compliance with the terms of the agreement.

d. For noise compatibility program projects to be carried out on privately owned property, it will enter into an agreement with the owner of that property which includes provisions specified by the Secretary. It will take steps to enforce this agreement against the property owner whenever there is substantial non-compliance with the terms of the agreement.

e. If the sponsor is a private sponsor, it will take steps satisfactory to the Secretary to ensure that the airport will continue to function as a public-use airport in accordance with these assurances for the duration of these assurances.

f. If an arrangement is made for management and operation of the airport by any agency or person other than the sponsor or an employee of the sponsor, the sponsor will reserve sufficient rights and authority to insure


that the airport will be operated and maintained in accordance Title 49, United States Code, the regulations and the terms, conditions and assurances in this grant agreement and shall insure that such arrangement also requires compliance therewith.

g. Sponsors of commercial service airports will not permit or enter into any arrangement that results in permission for the owner or tenant of a property used as a residence, or zoned for residential use, to taxi an aircraft between that property and any location on airport. Sponsors of general aviation airports entering into any arrangement that results in permission for the owner of residential real property adjacent to or near the airport must comply with the requirements of Sec. 136 of Public Law 112-95 and the sponsor assurances.

6. Consistency with Local Plans. The project is reasonably consistent with plans (existing at the time of submission of this application) of public agencies that are authorized by the State in which the project is located to plan for the development of the area surrounding the airport.

7. Consideration of Local Interest. It has given fair consideration to the interest of communities in or near where the project may be located.

8. Consultation with Users. In making a decision to undertake any airport development project under Title 49, United States Code, it has undertaken reasonable consultations with affected parties using the airport at which project is proposed.

9. Public Hearings. In projects involving the location of an airport, an airport runway, or a major runway extension, it has afforded the opportunity for public hearings for the purpose of considering the economic, social, and environmental effects of the airport or runway location and its consistency with goals and objectives of such planning as has been carried out by the community and it shall, when requested by the Secretary, submit a copy of the transcript of such hearings to the Secretary. Further, for such projects, it has on its management board either voting representation from the communities where the project is located or has advised the communities that they have the right to petition the Secretary concerning a proposed project.

10. Air and Water Quality Standards. In projects involving airport location, a major runway extension, or runway location it will provide for the Governor of the state in which the project is located to certify in writing to the Secretary that the project will be located, designed, constructed, and operated so as to comply with applicable air and water quality standards. In any case where such standards have not been approved and where applicable air and water quality standards have been promulgated by the Administrator of the Environmental Protection Agency, certification shall be obtained from such Administrator. Notice of certification or refusal to certify shall be provided within sixty days after the project application has been received by the Secretary.

11. Pavement Preventive Maintenance. With respect to a project approved after January 1, 1995, for the replacement or reconstruction of pavement at the airport,


it assures or certifies that it has implemented an effective airport pavement maintenance-management program and it assures that it will use such program for the useful life of any pavement constructed, reconstructed or repaired with Federal financial assistance at the airport. It will provide such reports on pavement condition and pavement management programs as the Secretary determines may be useful.

12. Terminal Development Prerequisites. For projects which include terminal development at a public use airport, as defined in Title 49, it has, on the date of submittal of the project grant application, all the safety equipment required for certification of such airport under section 44706 of Title 49, United States Code, and all the security equipment required by rule or regulation, and has provided for access to the passenger enplaning and deplaning area of such airport to passengers enplaning and deplaning from aircraft other than air carrier aircraft.

13. Accounting System, Audit, and Record Keeping Requirements.

a. It shall keep all project accounts and records which fully disclose the amount and disposition by the recipient of the proceeds of this grant, the total cost of the project in connection with which this grant is given or used, and the amount or nature of that portion of the cost of the project supplied by other sources, and such other financial records pertinent to the project. The accounts and records shall be kept in accordance with an accounting system that will facilitate an effective audit in accordance with the Single Audit Act of 1984.

b. It shall make available to the Secretary and the Comptroller General of the United States, or any of their duly authorized representatives, for the purpose of audit and examination, any books, documents, papers, and records of the recipient that are pertinent to this grant. The Secretary may require that an appropriate audit be conducted by a recipient. In any case in which an independent audit is made of the accounts of a sponsor relating to the disposition of the proceeds of a grant or relating to the project in connection with which this grant was given or used, it shall file a certified copy of such audit with the Comptroller General of the United States not later than six (6) months following the close of the fiscal year for which the audit was made.

14. Minimum Wage Rates. It shall include, in all contracts in excess of $2,000 for work on any projects funded under this grant agreement which involve labor, provisions establishing minimum rates of wages, to be predetermined by the Secretary of Labor, in accordance with the Davis-Bacon Act, as amended (40 U.S.C. 276a-276a-5), which contractors shall pay to skilled and unskilled labor, and such minimum rates shall be stated in the invitation for bids and shall be included in proposals or bids for the work.

15. Veteran's Preference. It shall include in all contracts for work on any project funded under this grant agreement which involve labor, such provisions as are necessary to insure that, in the employment of labor (except in executive, administrative, and supervisory positions), preference shall be given to Vietnam


era veterans, Persian Gulf veterans, Afghanistan-Iraq war veterans, disabled veterans, and small business concerns owned and controlled by disabled veterans as defined in Section 47112 of Title 49, United States Code. However, this preference shall apply only where the individuals are available and qualified to perform the work to which the employment relates.

16. Conformity to Plans and Specifications. It will execute the project subject to plans, specifications, and schedules approved by the Secretary. Such plans, specifications, and schedules shall be submitted to the Secretary prior to commencement of site preparation, construction, or other performance under this grant agreement, and, upon approval of the Secretary, shall be incorporated into this grant agreement. Any modification to the approved plans, specifications, and schedules shall also be subject to approval of the Secretary, and incorporated into this grant agreement.

17. Construction Inspection and Approval. It will provide and maintain competent technical supervision at the construction site throughout the project to assure that the work conforms to the plans, specifications, and schedules approved by the Secretary for the project. It shall subject the construction work on any project contained in an approved project application to inspection and approval by the Secretary and such work shall be in accordance with regulations and procedures prescribed by the Secretary. Such regulations and procedures shall require such cost and progress reporting by the sponsor or sponsors of such project as the Secretary shall deem necessary.

18. Planning Projects. In carrying out planning projects:

a. It will execute the project in accordance with the approved program narrative contained in the project application or with the modifications similarly approved.

b. It will furnish the Secretary with such periodic reports as required pertaining to the planning project and planning work activities.

c. It will include in all published material prepared in connection with the planning project a notice that the material was prepared under a grant provided by the United States.

d. It will make such material available for examination by the public, and agrees that no material prepared with funds under this project shall be subject to copyright in the United States or any other country.

e. It will give the Secretary unrestricted authority to publish, disclose, distribute, and otherwise use any of the material prepared in connection with this grant.

f. It will grant the Secretary the right to disapprove the sponsor's employment of specific consultants and their subcontractors to do all or any part of this project as well as the right to disapprove the proposed scope and cost of professional services.

g. It will grant the Secretary the right to disapprove the use of the sponsor's employees to do all or any part of the project.

h. It understands and agrees that the Secretary's approval of this project grant or the Secretary's approval of any planning material developed as part of


this grant does not constitute or imply any assurance or commitment on the part of the Secretary to approve any pending or future application for a Federal airport grant.

19. Operation and Maintenance.

a. The airport and all facilities which are necessary to serve the aeronautical users of the airport, other than facilities owned or controlled by the United States, shall be operated at all times in a safe and serviceable condition and in accordance with the minimum standards as may be required or prescribed by applicable Federal, state and local agencies for maintenance and operation. It will not cause or permit any activity or action thereon which would interfere with its use for airport purposes. It will suitably operate and maintain the airport and all facilities thereon or connected therewith, with due regard to climatic and flood conditions. Any proposal to temporarily close the airport for non-aeronautical purposes must first be approved by the Secretary. In furtherance of this assurance, the sponsor will have in effect arrangements for- 1) Operating the airport's aeronautical facilities whenever required; 2) Promptly marking and lighting hazards resulting from airport

conditions, including temporary conditions; and 3) Promptly notifying airmen of any condition affecting aeronautical

use of the airport. Nothing contained herein shall be construed to require that the airport be operated for aeronautical use during temporary periods when snow, flood or other climatic conditions interfere with such operation and maintenance. Further, nothing herein shall be construed as requiring the maintenance, repair, restoration, or replacement of any structure or facility which is substantially damaged or destroyed due to an act of God or other condition or circumstance beyond the control of the sponsor.

b. It will suitably operate and maintain noise compatibility program items that it owns or controls upon which Federal funds have been expended.

20. Hazard Removal and Mitigation. It will take appropriate action to assure that such terminal airspace as is required to protect instrument and visual operations to the airport (including established minimum flight altitudes) will be adequately cleared and protected by removing, lowering, relocating, marking, or lighting or otherwise mitigating existing airport hazards and by preventing the establishment or creation of future airport hazards.

21. Compatible Land Use. It will take appropriate action, to the extent reasonable, including the adoption of zoning laws, to restrict the use of land adjacent to or in the immediate vicinity of the airport to activities and purposes compatible with normal airport operations, including landing and takeoff of aircraft. In addition, if the project is for noise compatibility program implementation, it will not cause or permit any change in land use, within its jurisdiction, that will reduce its compatibility, with respect to the airport, of the noise compatibility program measures upon which Federal funds have been expended.


22. Economic Nondiscrimination.

a. It will make the airport available as an airport for public use on reasonable terms and without unjust discrimination to all types, kinds and classes of aeronautical activities, including commercial aeronautical activities offering services to the public at the airport.

b. In any agreement, contract, lease, or other arrangement under which a right or privilege at the airport is granted to any person, firm, or corporation to conduct or to engage in any aeronautical activity for furnishing services to the public at the airport, the sponsor will insert and enforce provisions requiring the contractor to- 1) furnish said services on a reasonable, and not unjustly

discriminatory, basis to all users thereof, and 2) charge reasonable, and not unjustly discriminatory, prices for each

unit or service, provided that the contractor may be allowed to make reasonable and nondiscriminatory discounts, rebates, or other similar types of price reductions to volume purchasers.

c. Each fixed-based operator at the airport shall be subject to the same rates, fees, rentals, and other charges as are uniformly applicable to all other fixed-based operators making the same or similar uses of such airport and utilizing the same or similar facilities.

d. Each air carrier using such airport shall have the right to service itself or to use any fixed-based operator that is authorized or permitted by the airport to serve any air carrier at such airport.

e. Each air carrier using such airport (whether as a tenant, non tenant, or subtenant of another air carrier tenant) shall be subject to such nondiscriminatory and substantially comparable rules, regulations, conditions, rates, fees, rentals, and other charges with respect to facilities directly and substantially related to providing air transportation as are applicable to all such air carriers which make similar use of such airport and utilize similar facilities, subject to reasonable classifications such as tenants or non tenants and signatory carriers and non signatory carriers. Classification or status as tenant or signatory shall not be unreasonably withheld by any airport provided an air carrier assumes obligations substantially similar to those already imposed on air carriers in such classification or status.

f. It will not exercise or grant any right or privilege which operates to prevent any person, firm, or corporation operating aircraft on the airport from performing any services on its own aircraft with its own employees [including, but not limited to maintenance, repair, and fueling] that it may choose to perform.

g. In the event the sponsor itself exercises any of the rights and privileges referred to in this assurance, the services involved will be provided on the same conditions as would apply to the furnishing of such services by commercial aeronautical service providers authorized by the sponsor under these provisions.


h. The sponsor may establish such reasonable, and not unjustly discriminatory, conditions to be met by all users of the airport as may be necessary for the safe and efficient operation of the airport.

i. The sponsor may prohibit or limit any given type, kind or class of aeronautical use of the airport if such action is necessary for the safe operation of the airport or necessary to serve the civil aviation needs of the public.

23. Exclusive Rights. It will permit no exclusive right for the use of the airport by any person providing, or intending to provide, aeronautical services to the public. For purposes of this paragraph, the providing of the services at an airport by a single fixed-based operator shall not be construed as an exclusive right if both of the following apply:

a. It would be unreasonably costly, burdensome, or impractical for more than one fixed-based operator to provide such services, and

b. If allowing more than one fixed-based operator to provide such services would require the reduction of space leased pursuant to an existing agreement between such single fixed-based operator and such airport. It further agrees that it will not, either directly or indirectly, grant or permit any person, firm, or corporation, the exclusive right at the airport to conduct any aeronautical activities, including, but not limited to charter flights, pilot training, aircraft rental and sightseeing, aerial photography, crop dusting, aerial advertising and surveying, air carrier operations, aircraft sales and services, sale of aviation petroleum products whether or not conducted in conjunction with other aeronautical activity, repair and maintenance of aircraft, sale of aircraft parts, and any other activities which because of their direct relationship to the operation of aircraft can be regarded as an aeronautical activity, and that it will terminate any exclusive right to conduct an aeronautical activity now existing at such an airport before the grant of any assistance under Title 49, United States Code.

24. Fee and Rental Structure. It will maintain a fee and rental structure for the facilities and services at the airport which will make the airport as self-sustaining as possible under the circumstances existing at the particular airport, taking into account such factors as the volume of traffic and economy of collection. No part of the Federal share of an airport development, airport planning or noise compatibility project for which a grant is made under Title 49, United States Code, the Airport and Airway Improvement Act of 1982, the Federal Airport Act or the Airport and Airway Development Act of 1970 shall be included in the rate basis in establishing fees, rates, and charges for users of that airport.

25. Airport Revenues.

a. All revenues generated by the airport and any local taxes on aviation fuel established after December 30, 1987, will be expended by it for the capital or operating costs of the airport; the local airport system; or other local facilities which are owned or operated by the owner or operator of the


airport and which are directly and substantially related to the actual air transportation of passengers or property; or for noise mitigation purposes on or off the airport. The following exceptions apply to this paragraph:

1) If covenants or assurances in debt obligations issued before September 3, 1982, by the owner or operator of the airport, or provisions enacted before September 3, 1982, in governing statutes controlling the owner or operator's financing, provide for the use of the revenues from any of the airport owner or operator's facilities, including the airport, to support not only the airport but also the airport owner or operator's general debt obligations or other facilities, then this limitation on the use of all revenues generated by the airport (and, in the case of a public airport, local taxes on aviation fuel) shall not apply.

2) If the Secretary approves the sale of a privately owned airport to a public sponsor and provides funding for any portion of the public sponsor’s acquisition of land, this limitation on the use of all

revenues generated by the sale shall not apply to certain proceeds from the sale. This is conditioned on repayment to the Secretary by the private owner of an amount equal to the remaining unamortized portion (amortized over a 20-year period) of any airport improvement grant made to the private owner for any purpose other than land acquisition on or after October 1, 1996, plus an amount equal to the federal share of the current fair market value of any land acquired with an airport improvement grant made to that airport on or after October 1, 1996.

3) Certain revenue derived from or generated by mineral extraction, production, lease, or other means at a general aviation airport (as defined at Section 47102 of title 49 United States Code), if the FAA determines the airport sponsor meets the requirements set forth in Sec. 813 of Public Law 112-95.

b. As part of the annual audit required under the Single Audit Act of 1984,

the sponsor will direct that the audit will review, and the resulting audit report will provide an opinion concerning, the use of airport revenue and taxes in paragraph (a), and indicating whether funds paid or transferred to the owner or operator are paid or transferred in a manner consistent with Title 49, United States Code and any other applicable provision of law, including any regulation promulgated by the Secretary or Administrator.

c. Any civil penalties or other sanctions will be imposed for violation of this assurance in accordance with the provisions of Section 47107 of Title 49, United States Code.

26. Reports and Inspections. It will:

a. submit to the Secretary such annual or special financial and operations reports as the Secretary may reasonably request and make such reports


available to the public; make available to the public at reasonable times and places a report of the airport budget in a format prescribed by the Secretary;

b. for airport development projects, make the airport and all airport records and documents affecting the airport, including deeds, leases, operation and use agreements, regulations and other instruments, available for inspection by any duly authorized agent of the Secretary upon reasonable request;

c. for noise compatibility program projects, make records and documents relating to the project and continued compliance with the terms, conditions, and assurances of this grant agreement including deeds, leases, agreements, regulations, and other instruments, available for inspection by any duly authorized agent of the Secretary upon reasonable request; and

d. in a format and time prescribed by the Secretary, provide to the Secretary and make available to the public following each of its fiscal years, an annual report listing in detail: 1) all amounts paid by the airport to any other unit of government and

the purposes for which each such payment was made; and 2) all services and property provided by the airport to other units of

government and the amount of compensation received for provision of each such service and property.

27. Use by Government Aircraft. It will make available all of the facilities of the airport developed with Federal financial assistance and all those usable for landing and takeoff of aircraft to the United States for use by Government aircraft in common with other aircraft at all times without charge, except, if the use by Government aircraft is substantial, charge may be made for a reasonable share, proportional to such use, for the cost of operating and maintaining the facilities used. Unless otherwise determined by the Secretary, or otherwise agreed to by the sponsor and the using agency, substantial use of an airport by Government aircraft will be considered to exist when operations of such aircraft are in excess of those which, in the opinion of the Secretary, would unduly interfere with use of the landing areas by other authorized aircraft, or during any calendar month that –

a. Five (5) or more Government aircraft are regularly based at the airport or on land adjacent thereto; or

b. The total number of movements (counting each landing as a movement) of Government aircraft is 300 or more, or the gross accumulative weight of Government aircraft using the airport (the total movement of Government aircraft multiplied by gross weights of such aircraft) is in excess of five million pounds.

28. Land for Federal Facilities. It will furnish without cost to the Federal Government for use in connection with any air traffic control or air navigation activities, or weather-reporting and communication activities related to air traffic control, any areas of land or water, or estate therein, or rights in buildings of the sponsor as the Secretary considers necessary or desirable for construction, operation, and maintenance at Federal expense of space or facilities for such


purposes. Such areas or any portion thereof will be made available as provided herein within four months after receipt of a written request from the Secretary.

29. Airport Layout Plan.

a. It will keep up to date at all times an airport layout plan of the airport showing (1) boundaries of the airport and all proposed additions thereto, together with the boundaries of all offsite areas owned or controlled by the sponsor for airport purposes and proposed additions thereto; (2) the location and nature of all existing and proposed airport facilities and structures (such as runways, taxiways, aprons, terminal buildings, hangars and roads), including all proposed extensions and reductions of existing airport facilities; (3) the location of all existing and proposed nonaviation areas and of all existing improvements thereon; and (4) all proposed and existing access points used to taxi aircraft across the airport’s property

boundary. Such airport layout plans and each amendment, revision, or modification thereof, shall be subject to the approval of the Secretary which approval shall be evidenced by the signature of a duly authorized representative of the Secretary on the face of the airport layout plan. The sponsor will not make or permit any changes or alterations in the airport or any of its facilities which are not in conformity with the airport layout plan as approved by the Secretary and which might, in the opinion of the Secretary, adversely affect the safety, utility or efficiency of the airport.

b. If a change or alteration in the airport or the facilities is made which the Secretary determines adversely affects the safety, utility, or efficiency of any federally owned, leased, or funded property on or off the airport and which is not in conformity with the airport layout plan as approved by the Secretary, the owner or operator will, if requested, by the Secretary (1) eliminate such adverse effect in a manner approved by the Secretary; or (2) bear all costs of relocating such property (or replacement thereof) to a site acceptable to the Secretary and all costs of restoring such property (or replacement thereof) to the level of safety, utility, efficiency, and cost of operation existing before the unapproved change in the airport or its facilities except in the case of a relocation or replacement of an existing airport facility due to a change in the Secretary’s design standards beyond

the control of the airport sponsor.

30. Civil Rights. It will comply with such rules as are promulgated to assure that no person shall, on the grounds of race, creed, color, national origin, sex, age, or handicap be excluded from participating in any activity conducted with or benefiting from funds received from this grant. This assurance obligates the sponsor for the period during which Federal financial assistance is extended to the program, except where Federal financial assistance is to provide, or is in the form of personal property or real property or interest therein or structures or improvements thereon in which case the assurance obligates the sponsor or any transferee for the longer of the following periods: (a) the period during which the property is used for a purpose for which Federal financial assistance is extended, or for another purpose involving the provision of similar services or benefits, or


(b) the period during which the sponsor retains ownership or possession of the property.

31. Disposal of Land.

a. For land purchased under a grant for airport noise compatibility purposes, including land serving as a noise buffer, it will dispose of the land, when the land is no longer needed for such purposes, at fair market value, at the earliest practicable time. That portion of the proceeds of such disposition which is proportionate to the United States' share of acquisition of such land will be, at the discretion of the Secretary, (1) reinvested in another project at the airport, or (2) transferred to another eligible airport as prescribed by the Secretary. The Secretary shall give preference to the following, in descending order, (1) reinvestment in an approved noise compatibility project, (2) reinvestment in an approved project that is eligible for grant funding under Section 47117(e) of title 49 United States Code, (3) reinvestment in an approved airport development project that is eligible for grant funding under Sections 47114, 47115, or 47117 of title 49 United States Code, (4) transferred to an eligible sponsor of another public airport to be reinvested in an approved noise compatibility project at that airport, and (5) paid to the Secretary for deposit in the Airport and Airway Trust Fund. If land acquired under a grant for noise compatibility purposes is leased at fair market value and consistent with noise buffering purposes, the lease will not be considered a disposal of the land. Revenues derived from such a lease may be used for an approved airport development project that would otherwise be eligible for grant funding or any permitted use of airport revenue.

b. For land purchased under a grant for airport development purposes (other than noise compatibility), it will, when the land is no longer needed for airport purposes, dispose of such land at fair market value or make available to the Secretary an amount equal to the United States' proportionate share of the fair market value of the land. That portion of the proceeds of such disposition which is proportionate to the United States' share of the cost of acquisition of such land will, (1) upon application to the Secretary, be reinvested or transferred to another eligible airport as prescribed by the Secretary. The Secretary shall give preference to the following, in descending order: (1) reinvestment in an approved noise compatibility project, (2) reinvestment in an approved project that is eligible for grant funding under Section 47117(e) of title 49 United States Code, (3) reinvestment in an approved airport development project that is eligible for grant funding under Sections 47114, 47115, or 47117 of title 49 United States Code, (4) transferred to an eligible sponsor of another public airport to be reinvested in an approved noise compatibility project at that airport, and (5) paid to the Secretary for deposit in the Airport and Airway Trust Fund.

c. Land shall be considered to be needed for airport purposes under this assurance if (1) it may be needed for aeronautical purposes (including runway protection zones) or serve as noise buffer land, and (2) the revenue


from interim uses of such land contributes to the financial self-sufficiency of the airport. Further, land purchased with a grant received by an airport operator or owner before December 31, 1987, will be considered to be needed for airport purposes if the Secretary or Federal agency making such grant before December 31, 1987, was notified by the operator or owner of the uses of such land, did not object to such use, and the land continues to be used for that purpose, such use having commenced no later than December 15, 1989.

d. Disposition of such land under (a) (b) or (c) will be subject to the retention or reservation of any interest or right therein necessary to ensure that such land will only be used for purposes which are compatible with noise levels associated with operation of the airport.

32. Engineering and Design Services. It will award each contract, or sub-contract for program management, construction management, planning studies, feasibility studies, architectural services, preliminary engineering, design, engineering, surveying, mapping or related services with respect to the project in the same manner as a contract for architectural and engineering services is negotiated under Title IX of the Federal Property and Administrative Services Act of 1949 or an equivalent qualifications-based requirement prescribed for or by the sponsor of the airport.

33. Foreign Market Restrictions. It will not allow funds provided under this grant to be used to fund any project which uses any product or service of a foreign country during the period in which such foreign country is listed by the United States Trade Representative as denying fair and equitable market opportunities for products and suppliers of the United States in procurement and construction.

34. Policies, Standards, and Specifications. It will carry out the project in accordance with policies, standards, and specifications approved by the Secretary including but not limited to the advisory circulars listed in the Current FAA Advisory Circulars for AIP projects, dated ____________________ (the latest approved version as of this grant offer) and included in this grant, and in accordance with applicable state policies, standards, and specifications approved by the Secretary.

35. Relocation and Real Property Acquisition. (1) It will be guided in acquiring real property, to the greatest extent practicable under State law, by the land acquisition policies in Subpart B of 49 CFR Part 24 and will pay or reimburse property owners for necessary expenses as specified in Subpart B. (2) It will provide a relocation assistance program offering the services described in Subpart C and fair and reasonable relocation payments and assistance to displaced persons as required in Subpart D and E of 49 CFR Part 24. (3) It will make available within a reasonable period of time prior to displacement, comparable replacement dwellings to displaced persons in accordance with Subpart E of 49 CFR Part 24.

36. Access By Intercity Buses. The airport owner or operator will permit, to the maximum extent practicable, intercity buses or other modes of transportation to


have access to the airport; however, it has no obligation to fund special facilities for intercity buses or for other modes of transportation.

37. Disadvantaged Business Enterprises. The recipient shall not discriminate on the basis of race, color, national origin or sex in the award and performance of any DOT-assisted contract or in the administration of its DBE program or the requirements of 49 CFR Part 26. The Recipient shall take all necessary and reasonable steps under 49 CFR Part 26 to ensure non discrimination in the award and administration of DOT-assisted contracts. The recipient’s DBE program, as

required by 49 CFR Part 26, and as approved by DOT, is incorporated by reference in this agreement. Implementation of this program is a legal obligation and failure to carry out its terms shall be treated as a violation of this agreement. Upon notification to the recipient of its failure to carry out its approved program, the Department may impose sanctions as provided for under Part 26 and may, in appropriate cases, refer the matter for enforcement under 18 U.S.C. 1001 and/or the Program Fraud Civil Remedies Act of 1986 (31 U.S.C. 3801).

38. Hangar Construction. If the airport owner or operator and a person who owns an aircraft agree that a hangar is to be constructed at the airport for the aircraft at the aircraft owner’s expense, the airport owner or operator will grant to the aircraft owner for the hangar a long term lease that is subject to such terms and conditions on the hangar as the airport owner or operator may impose.

39. Competitive Access.

a. If the airport owner or operator of a medium or large hub airport (as defined in section 47102 of title 49, U.S.C.) has been unable to accommodate one or more requests by an air carrier for access to gates or other facilities at that airport in order to allow the air carrier to provide service to the airport or to expand service at the airport, the airport owner or operator shall transmit a report to the Secretary that- 1) Describes the requests; 2) Provides an explanation as to why the requests could not be

accommodated; and 3) Provides a time frame within which, if any, the airport will be able

to accommodate the requests. b. Such report shall be due on either February 1 or August 1 of each year if

the airport has been unable to accommodate the request(s) in the six month period prior to the applicable due date.

Appendix E – Sample Living Quarters

Agreement


Put your enthusiasm for aviation and public service into action—join the Airport Information

Reporting for Oregon (AIRO) program.

Oregon Department of Aviation (ODA) offers volunteers an opportunity to contribute their aviation expertise to assist with reporting on the safety, security and maintenance conditions at a state sponsored airport.

A new approach in supporting Oregon’s State Airports

Given budgetary challenges and government spending restrictions, this program forms public-private partnerships to ensure we enhance safety and improve the physical condition at these public use airports.

Return this form via email to: Don Hankwitz, ODA Airport Safety Inspector at [email protected] or Matthew Maass, ODA State Airports Manager at [email protected] or by postal mail to the contact address below.

Airport Information Reporting for Oregon (AIRO) Application

Name: Email address: Requested AIRO Airport(s): Group Name (if applicable): Address: City: State: ZIP: Phone: Fax: Cell: I offer the following aviation experience & interest to AIRO:

Provide one or more letters of recommendation (attach to application) Oregon Department of Aviation, Attn: State Volunteer Coordinator,

3040 25th Street SE, Salem, OR 97302-1125

(503) 378-4880 or www.aviation.state.or.us

mailto:[email protected]

mailto:[email protected]

http://www.aviation.state.or.us/

STATE OF OREGON CONDITIONS OF VOLUNTEER SERVICE

As a volunteer working in a State of Oregon agency, you need to understand the extent to which you are covered by State of Oregon insurance for liability and personal injury/illness. Please read the following carefully and sign below.

Tort Liability

You will be protected from civil liability for injuries or damage to the person or property of others, subject to the following general conditions:

1. You are working on a state agency task assigned by an authorized agency supervisor;

2. You limit your actions to the duties assigned; and

3. You perform your assigned tasks in good faith, and do not act in a manner that is reckless or with the intent to unlawfully inflict harm to others.

The conditions and limits of this protection are as stated in the Oregon Tort Claims Act, ORS 30.260-300, and Oregon Department of Administrative Services Risk Management Division Policy Manual, 125-7-202.

Motor Vehicle Liability

If you use a personally owned vehicle in the course of your duties, you are required to have automobile liability insurance to provide your primary coverage for any accidents involving that vehicle. State provided auto liability coverage will apply on a limited basis only after your primary coverage limits have been used.

Medical/Disability Insurance

It is your responsibility to provide whatever personal medical insurance coverage you desire. The agency does not provide workers’ compensation or medical insurance coverage of any kind for your injury or illness incurred on the job.

Reporting Responsibility

Any time you are involved in any accident or exposed to a potential liability situation while performing assigned duties, you must inform ______________________________________________(name or title) as soon as possible.

Assigned Duties (Note if any document is attached or referred to for details)

See Attached Page

I HAVE READ AND UNDERSTAND THE ABOVE DUTIES AND CONDITIONS OF VOLUNTEER SERVICE.

Please Print Information

Name (Last, First, M.I.) Date

Address Telephone

City, State, Zip Signature

In case of emergency, please notify (NAME)

Relationship Telephone

Agency Supervisor Telephone

Title Date

Form for Liability Coverage Only Revised 11/02

2

Duties: Conduct monthly inspections in order to report on conditions of safety, security and maintenance

at their designated airport. Areas to be inspected are listed on the ARIO inspection log. Pick up litter around the airport during monthly visits as time allows. Litter bags and ties will be

provided by ODA. Inspect restrooms for cleanliness Attend initial volunteer training and once-yearly follow-up training. Immediately report to ODA all items related to safety and/or security at their designated airport. Review safety literature each time prior to an airport inspection. In the event that any hazardous items are found, do not touch them. Take appropriate

precautions and report the location and description of the material/substance to an ODA representative.

Wear ODA-supplied safety vest and ID badges when inspecting the airport. Forward completed checklist to Oregon Department of Aviation (ODA) within the month of

inspection. Report any injuries incurred while completing AIRO duties, to an ODA representative within two

working days of the injury. Guidelines:

Conduct activities in a safe manner and comply with all airport rules and regulations while performing AIRO activities at designated airport.

Perform inspections only during daylight hours. Discontinue work in inclement weather – especially in time of reduced visibility. Do not work in

ice, snow or fog. Do not inspect private property (hangars, land, aircraft) Tune and monitor your VHF radio to the airports CTAF/ UNICOM frequency (handheld if

volunteer has one). Appropriate conduct is expected at all times and exercise extreme caution. Park vehicles in the airport parking areas, and not on the runway or taxiway, or as otherwise

directed by an ODA representative during an activity. Remain clear of aircraft operation areas. Do not possess or consume alcoholic beverages while at the airport. Notify ODA prior to making airport visits, so NOTAMS may be issues if necessary.

Appendix F – Capital Improvement Plan


Non-Primary

Entitlement

State

Apportion/

Discretionary

2012/2013 22Development in Corporate Area (1 Hangar) - Phase

I940,103$ 16,263$ 287,622$ 636,219$ COIV ($524,035), ODOT ($112,184)

2014 Pavement Maintenance Program (PMP) 2014 50,000$ 5,000$ 45,000$

2014 Relocate Remote Communications Outlet (RCO) ***

2014 Grant application

Connect Oregon V (COV) - Local match for

runway reconstruction, apply in 2013 for

funding in 2014 for $280,300.

2014* Runway 17-35 Rehabilitation - Design 255,000$ 25,500$ 229,500$

2015* Runway 17-35 Rehabilitation - Construction 2,209,000$ 220,900$ 815,500$ 1,172,600$

2015* Runway End Identification Lights (REILs) (R17) 26,000$ 2,600$ 23,400$

2015*Precision Approach Path Indicators (PAPIs)

(R17/35)67,000$ 6,700$ 60,300$

2015* Run-up areas on Taxiways A & B 170,000$ 17,000$ 153,000$

2015*Lighted Windcone and 2 Supplementary

Windcones; remove tetrahedron76,000$ 7,600$ 68,400$

2016 Surplus drag strip property (109 acres) **

2016Carryover FAA Non-Primary Entitlement Funds

(2016)

2017 Terminal Apron Rehabilitation 1,159,000$ 115,900$ 295,000$ 748,100$

2017 PMP (2017) 50,000$ 5,000$ 45,000$

Phase I Totals 5,002,103$ 412,463$ 1,350,000$ 2,225,800$ 90,000$ 287,622$ 636,219$

2018Carryover FAA Non-Primary Entitlement Funds

(2018)

2019Parallel Taxiway Environmental Assessment (EA)

(2019)200,000$ 20,000$ 180,000$

2020 Parallel Taxiway - Phase I (1972' x 35') (2020) 738,000$ 73,800$ 265,000$ 325,400$

2020 PMP (2020) 50,000$ 5,000$ 45,000$

2021/2022Carryover FAA Non-Primary Entitlement Funds

(2021-2022)

Phase II Totals 988,000$ 93,800$ 450,000$ 325,400$ 45,000$ -$ -$

1 Runway length justification report 25,000$ 2,500$ 22,500$

2 Runway extension Environmental Assessment 200,000$ 20,000$ 180,000$

3 Land acquisition (R35 RPZ) 0.48 acres, with EA 15,000$ 1,500$ 13,500$

4 Land acquisition (R17 RPZ) 13.82 acres, with EA 119,000$ 11,900$ 107,100$

5 Runway 17 Extension (1,200’ x 100') 1,457,000$ 145,700$ 426,900$ 884,400$

6 Implement instrument approach (> ¾ sm) 30,000$ 3,000$ 2,427$ 24,573$

7Omnidirectional Approach Lighting System

(ODALS)84,000$ 8,400$ 6,796$ 68,804$

8 25 Agricultural containment area (200’ x 200’) 516,000$ 51,600$ 41,747$ 422,653$

9 27 Helicopter parking area (200’ x 200’) 328,000$ 32,800$ 26,537$ 268,663$

10 Taxiway A Rehabilitation (3370' x 35') 1,132,000$ 113,200$ 91,584$ 927,216$

11 Parallel Taxiway- Phase II (3192' x 35') 1,257,000$ 125,700$ 101,697$ 1,029,603$

12 21Conventional Hangar Development - Phase I: Site

Development (700’ x 200’)1,375,000$ 137,500$ 111,244$ 1,126,256$

13 21Conventional Hangar Development - Phase I:

Hangars (14 Hangars)2,757,000$ 2,757,000$

14 24T-Hangar Development - Phase I: Site

Development413,000$ 41,300$ 33,414$ 338,286$

15 24T-Hangar Development - Phase I: Hangars (1 Row,

7 Units)690,000$ 690,000$

16 23 Tiedown Apron (400’ x 400’) 1,265,000$ 126,500$ 102,345$ 1,036,155$

17 20North Vehicle Parking Lot (200 spots) and Access

Road552,000$ 552,000$

18 Perimeter Fencing (approx. 21,900 lf) 1,298,000$ 129,800$ 105,015$ 1,063,186$

19 22 Development in Corporate Area - Phase II: Site 601,000$ 60,100$ 48,624$ 492,276$

20 22Development in Corporate Area - Phase II: Hangars

(2 Hangars)657,000$ 657,000$

21 29 Airport-compatible development ****

22 PMP (2023, 2026, 2029, 2032) 200,000$ 20,000$ 180,000$

23 21Conventional Hangar Development - Phase II: Site

Development (700’ x 200’)1,105,000$ 110,500$ 89,400$ 905,100$

24 21Conventional Hangar Development - Phase II:

Hangars (14 Hangars)2,757,000$ 2,757,000$

25 24T-Hangar Development - Phase II: Site

Development (200’ x 400’)411,000$ 41,100$ 33,252$ 336,648$

26 24T-Hangar Development - Phase II: Hangars (2

Rows, 14 Units)1,379,000$ 1,379,000$

27 20South Vehicle Parking Lot (100 spots) and Access

Road735,000$ 735,000$

28 26 Develop Terminal Area (400’ x 400’) 3,791,000$ 1,895,500$ 1,895,500$ Connect Oregon - Apply for funding

29 Bury Overhead Utilities 70,000$ 70,000$

30 Taxiway B Rehabilitation (4981' x 35') 1,452,000$ 145,200$ 117,474$ 1,189,326$

31 22Development in Corporate Area - Phase III: Site

Development1,464,000$ 146,400$ 118,445$ 1,199,155$

32 22Development in Corporate Area - Phase III:

Hangars (7 Hangars)2,297,000$ 2,297,000$

Phase III Totals 30,432,000$ 1,454,700$ 1,800,000$ 11,312,300$ 180,000$ 13,789,500$ 1,895,500$

Total All Phases 36,422,103$ 1,960,963$ 3,600,000$ 13,863,500$ 315,000$ 14,077,122$ 2,531,719$

*

**

*** No cost to Lake County, this will be an FAA Airways Facilities Division cost.

**** No cost to Lake County, development to be 100% privately-funded.

Lake County loaned the City of Florence $450,000 of Non Primary Entitlement funds from Fiscal Years 2008-2011. These funds are being repayed to the County over 3 years starting in 2012 and are reflected in the

Non Primary Funds above.

The Drag Strip is not an aviation related/compatible improvement.

Connect Oregon - Application for Runway

Extension funding

Year/

Priority

ALP

Note #Project Description Total Cost Lake County ODA Private Other Other Description

FAA

Lake County Airport (LKV) Capital Improvement Plan (CIP) Estimates

Phase I (2012 - 2017)

Phase II (2018-2022)

Phase III (2023-2032)

11/1/2012 \\pdx-file1.ad.whpacific.com\Projects\Lake County\037597\Planning\Airport\Cost Estimates\LKV-CIP.xlsx 1


Phase I (2012 - 2017) - 2012/2013

Assumptions:

Cost Estimate:

Item Description Qty Unit Price/Unit Cost

1 LS $276,026

1 LS $284,893

1 LS $250,000

1 LS $35,060

1 LS $68,500

1 LS $14,500

1 LS $11,125

$940,103Total Cost

Development in Corporate Area (1 Hangar) - Phase I

Project includes construction of access roads, Taxiways, Taxilanes, parking, and site

development on the east side of Runway 17-35 at the North end. Items included in the

construction estimate are fencing, drainage improvements, site preparation,

excavation, paving, striping, and seeding, hangar construction, enginnering,

administration, and contingency.

Electrical Service

Airside and Fencing Items

Site Improvements, Road, and Parking

Witrotor Hangar

Water

Sanitary Sewer

Hangar Taxilane



Phase I (2012 - 2017) - 2014

Assumptions:

Cost Estimate:


1 LS $24,000 $24,000

Surface Sealants 25000 SF $0.25 $6,250

$30,250

10.0% $30,250 $3,025

$33,275

30% $33,275 $9,983

20% $33,275 $6,655

$49,913

$50,000

Engineering & Administration

Contigency

Total Cost

Total Rounded Cost

Pavement Maintenance Program (PMP) 2014

Project includes crack sealing, AC patching, and surface sealants at various locations

on the Airport. Estimate was based on engineering judgement.

Crack Sealing and AC Patching

Subtotal Construction

Mobilization

Total Construction



Phase I (2012 - 2017) - 2014*

Assumptions:

Cost Estimate:

1 LS $255,000 $255,000

$255,000

Runway 17-35 Rehabilitation - Design

Project includes the design only of the rehabilitation of runway 17-35. Items included in

the construction estimate include drainage improvements, site preparation,

excavation, paving, striping, lighting, signage, and seeding.

Total Rounded Cost




Phase I (2012 - 2017) - 2015*

Assumptions:

Cost Estimate:


59089 SY $22.00 $1,299,956

Runway Striping per Length Runway 5318 LF $1.77 $9,414

Subtotal Other Site Improvements 1 LS $168,000 $168,000

Subtotal Construction $1,477,370

Mob., Testing, Temp. Flagging, Surv & Mrkg 15.0% $1,477,370 $221,605

Total Construction $1,698,975

Construction Services Engineering & Admin. 15% $1,698,975 $254,846

Contigency 15% $1,698,975 $254,846

Total Cost $2,208,668

$2,209,000

Runway 17-35 Rehabilitation - Construction

Project includes rehabilitation of runway 17-35. Items included in the construction

estimate include drainage improvements, site preparation, excavation, paving,

striping, lighting, signage, and seeding.

Total Rounded Cost

Subtotal Paving Section and Excavation



Phase I (2012 - 2017) - 2015*

Assumptions:

Cost Estimate:


1 LS $15,000 $15,000

$15,000

15.0% $15,000 $2,250

$17,250

30% $17,250 $5,175

15% $17,250 $2,588

$25,013

$26,000

Total Construction


Contigency

Total Cost

Total Rounded Cost

Mob., Testing, Temp. Flagging, Surv & Mrkg

Runway End Identification Lights (REILs) (R17)

Project includes installation of Runway End Identification Lights (REILs) on Runway

17.

Install REILS




Phase I (2012 - 2017) - 2015*

Assumptions:

Cost Estimate:


1 LS $20,000 $20,000

1 LS $20,000 $20,000

$40,000

15.0% $40,000 $6,000

$46,000

30% $46,000 $13,800

15% $46,000 $6,900

$66,700

$67,000

Total Construction


Contigency

Total Cost

Total Rounded Cost



Install PAPIs Runway 35

Precision Approach Path Indicators (PAPIs) (R17/35)

Project includes installation of Precision Approach Path Indicators (PAPIs) for

Runways 17 and 35.

Install PAPIs Runway 17



Phase I (2012 - 2017) - 2015*

Assumptions:

Cost Estimate:


1921 SY $40.00 $76,831

1 LS $28,673 $28,673

$105,504

15.0% $105,504 $15,826

$121,329

25% $121,329 $30,332

15% $121,329 $18,199

$169,861

$170,000Total Rounded Cost

Run-up areas on Taxiways A & B

Project includes construction of 2 holding aprons on Taixways A and B near Runway

17-35. Items included in the construction estimate include drainage improvements, site

preparation, excavation, paving, striping, and seeding.


Subtotal Other Site Improvements



Total Construction


Contigency

Total Cost



Phase I (2012 - 2017) - 2015*

Assumptions:

Cost Estimate:


1 EA $2,000.00 $2,000

1 EA $25,000.00 $25,000

2 EA $10,000.00 $20,000

$47,000

15.0% $47,000 $7,050

$54,050

25% $54,050 $13,513

15% $54,050 $8,108

$75,670


Lighted Windcone and 2 Supplementary Windcones; remove tetrahedron

Project includes construction of one lighted windcone with segmented circle, 2

supplemental windcones and the removal of a tetrahedron.

Removal of Tetrahedron


Supplementary Windcones

Lighted Windcone with Segmented Circle


Total Construction


Contigency

Total Cost



Phase I (2012 - 2017) - 2017

Assumptions:

Cost Estimate:


14991 SY $45.00 $674,590

1 LS $44,828 $44,828

$719,418

15.0% $719,418 $107,913

$827,330

25% $827,330 $206,833

15% $827,330 $124,100

$1,158,263

$1,159,000Total Rounded Cost

Terminal Apron Rehabilitation

Project includes rehabilitation of several aprons on the airfield that are either currently

failed or will fail according to PCI reports. Items included in the construction estimate

include drainage improvements, site preparation, excavation, paving, striping, and

seeding.





Total Construction


Contigency

Total Cost



Phase I (2012 - 2017) - 2017

Assumptions:

Cost Estimate:


1 LS $24,000 $24,000


$30,250

10.0% $30,250 $3,025

$33,275

30% $33,275 $9,983

20% $33,275 $6,655

$49,913

$50,000


Contigency

Total Cost

Total Rounded Cost

PMP (2017)





Mobilization

Total Construction



Phase II (2018-2022) - 2020

Assumptions:

Cost Estimate:


8580 SY $40.00 $343,209

1 LS $114,670 $114,670

$457,879

15.0% $457,879 $68,682

$526,560

25% $526,560 $131,640

15% $526,560 $78,984

$737,184


Parallel Taxiway - Phase I (1972' x 35') (2020)

Project includes construction of a partial parallel taxiway, east of Runway 17-35 along

with a mid-field exit taxiway. Items included in the construction estimate include

drainage improvements, site preparation, excavation, paving, striping, and seeding.





Total Construction


Contigency

Total Cost



Phase II (2018-2022) - 2020

Assumptions:

Cost Estimate:


1 LS $24,000 $24,000


$30,250

10.0% $30,250 $3,025

$33,275

30% $33,275 $9,983

20% $33,275 $6,655

$49,913

$50,000


Contigency

Total Cost

Total Rounded Cost

PMP (2020)





Mobilization

Total Construction



Phase III (2023-2032) - 3

Assumptions:

Cost Estimate:


0.48 ACRE $5,000.00 $2,400

1 LS $5,000 $5,000

$7,400

1 LS $5,000 $5,000

30% $7,400 $2,220

$14,620

$15,000

Land acquisition (R35 RPZ) 0.48 acres, with EA

Property Acquisition within the RPZ of Runway 35. Costs include cost per acre of purchasing real property

and negotiations required.

Land Acquisition

Property Negotiations

Total Rounded Cost

Subtotal


Contigency

Total Cost



Phase III (2023-2032) - 4

Assumptions:

Cost Estimate:


13.82 ACRE $5,000.00 $69,100

1 LS $10,000 $10,000

$79,100

20% $79,100 $15,820

30% $79,100 $23,730

$118,650

$119,000

Subtotal


Contigency

Total Cost

Total Rounded Cost

Land acquisition (R17 RPZ) 13.82 acres, with EA

Property Acquisition within the RPZ of Runway 17. Costs include cost per acre of purchasing real property

and negotiations required.

Land Acquisition

Property Negotiations



Phase III (2023-2032) - 5

Assumptions:

Cost Estimate:


19753 SY $37.50 $740,729

Runway Lighting per Length Runway 1200 LF $55.00 $66,000

Runway Striping per Length Runway 3859 LF $1.77 $6,831

1 LS $133,000 $133,000

$946,560

15.0% $880,560 $132,084

$1,078,645

20% $1,078,645 $215,729

15% $1,078,645 $161,797

$1,456,170


Runway 17 Extension (1,200’ x 100')

Project includes the extension of runway 17-35 by 1200 feet to the north along with a

parallel taxiway and exit taxiway. Items included in the construction estimate include

drainage improvements, site preparation, excavation, paving, striping, lighting,

signage, and seeding.





Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 6

Assumptions:

Cost Estimate:


1 LS $30,000 $30,000

$30,000


Implement instrument approach (> ¾ sm)

Project includes an aeronautical survey with incorporation into the FAA GIS for

procedure development.

FAA Aeronautical Survey

Total Cost



Phase III (2023-2032) - 7

Assumptions:

Cost Estimate:


1 LS $50,000 $50,000

$50,000

15.0% $50,000 $7,500

$57,500

30% $57,500 $17,250

15% $57,500 $8,625

$83,375


Omnidirectional Approach Lighting System (ODALS)

Project includes installation of a new Omnidirectional Apporach Lighting system

(ODALs).

Install ODALs



Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 8

Assumptions:

Cost Estimate:


5732 SY $40.00 $229,289

Containment measures 1 LS $50,000 $50,000

1 LS $40,728 $40,728

$320,017

15.0% $320,017 $48,002

$368,019

25% $368,019 $92,005

15% $368,019 $55,203

$515,227


Agricultural containment area (200’ x 200’)

Project includes construction of a 200 foot by 200 foot paved area to be an area for

agricultural aircraft to use for containment of chemicals and other by-products. Also

included is a taxiway connector to the parallel taxiway. Items included in the

construction estimate include drainage improvements, site preparation, excavation,

paving, and seeding.





Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 9

Assumptions:

Cost Estimate:


4444 SY $37.50 $166,667

1 LS $36,471 $36,471

$203,137

15.0% $203,137 $30,471

$233,608

25% $233,608 $58,402

15% $233,608 $35,041

$327,051


Helicopter parking area (200’ x 200’)

Project includes construction of a 200 foot by 200 foot paved area to be used for

helicopter parking and taxiing. Items included in the construction estimate include

drainage improvements, site preparation, excavation, paving, striping, and seeding.





Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 10

Assumptions:

Cost Estimate:


13106 SY $41.00 $537,328

1 LS $165,192 $165,192

$702,520

15.0% $702,520 $105,378

$807,898

25% $807,898 $201,974

15% $807,898 $121,185

$1,131,057


Taxiway A Rehabilitation (3370' x 35')

Project includes rehabilitation of Taxiway A. Items included in the construction


striping, and seeding.





Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 11

Assumptions:

Cost Estimate:


15644 SY $40.00 $625,756

1 LS $154,649 $154,649

$780,404

15.0% $780,404 $117,061

$897,465

25% $897,465 $224,366

15% $897,465 $134,620

$1,256,451


Parallel Taxiway- Phase II (3192' x 35')

Project includes construction of the remaining parallel taxiway, east of Runway 17-35

along with a holding apron and end connector taxiway. Items included in the


paving, striping, and seeding.





Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 12

Assumptions:

Cost Estimate:


11141 SY $40.00 $445,649

1 LS $290,000 $290,000

1 LS $118,000 $118,000

$853,649

15.0% $853,649 $128,047

$981,696

25% $981,696 $245,424

15% $981,696 $147,254

$1,374,375


Conventional Hangar Development - Phase I: Site Development (700’ x 200’)

Project includes construction of Taxilanes and site development on the east side of

Runway 17-35 at the North end. Items included in the construction estimate are

drainage improvements, utility access, site preparation, excavation, paving, striping,

and seeding.

Subtotal Paving and Excavation




Total Construction


Contigency

Total Cost

Subtotal Utility Access



Phase III (2023-2032) - 13

Assumptions:

Cost Estimate:


14 EA $150,000 $2,100,000

$2,100,000

5.0% $2,100,000 $105,000

$2,205,000

10% $2,205,000 $220,500

15% $2,205,000 $330,750

$2,756,250

$2,757,000

Total Construction


Contigency

Total Cost

Total Rounded Cost


Conventional Hangar Development - Phase I: Hangars (14 Hangars)

Project includes construction of approximately 14 Hangars. Estimate includes

construction of the Hangars.

Aircraft Hangars




Phase III (2023-2032) - 14

Assumptions:

Cost Estimate:


3402 SY $40.00 $136,089

1 LS $82,000 $82,000

1 LS $38,000 $38,000

$256,089

15.0% $256,089 $38,413

$294,502

25% $294,502 $73,626

15% $294,502 $44,175

$412,303


T-Hangar Development - Phase I: Site Development




and seeding.





Total Construction


Contigency

Total Cost

Subtotal Utility Access



Phase III (2023-2032) - 15

Assumptions:

Cost Estimate:


7 Units $75,000 $525,000

$525,000

5.0% $525,000 $26,250

$551,250

10% $551,250 $55,125

15% $551,250 $82,688

$689,063

$690,000

Total Construction


Contigency

Total Cost

Total Rounded Cost


T-Hangar Development - Phase I: Hangars (1 Row, 7 Units)

Project includes construction of 1 row of T Hangars. Estimate includes construction of

the Hangars.

Aircraft Hangars




Phase III (2023-2032) - 16

Assumptions:

Cost Estimate:


19374 SY $37.00 $716,822

1 LS $68,703 $68,703

$785,525

15.0% $785,525 $117,829

$903,354

25% $903,354 $225,838

15% $903,354 $135,503

$1,264,695


Tiedown Apron (400’ x 400’)

Project includes construction of a 400 foot by 400 foot tie-down apron along with a

connector taxiway to be used for aircraft parking and taxiing. Items included in the


paving, striping, tiedown anchors, and seeding.





Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 17

Assumptions:

Cost Estimate:


7044 SY $38.00 $267,680

1 LS $75,000 $75,000

$342,680

15.0% $342,680 $51,402

$394,083

25% $394,083 $98,521

15% $394,083 $59,112

$551,716


North Vehicle Parking Lot (200 spots) and Access Road

Project includes construction of an approximate 100 foot by 400 foot paved area to

accomodate vehicle parking along with a 200 long access road. Items included in the







Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 18

Assumptions:

Cost Estimate:


21900 LF $23.00 $503,700

1 LS $302,000 $302,000

$805,700

15.0% $805,700 $120,855

$926,555

25% $926,555 $231,639

15% $926,555 $138,983

$1,297,177


Perimeter Fencing (approx. 21,900 lf)

Project includes installing and replacing old fence with new security perimeter fencing.

Perimeter Fence




Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 19

Assumptions:

Cost Estimate:


5330 SY $40.00 $213,196

1 LS $160,000 $160,000

$373,196

15.0% $373,196 $55,979

$429,175

25% $429,175 $107,294

15% $429,175 $64,376

$600,845


Development in Corporate Area - Phase II: Site

Project includes construction of Taxiways, Taxilanes, parking, and site development

on the east side of Runway 17-35 at the North end. Items included in the construction

estimate are drainage improvements, utility access, site preparation, excavation,






Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 20

Assumptions:

Cost Estimate:


2 EA $250,000 $500,000

$500,000

5.0% $500,000 $25,000

$525,000

10% $525,000 $52,500

15% $525,000 $78,750

$656,250

$657,000

Total Construction


Contigency

Total Cost

Total Rounded Cost


Development in Corporate Area - Phase II: Hangars (2 Hangars)

Project includes construction of 2 Corporate Hangars. Estimate includes construction of

the Hangars.

Aircraft Hangars




Phase III (2023-2032) - 22

Assumptions:

Cost Estimate:


1 LS $24,000 $24,000


$30,250

10.0% $30,250 $3,025

$33,275

30% $33,275 $9,983

20% $33,275 $6,655

$49,913

$50,000

PMP for 4 Cycles (2023, 2026, 2029, 2032) 4 EA $50,000 $200,000

$200,000


Contigency

Total Cost

Total Rounded Cost for 1 Year

Total Rounded Cost

Total Construction

PMP (2023, 2026, 2029, 2032)





Mobilization



Phase III (2023-2032) - 23

Assumptions:

Cost Estimate:


9805 SY $40.00 $392,209

1 LS $294,000 $294,000

$686,209

15.0% $686,209 $102,931

$789,140

25% $789,140 $197,285

15% $789,140 $118,371

$1,104,796


Conventional Hangar Development - Phase II: Site Development (700’ x 200’)




and seeding.





Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 24

Assumptions:

Cost Estimate:


14 EA $150,000 $2,100,000

$2,100,000

5.0% $2,100,000 $105,000

$2,205,000

10% $2,205,000 $220,500

15% $2,205,000 $330,750

$2,756,250

$2,757,000

Total Construction


Contigency

Total Cost

Total Rounded Cost


Conventional Hangar Development - Phase II: Hangars (14 Hangars)

Project includes construction of approximately 14 Hangars. Estimate includes

construction of the Hangars.

Aircraft Hangars




Phase III (2023-2032) - 25

Assumptions:

Cost Estimate:


3402 SY $40.00 $136,089

1 LS $82,000 $82,000

1 LS $37,075 $37,075

$255,164

15.0% $255,164 $38,275

$293,439

25% $293,439 $73,360

15% $293,439 $44,016

$410,814


T-Hangar Development - Phase II: Site Development (200’ x 400’)




and seeding.





Total Construction


Contigency

Total Cost

Subtotal Utilities Access



Phase III (2023-2032) - 26

Assumptions:

Cost Estimate:


14 Units $75,000 $1,050,000

$1,050,000

5.0% $1,050,000 $52,500

$1,102,500

10% $1,102,500 $110,250

15% $1,102,500 $165,375

$1,378,125

$1,379,000

Total Construction


Contigency

Total Cost

Total Rounded Cost


T-Hangar Development - Phase II: Hangars (2 Rows, 14 Units)

Project includes construction of 2 rows of T Hangars. Estimate includes construction of

the Hangars.

Aircraft Hangars




Phase III (2023-2032) - 27

Assumptions:

Cost Estimate:


10321 SY $38.50 $397,371

1 LS $59,000 $59,000

$456,371

15.0% $456,371 $68,456

$524,827

25% $524,827 $131,207

15% $524,827 $78,724

$734,758


South Vehicle Parking Lot (100 spots) and Access Road

Project includes construction of an approximate 100 foot by 200 foot paved area to

accomodate vehicle parking along with a 2400 feet long access road. Items included in

the construction estimate include drainage improvements, site preparation,

excavation, paving, striping, and seeding.





Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 28

Assumptions:

Cost Estimate:


16975 SY $35.00 $594,113

1 LS $356,000 $356,000

1 LS $162,000 $162,000

$1,112,113

15.0% $1,112,113 $166,817

$1,278,930

25% $1,278,930 $319,732.58

15% $1,278,930 $191,839.55

1.0 LS $2,000,000 $2,000,000

$3,790,502

Total Rounded Cost $3,791,000


Total Cost

Terminal Building

Develop Terminal Area (400’ x 400’)

Project includes construction of a 400 foot by 400 foot apron apron along with a

terminal building. Items included in the construction estimate include terminal building

construction, drainage improvements, site preparation, excavation, paving, striping,

and seeding.





Total Construction


Contigency



Phase III (2023-2032) - 29

Assumptions:

Cost Estimate:


1 LS $5,000.00 $5,000

1 LS $45,000 $45,000

$50,000

25% $50,000 $12,500

15% $50,000 $7,500

$70,000

$70,000

Bury Overhead Utilities

Project includes the burying of electrical utilities.

Demolish Old Overhead Lines

Install New Underground Utilities and Connect

Total Rounded Construction Cost


Contigency

Total Cost

Total Rounded Cost



Phase III (2023-2032) - 30

Assumptions:

Cost Estimate:


19371 SY $38.00 $736,081

1 LS $165,192 $165,192

$901,273

15.0% $901,273 $135,191

$1,036,464

25% $1,036,464 $259,116

15% $1,036,464 $155,470

$1,451,050


Taxiway B Rehabilitation (4981' x 35')

Project includes rehabilitation of Taxiway B. Items included in the construction


striping, and seeding.





Total Construction


Contigency

Total Cost



Phase III (2023-2032) - 31

Assumptions:

Cost Estimate:


15141 SY $37.50 $567,792

1 LS $341,000 $341,000

1 LS $154,000 $154,000

$908,792

15.0% $908,792 $136,319

$1,045,110

25% $1,045,110 $261,278

15% $1,045,110 $156,767

$1,463,155


Development in Corporate Area - Phase III: Site Development

Project includes construction of Taxiways, Taxilanes, parking, and site development on

the east side of Runway 17-35 at the North end. Items included in the construction

estimate are drainage improvements, utility access, site preparation, excavation,






Total Construction


Contigency

Total Cost




Phase III (2023-2032) - 32

Assumptions:

Cost Estimate:


7 EA $250,000 $1,750,000

$1,750,000

5.0% $1,750,000 $87,500

$1,837,500

10% $1,837,500 $183,750

15% $1,837,500 $275,625

$2,296,875

$2,297,000

Total Construction


Contigency

Total Cost

Total Rounded Cost


Development in Corporate Area - Phase III: Hangars (7 Hangars)

Project includes construction of 7 Corporate Hangars. Estimate includes construction of

the Hangars.

Aircraft Hangars



appendix a glossary of terms and acronyms...lake county airport a‐2 master plan update appendix a...

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