Governor's Advisory Council on Aviation: final report

              Governor's Advisory Council on Aviation



Final Report January 31, 2007



Executive Order 2004-22



Governor's Advisory Council on Aviation Bonnie Allin, Chairman Richard "Dick" Bethurem Michael Covalt Barbara Harper Stacy Howard C. A. Howlett David Kreitor Robert Littlefield Ronnie Lopez John Mills Victor Mendez



CONTENTS

Executive Summary..............................................................3 Introduction.......................................................................9 Land Use Committee Chapter................................................13 Airport Capacity Committee Chapter.......................................21 Finance Committee Chapter................................................31 Conclusion and Acknowledgements.......................................36 Appendix

A. B.



Documents



Date



Governor's Advisory Council on Aviation Agenda 1/31/05 Meeting Minutes Capacity Subcommittee Agenda 4/4/05 Maricopa Association of Governments Presentation Pima Association of Governments Presentation Land Use Subcommittee Agenda City of Buckeye Presentation Tucson Airport Authority Presentation 4/13/05



C.



D.



Governor's Advisory Council on Aviation Agenda 4/27/05 Meeting Minutes ADOT-Aeronautics Federal Funds Information Land Use Subcommittee Agenda 6/20/05 ADOT-Aeronautics Land Use Compatibility Presentation Capacity Subcommittee Agenda U.S. Air Force Presentation 7/19/05



E. F.



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G. H. I.



Governor's Advisory Council on Aviation Agenda 7/19/05 Meeting Minutes Governor's Advisory Council on Aviation Agenda 10/12/05 Meeting Minutes Governor's Advisory Council on Aviation Agenda 1/18/06 Meeting Minutes Preliminary Report Capacity Subcommittee's Airport Survey Land Use Subcommittee Agenda ADOT-Aeronautics Grant Assurances 4/4/06



J. K.



Governor's Advisory Council on Aviation Agenda 6/28/06 Meeting Minutes Land Use Subcommittee Report ADOT-Aeronautics State Aviation Fund Presentation ADOT-Aeronautics Review of AzAA Proposals Finance Advisory Subcommittee Agenda 9/20/06 ADOT-Aeronautics Airport Operations Comparisons Governor's Advisory Council on Aviation Agenda 9/20/06 Meeting Minutes Finance Advisory Subcommittee Agenda 10/25/06



L. M. N. O. P.



Capacity Subcommittee Agenda 10/25/06 City of Phoenix Fire Department ARFF Presentation Finance Advisory Subcommittee Agenda Arizona Airports Association Letter, 1/11/07 Arizona Airports Association Recommendations 1/12/07



Q. R.



Governor's Advisory Council on Aviation Agenda 1/12/07 Meeting Minutes Governor's Advisory Council on Aviation Agenda 1/23/07



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January 31, 2007



EXECUTIVE SUMMARY OF THE GOVERNOR'S ADVISORY COUNCIL ON AVIATION FINAL REPORT Economic Impact

Aviation in Arizona, commercial, general, and military, including aviation manufacturing and related industries, is a significant contributor to the State's economy. For example, the three City of Phoenix-owned airports alone have an annual economic impact exceeding $26.2 billion, which is equivalent to $72 million per day. Aviation's total civilian economic impact on Arizona's economy in 2002 was $37 billion. It supported over 467,855 jobs with a payroll of $14.6 billion. The impact from Arizona's military aviation facilities was $5.7 billion and it supported 83,506 jobs with a payroll of $2.4 billion. In the last four years, all sectors of aviation in Arizona have grown significantly, rebounding from September 11, 2001 much faster than the majority of the country. Since 2002, at Tucson International and Phoenix Sky Harbor Airports alone, commercial passenger levels have increased 21.3% and 16%, respectively. Demand on the Arizona aviation system of airports will double over the next 20 years, and the infrastructure of the system must grow to provide the access for our citizens and visitors. It must protect and grow compatibly with surrounding communities to ensure the State's ability to grow.



Background

Governor Janet Napolitano established the Governor's Advisory Council on Aviation (ACA) through Executive Order 2004-22 on September 21, 2004. The ACA was tasked to study and issue consensus findings and recommendations that specifically addressed the following issues: a. b. c. d. e. Airspace utilization and airport capacity Land use compatibility Federal funding for aviation in Arizona Criteria for evaluating aviation facility and system needs Future aviation needs assessments and funding strategies



The five issues were combined into three categories for further study; Land Use, Capacity and Funding Needs. The ACA met 19 times in various capacities beginning January 31, 2005 through January 31, 2007 in locations through out the State (Phoenix, Tucson, Flagstaff and Yuma). In those meetings the ACA consulted with, or took testimony from, as many aviation interests as possible. Those interests consisted of stakeholders in commercial, military and general aviation, including representatives from the Federal Aviation Administration, Arizona Department of Transportation � Aeronautics Division, Maricopa Association of Governments, Pima County Association of Governments, Arizona State Land Department, Arizona Department of Real Estate, Southern Arizona 3



Leadership Council, airport operators, Governor's Office on the Governor's Growth Initiative, ADOT's Multi-modal Transportation Study and Arizona Airports Association (AzAA), Arizona Pilots Association, Aircraft Owners and Pilots Association, and the Aviation Safety Advisory Group of Arizona. The meetings, consultations and testimonies contributed to ensure all necessary information could be gathered, the issues identified and thoroughly studied, and meaningful and achievable recommendations developed. The attached Report to the Governor includes background, discussion, and recommendations respectfully submitted for consideration. A summary of the recommendations include:



Growing Smarter

The Growing Smarter Acts

The Governor's Growth Initiative, including Growing Smarter and Growing Smarter Plus, creates a valuable framework for Arizona communities by mandating local jurisdictions to provide greater efforts as to how and where growth will occur and how it will be financed. Guiding principles direct state and local decision makers to embrace their responsibility, transcend immediate interests, and seek the broadest possible community benefit. The Growing Smarter Acts encourage regional partnerships and collaboration to form a consensus community vision and promote the use of state laws, procedures, expertise, resources and actions to reinforce local planning efforts. The Guiding Principles and recommended partnerships in each of the six categories set forth by the Growing Smarter Oversight Council; responsibility and accountability, preservation of community character, stewardship, opportunity, and infrastructure, should be applied to aviation planning. Close coordination must exist between the ADOT-Aeronautics Division, airport operators, State Land Department, and State Real Estate Department to map Airport Influence Areas, Airport Noise Contours, Airport Hazard Districts, and Traffic Pattern Airspace requirements for each public use airport, and to make those maps publicly and readily available to developers, airport sponsors, and planners. Based upon the Principles of the Growing Smarter Oversight Council, the State of Arizona should provide templates and structures for regional partnerships and intergovernmental coordination to facilitate collaborative efforts among local authorities for consensus land use planning in the vicinity of airports.



Land Use

Aviation legislation to help achieve state oversight of compatible land use planning near airports is recommended by this council to strengthen the State's commitment to aviation



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planning, preservation and development. Good legislation that could serve as a model for Arizona has been crafted by several states. Legislation should: Empower the airport owner to protect the airport from non-compatible encroachment and adversarial confrontation with its community; Empower the State of Arizona and its citizens to protect our significant investment in system airports and maximize the airport's economic return; Protect airports' ability to develop and operate in the safest most efficient environment; Publicly owned and operated airports and local zoning officials should pursue adoption of compatible land use code (Re: airport environs zones), which define compatible land uses in the vicinity of an airport. This should include definitions of prohibited uses within the vicinity of an airport and define Airport Hazard District, Noise Contours, and Public Disclosure Zones. When applicable, ADOT-Aeronautics should provide planning assistance; ADOT-Aeronautics should receive notification of local zoning changes and requests for permits for tall structures within Airport Influence Areas, Traffic Pattern Airspace, Airport Noise Contours, Airport Hazard Districts, and Overlay Districts for State system airports when local airports are unable to manage such notification. Aeronautics may review and provide comment on these changes and permits in coordination with the airport. Notification requirements should be made part of the State grant assurances for receiving state aviation funding; All existing and future airport studies and master plans funded through federal and state grants should be fully integrated into each community's comprehensive general plan to create certainty about airport land use requirements for land owners, developers and prospective purchasers; and ADOT Aeronautics will provide assistance to help bridge the gap between airport master planning and compatible land use planning for public use airports.



Capacity

Legislative action is recommended to meet the growth demands on the aviation industry in the future. The airport community must work together with the FAA and ADOTAeronautics to fund airport construction and growth in Arizona. The following recommendations to strategically plan for the future will allow Arizona's aviation system to meet the long-term transportation needs of the communities while protecting the military's need for Arizona airspace:



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Fund and implement capacity projects at twenty-five airports in Arizona; Change Grand Canyon National Park Airport's funding approach from the State of Arizona's Aviation Fund to an enterprise fund. Rates and charges should be adjusted appropriately to allow for revenues to cover sufficient staffing levels and capital improvement program; Protect the military's need for Arizona airspace; Develop an Outlying Airport System Plan for small airports in outlying communities; Explore the possibility of funding a mobile statewide ARFF training unit to provide important fire safety training for communities who are unable to afford national training; Increase the annual Pavement Maintenance Management Program funding from $3 million to $4 million and increase the scope of projects covered; Establish an Adopt-An-Airport program; and Create a statewide program for the inspection and maintenance of airports that have automated weather observation systems (AWOS).



Funding

Legislative action is recommended to provide dedicated funding to develop the rapidly growing aviation infrastructure. The aviation community continues to be concerned that sufficient funds are not available to maintain and improve the state's network of airports. Critical projects that are under-funded due to limitations of available dollars will ultimately become a financial burden to airports, their communities and their tenants. If adequate funding is not provided to ensure the State's aviation system keeps up with the rapid growth of Arizona's population and aviation community, it will have a significant adverse effect on the economic prosperity of the State. The ACA has worked closely with the State's aviation community to develop specific recommendations to the Governor to maximize the effectiveness of the limited available funding. To effect that maximization, the ACA recognizes and recommends the following: AIP funding is a critical element in Arizona's aviation future and every effort should be made to stem the erosion of AIP funding by FAA operating expenses. The ACA urges Arizona's Congressional delegation, the United States Department of Transportation, the Federal Aviation Administration, the Arizona Department of Transportation, and the Arizona Department of Transportation Aeronautics Division to make every effort to protect the integrity of the Aviation Trust Fund and its' AIP funding for airports; Arizona should strengthen the commitment to its aviation system through modifications in legislation to constitutionally or statutorily protect the State Aviation Fund and eliminate the potential for future diversion of aviation funding sources from the State's Aviation Fund to non-aviation purposes;



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All revenues collected from the aviation sector should be dedicated for aviation purposes; Request the Legislature appropriate to the Aviation Fund the full amount of the anticipated Fund revenues each year and re-appropriate to the Fund any unspent funds from the previous year; Development of an enhanced Joint Planning Conference process by the ADOTAeronautics Division, the FAA and airports to maximize the use of available federal and state grant funds toward the airport's improvement priorities. Enhancing communication and synchronizing the timing of the FAA and ADOT planning processes, along with greater input from airports on their most critical priorities, will ensure the most realistic and achievable Airport Capital Improvement Program (ACIP) to fund aviation infrastructure priorities; ADOT-Aeronautics should work with the State Financial Division to establish an accounting system similar to the State Highway Fund wherein obligated and encumbered funds are "deducted" from the available balance of the Fund. This system would show the true status of the Aviation Fund so that the Legislative body can see the actual remaining fund balance after encumbrances and obligations are removed, rather than the misleading fund balance as a whole; ADOT-Aeronautics Division should continue to issue design-only grants for airports, which would expedite the process for getting projects designed and ready to go based-on-bids. This would help increase the amount of federal dollars coming into the state as the FAA's performance is based on granting dollars based-on-bids; ADOT-Aeronautics Division should look at ways to increase appropriations from the State Aviation Fund for use in grant and loan funding programs for airports; Amend State Aviation Fund statutory language limiting the amount of grant funds for an airport from ten percent of the total aviation fund to ten percent of the fund forecast annual revenue; ADOT-Aeronautics Division should review administrative directives and develop criteria with stakeholders to address the allocation of funds and the current requirements for an airport's matching funds; and Grand Canyon National Park Airport should be operated as an enterprise fund of the State of Arizona. It is the gateway airport to one of Arizona's, and the indeed the world's, most unique treasures, Grand Canyon National Park. Financial management as an enterprise fund would permit the airport to be managed and operated using exclusively airport-generated funds. Airport rates and charges would be negotiated with tenants at levels that permit much needed capitol improvements and long range set asides, as well as staffing, to showcase the airport and enhance its economic contribution to the State.



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Conclusion

It is imperative for Arizona's aviation future that the challenges be addressed and solutions implemented. The alternative of "not" strategically planning for compatibility and compliance, developing airport capacity, and appropriately funding the aviation system will not stop growth in the future, but rather, the challenges will multiply, investments depreciate, and negative impacts compound our aviation communities. We appreciate the opportunity to have worked with the multitude of aviation interests and stakeholders over the two-year time frame to have developed consensus findings and recommendations to improve aviation in Arizona. The report is being presented to the State Transportation Board to provide background and recommendations to the Board as it deliberates on aviation related projects that affect Arizona's future. The Governor's Advisory Council on Aviation wishes to express our appreciation to the Governor for the privilege of providing input and recommendations to the Governor, the President of the Senate, and the Speaker of the House. Respectfully submitted, Governor's Advisory Council on Aviation



Bonnie Allin, Chairman Richard "Dick" Bethurem Michael Covalt Barbara Harper Stacy Howard



C.A. Howlett David Kreitor Robert Littlefield Ronnie Lopez John Mills Victor Mendez



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January 31, 2007



Governor's Advisory Council on Aviation Introduction

The State's aviation system, commercial, general, and military, has a multi-billion dollar impact to the State's economy. The three City of Phoenix-owned airports alone have an annual economic impact exceeding $26.2 billion, which is equivalent to $72 million per day. Aviation's total civilian economic impact on Arizona's economy in 2002 was $37 billion. It supported over 467,855 jobs with a payroll of $14.6 billion. The impact from Arizona's military aviation facilities was $5.7 billion and it supported 83,506 jobs with a payroll of $2.4 billion. In the last four years, all sectors of aviation in Arizona have grown significantly, rebounding from September 11, 2001 much faster than the majority of the country. Air travelers and tourists spent $5.9 billion in Arizona in 2002, creating over 121,000 jobs in lodging, retailing, and the service sector. It is anticipated that over the next 20 years the total number of passengers boarding at all twelve commercial service airports in the State, including the three largest airports, Sky Harbor International, Tucson International, and the Grand Canyon National Park Airport, will nearly double by the year 2025, and the total number of based aircraft in Arizona will increase by about onethird. Since 2002, at Tucson International and Phoenix Sky Harbor Airports alone, commercial passenger levels have increased 21.3% and 16%, respectively. The Governor's Advisory Council on Aviation (ACA) was established by Executive Order 2004-22 and signed by Governor Janet Napolitano in September of 2004. (See attached Appendix). ACA's primary role is to develop strategies for improving the efficiency of Arizona's aviation system, to enhance land use and aviation planning, and to improve the working relationship and communication between state and local aviation entities and federal agencies that have the primary responsibility for regulating aviation in the State. The State's system of airports is an integral part of the transportation infrastructure that has been invested in heavily by the State and Federal Governments as well as the communities operating the aviation facilities. The airports, including commercial, general aviation and military, are irreplaceable assets.



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Growth and Planning

Consistent with the Governor's Growth Initiative to develop strategies to enhance the State's ability to guide growth effectively for the benefits of all Arizonans, the ACA has studied and developed recommendations to be referred to the Governor's Growth Cabinet. We offer recommendations to help open the dialogue on aviation issues for members of the Cabinet.



Aviation Growth and Land Use Planning

There are formidable challenges facing growth and planning for Arizona airports. The major challenges include the coordination between state, local, and federal agencies for distribution of resources and planning guidance; the cross jurisdictional cooperation during planning and zoning that adequately protects the unique character and needs of airports; and the lack of a broad State policy to protect airports from incompatible encroachment. A number of tools exist to help protect airports, developers, and the general public from the discord that results from incompatible encroachment. Most important are advance planning and zoning, educational measures including airport disclosure and easements, and noise mitigation. Incorporation of protections for airport environs in respective Comprehensive General Plans is recommended statewide. Advance planning and zoning through the creation of overlay districts, cooperative agreements across jurisdictional boundaries, enforcement of height restrictions, and other means is by far the most efficient, most effective, and least expensive tool available. Public disclosure about the potential for aircraft noise and overflight, and the use of avigation easements are important second tier tools for airport compatibility, efficiency and capacity. Noise mitigation is the least desirable and most expensive solution. The cost of noise attenuation or acquisition of property adjacent to an airport can be prohibitive, especially for rural airports. Similarly, there are limited Federal and State resources available to address noise mitigation and abatement needs. This solution also creates the highest probability for litigation.



Airport Capacity

The ACA worked with stakeholders and surveyed airport operators to examine the existing assets and to review the future needs to ensure that aviation facilities are effectively planning for the necessary infrastructure growth. Recommendations are divided into seven major categories: Pima Association of Governments (PAG) Regional Aviation System Plan (RASP); Maricopa Association of Governments (MAG) RASP; Grand Canyon National Park Airport; Military concerns; Outlying Airport System Plan; Mobile Aircraft Rescue Fire Fighting Training; and General. Timely planning and 10



construction of the airport's capital programs is essential to provide adequate facilities for the expected rapid growth of the State.



Aviation Funding

Critical to the success of meeting the Growth Initiative for Aviation, is the ability to fund necessary improvements. The ACA reviewed the existing funding sources and examined potential additional sources. A significant amount of the capital funding available to airports is from Federal and State grants. Federal funding for airport projects comes primarily from Airport Improvement Program (AIP) grants that provide the largest amount of money annually to both primary commercial and general aviation/reliever airports. AIP grants and the FAA are currently funded through appropriations from the Aviation and Airway Trust Fund (AATF) along with some contributions from the General Fund. Fuel taxes, airline ticket taxes, and a variety of excise taxes are collected and deposited into the Aviation Trust Fund. A portion of the fund is appropriated by Congress for grant distribution to airports for planning and infrastructure. Airport projects must meet eligibility and priority ranking requirements. Authorizations for FAA, the Trust fund and excise taxes expire September 30, 2007. The State of Arizona also has a program for collecting aviation fuel tax, aircraft registration fees and in-lieu of tax, and flight property tax. These dollars are deposited into the State Aviation Fund, programmed and administered by ADOT staff, and are intended to supplement federal allocations. Coordination between Federal and State funding programs to assure the airports' most urgent and important needs are met first is a significant challenge under the current system. Recommendations are included to enhance the joint planning process between FAA, ADOT-Aeronautics and airports. The ACA is also very concerned that sufficient funds are not available to maintain and improve the State's aviation system of airports. Grand Canyon National Park Airport is the State's gateway to its premier visitor attraction, and is Arizona's only state owned and operated airport. The Grand Canyon Airport merits special consideration. Current regulatory restrictions for funding and managing capital improvements at Grand Canyon National Park Airport have created a lack of the most basic airport facilities, such as adequate restrooms and aircraft tiedowns. This creates an inferior "first impression" by visitors, and reluctance by Arizona pilots to use the airport for overnight stays. Under current management and funding regulations and restrictions, improvements on the airport are extraordinarily difficult to achieve. A recommendation to permit Grand Canyon to operate as an Enterprise Fund is included in the report. Land use, airspace capacity and financial planning for Arizona's aviation growth should be a part of a legislated process that would establish planning requirements between aviation and other local and state agencies enforcing standards for height restrictions, noise and safety zoning, and defined policies and procedures for all agencies to follow.



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Year Two Report Governor's Advisory Council On Aviation Land Use Committee



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Land Use Planning

If anything was learned during the ACA process it is that with rare exception, a substantial disconnect exists between airport planning and general planning in communities with airports. There are a number of unique characteristics about airports when compared to other public utilities and services that can create misunderstandings and adversarial relationships with surrounding communities. Airports possess land and airspace requirements that reach far beyond airport property lines, frequently crossing over political boundaries. Airports are irreplaceable assets. Once located far outside populated areas, population growth creates demand for properties located closer and closer to airport boundaries, and the process of obtaining consensus planning among all of the adjoining political subdivisions is a challenge. Urban growth creates a competing demand for both increased capacity to accommodate the changing needs of airport tenants and users, and operational constraints desired by airport neighbors to reduce airport noise. In response to pressures from real estate developers and land owners, comprehensive land use planning and zoning, airport overlay and planning districts are frequently undone and eroded by the very elected bodies that created them, especially in rapidly growing communities. Limited tools and resources are available to aid publicly owned airports in providing protection and real estate disclosure for their airports.



Federal Aviation Administration

The Federal Aviation Administration (FAA) has developed land use planning guidelines and initiatives to help inform communities about the types of land use that is and is not compatible with airports. They include an internet website that acts as an information clearing house for compatible land use planning information such as FAA orders, advisory circulars, reports, studies and access to resources; a package of land use planning information for use by FAA regional officials and national planning organizations, primarily at local meetings; and guidance on environmental impact analyses. FAA grants are available under FAA Part 150 Noise and Master Plan study processes to provide assistance in determining land use protection requirements for both present and future airport operations. But all of this guidance is advisory in nature and depends upon local authority for implementation. While the Federal Aviation Administration has preemptive authority over the National Airspace System, it is up to local authority to preserve obstruction free zones for the airspace within and beyond the airport boundaries. The FAA publishes height and distance requirements in FAA Part 77 regulations. The Part 77 Airspace Obstruction Evaluation program permits FAA to object to tall structures within an area known as



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Airport Hazard Districts in the vicinity of airports, but the airport bears the burden for providing airspace protection. Grant assurances, signed by airport sponsors when accepting federal grant monies for airport improvement projects, require airports to use their police power to preserve compatible land use. Civil penalties may apply if non-compliance results in unsafe conditions. FAA's Washington, D.C. office handles all grant enforcement and must provide extensive due process, making enforcement very rare. Sanctions are not generally imposed and there is no template for repaying grants for communities that ignore planning assurances. If states want to be more proactive, FAA is of no help.



United States Military

Arizona is a leader for legislatively protecting military operations throughout the State. Because of aggressive, tough, hard decisions by state, county and local governments, the military's ability to continue to conduct its training protected from encroachment has been significantly improved. While it remains a concern, incompatible growth surrounding the major installations in Arizona appears to be controlled. In fact, the guidelines used to protect military flight operations from incompatible land use could be incorporated into land use plans surrounding civilian airports as well. The Arizona Revised Statutes (A.R.S.) incorporates tables, as well as compatibility standards of compatible land-uses surrounding military installations which might serve as an example for all airfields, military and civilian alike. On the other hand, dissimilar compatibility standards for military and civilian airfields would most likely cause confusion and possible statutory conflicts. A "Proactive Vigilance" to protect military installations should be a policy of Arizona governments at all levels.



State of Arizona

The Arizona Department of Transportation-Aeronautics Division also publishes land use planning guidelines and recommendations for airports. Like the FAA, State guidance is advisory only and depends upon local authority for implementation. State Laws for civilian airports permit, but do not always require, real estate disclosure for properties underlying Airport Influence Areas, and the criteria and resources for developing disclosure maps vary. There is no consistent map product or reporting obligation for all public use airports. The Aeronautics Division programs grant dollars to match Federal funds for Airport Master Plans and FAA Part 150 Noise Studies; however, there is limited involvement by State Aeronautics in local land use planning processes. These expensive, time consuming studies often become stand alone projects and are never fully integrated into city and county land use plans. At this time, the Aeronautics Division does not have the capability to actively engage in local land use planning efforts, or create airport influence disclosure maps and Part 77 Airport Hazard District maps. Lack of good compatible land use planning creates demand upon the State Aviation Fund for mitigation and land acquisition dollars. 15



State Real Estate Department

There are 71,000 real estate agents in Arizona. Disclosure forms completed by sellers require disclosure for properties in the vicinity of an airport, but "vicinity" is not defined and agents cannot force buyers to read public reports. While the State Real Estate Department is responsible for providing maps to the public, it has no mapping capability. It relies on the State Land Department, real estate developers, counties, cities and towns to provide them. Only a portion of airport sponsors provided maps to the department and many maps are not usable, especially those for military training routes. Current disclosure statutes are not being satisfied.



State Land Department

Large tracts of state owned lands are situated near publicly owned airports, and many acres of state lands are leased to public and private airport operators. No broad policy exists related to zoning on behalf of airport considerations. There is no map or other planning document within the department that depicts airports in the vicinity of state land. While the department is required to coordinate with local authorities in their planning and zoning process, they depend upon airport sponsors to notify them of land use planning efforts involving state land. When the decision is made to sell land, the Department contacts political subdivisions in which the land exists, but generally, there is no effort to notify adjacent subdivisions or airport owners accept on a case by case basis. Unless a political subdivision or airport authority has cultivated a relationship with the Department, it is likely they are unaware of the Department's conceptual plans for state owned lands near their airport. The State Land Department is not always invited into the airport planning process even when state lands are part of, or adjacent to, the airport. In addition, the Department prefers working with comprehensive general plans over airport proximity plans. Because of the Department's fiduciary obligation to market state land for the highest dollar, the Department's interests frequently conflict with publicly owned airports' need to preserve obstruction free zones and compatible land use. Lands surrounding military facilities are treated differently. Military facilities are always asked for input because the federal government is the only entity capable of condemning state owned land.



Airport Sponsors � Counties, Cities and Towns

All responsibility for compatible land use planning in the vicinity of an airport rests with local authority. Pressure from real estate developers to create planned residential communities near previously remote airports is intense, and although residential use is incompatible, the infrastructure provided by these developments brings water, sewer and electricity closer to the airport. This infrastructure is sorely needed by rural airports and not eligible under traditional federal and state airport funding programs. The temptation to permit residential encroachment on rural airports is often irresistible. Good land use



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planning may be undone by the same elected and appointed officials who created it, often against planning and zoning department recommendations. Existing tools, such as real estate disclosure agreements, published maps, avigation easements, and neighborhood signs are under utilized, frequently ineffective and often apply only to new subdivisions and not resale property. As airports grow and develop to meet the demand for services created by increased population, the escalating noise and over-flight is seen by airport neighbors as intrusive. Industry continues to develop quieter aircraft; however, the increase in numbers of flights forces shifts in flight paths and noise contours making Airport Influence Areas fluid while zoning and disclosure remains fixed. In time, failure to adequately preserve compatible land use near airports places demand upon the FAA and the State Aviation fund for property acquisition and noise mitigation. The situation is complicated further by the cross-jurisdictional element that is almost always present in airport planning. An airport located in one community creates noise and over-flights in adjacent cities, towns or counties. Developers working with one political subdivision are unaware of the desires of adjacent land owners. There is a need to create as much certainty as possible, to obligate airport owners to define and publish their needs early, and to share in the general plan process for neighboring political subdivisions. Tucson Airport Authority leads the way in initiating models for land use plans and maintaining successful relationships with cities, towns, county authorities, and the State Land Department. The Authority always reviews and actively comments on applications for zoning changes within its planning area and aggressively pursues land acquisition to preserve compatible use near Tucson International Airport and Ryan Airfield. Staff persons are always present at meetings of cities and counties. As an independent airport authority, airport staff and board members are in position to advocate on behalf of the airport at all times. The Phoenix Aviation Department is also an example of a proactive airport sponsor. There are staff members dedicated to overseeing land use planning, not only for lands within the City, but in adjacent areas where incompatible use and structures could adversely affect airport operations. These are exceptions, however. Resources generated by commercial operations at the State's two premier commercial aviation facilities permit dedicated staff, an aggressive approach to airport preservation, and documented procedures and guidelines for inter-governmental notification and cooperation. Emerging communities near Phoenix, such as Buckeye, Wickenburg and Coolidge are only beginning to develop their tax base and aeronautical facilities income. More remote rural communities face even more difficult choices about how to spend scarce airport and community resources. It is clear that in order to protect the State of Arizona's investment in her State aviation system, more help at the state level is required.



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Recommendations Aviation Legislation

Aviation legislation to help achieve state oversight of compatible land use planning near airports is recommended by this ACA to strengthen the State's commitment to aviation planning, preservation and development. Good legislation that could serve as a model for Arizona has been crafted by several states. Legislation should: o Empower the airport owner to protect the airport from non-compatible encroachment and adversarial confrontation with its community; o Empower the State of Arizona and its citizens to protect our significant investment in system airports and maximize the airport's economic return; and o Protect airports' ability to develop and operate in the safest most efficient environment. � Publicly owned and operated airports and local zoning officials should pursue adoption of compatible land use code (Re: airport environs zones), which define compatible land uses in the vicinity of an airport. This should include definitions of prohibited uses within the vicinity of an airport and define Airport Hazard District, Noise Contours, and Public Disclosure Zones. When applicable, ADOT-Aeronautics should provide planning assistance; ADOT-Aeronautics should receive notification of local zoning changes and requests for permits for tall structures within Airport Influence Areas, Traffic Pattern Airspace, Airport Noise Contours, Airport Hazard Districts, Airport Planning and Overlay Districts for State system airports. Aeronautics may review and provide comment on these changes and permits in coordination with the airport. Notification requirements should be made part of the State grant assurances for receiving state aviation funding; All existing and future airport studies and master plans funded through federal and state grants should be fully integrated into each community's comprehensive general plan to create certainty about airport land use requirements for land owners, developers and prospective purchasers; and ADOT Aeronautics will provide assistance to help bridge the gap between airport master planning and compatible land use planning for public use airports.



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The Growing Smarter Acts

Growing Smarter and Growing Smarter Plus create a valuable framework for Arizona communities by mandating local jurisdictions and give greater thought to how and where growth will occur and how it will be financed. Guiding principles direct state and local 18



decision makers to embrace their responsibility, transcend immediate interests, and seek the broadest possible community benefit. The Growing Smarter Acts encourage regional partnerships and collaboration to form a consensus community vision, and promote the use of state laws, procedures, expertise, resources and actions to reinforce local planning efforts. The Guiding Principles and recommended partnerships in each of the six categories set forth by the Growing Smarter Oversight Council; and responsibility and accountability, preservation of community character, stewardship, opportunity, and infrastructure; should be applied to aviation planning. � Close coordination must exist between the ADOT-Aeronautics Division, State Land Department, and State Real Estate Department to map Airport Influence Areas, Airport Noise Contours, Airport Hazard Districts, and Traffic Pattern Airspace requirements for each public use airport, and to make those maps publicly and readily available to developers, airport sponsors, and planners. Based upon the Principles of the Growing Smarter Oversight Council, the State of Arizona should provide templates and structures for regional partnerships and intergovernmental coordination to facilitate collaborative efforts among local authorities for consensus land use planning in the vicinity of airports.



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Year Two Report Governor's Advisory Council On Aviation Airport Capacity Committee



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Airport Capacity Committee

In 2005 at the request of the Airport Capacity Committee, Aeronautics staff conducted a survey of all 314 FAA recognized landing facilities in Arizona. Only 33% of the facilities responded. In order to obtain a better response rate, Aeronautics staff worked to revise the process in 2006. In addition, the ACA heard presentations from representatives of PAG and MAG, as well as William Gillies of Luke AFB and Operations Department MCAS Yuma. A report by the Aviation Capacity Committee is found in attached Appendix.



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Background

This chapter summarizes the work completed by the Airport Capacity Committee. In 2005 and 2006, the Airport Capacity Committee reviewed information from a large number of stakeholders including airports, aviation users, the business community, city and county officials, and the military. The Airport Capacity Committee evaluated the presentations and reached a consensus. In order to address the critical capacity needs in Arizona, the Airport Capacity Committee is recommending capacity projects at twenty-five airports. By 2025, Arizona's aviation growth measured from current 2 million airport operations (take-offs and landings) to an estimated 3.5 million (75% growth) cannot be accommodated by current airport capabilities. Current aviation development/improvement processes for planning, standards, and implementation are characterized as advisory in nature with the Federal Aviation Administration and are dependent on `relationships' between agencies, communities and political entities. These `processes, procedures and policies' are not necessarily followed, accomplished, or complied with, e.g., real estate advertising not ensuring an airport 'area of influence' is stated or mapped.



Survey

As part of the process, the Airport Capacity Committee conducted a written survey of Arizona airports. In order to stimulate a higher survey response rate in 2006, the survey process was refined further. In terms of capacity, the survey asked the question, "Does your Master Plan or Airport Layout Plan (ALP) provide for increased airfield capacity (new taxiways, runways, etc.), terminal/hangar capacity (new terminal buildings, gates, etc.), airspace capacity (new FAA equipment, etc.) or ground access capacity (new roadway, etc.)?" Twenty-four of the seventythree airports (33% of total responses received) stated that they are planning to increase airport capacity as shown in their Airport Master Plan or ALP. There are 321 airports in Arizona, 92 are cited as primary and secondary in the Federal Aviation Administration Airport Facility Directory for the Southwest United States. The significance of the study may lie in the generation of statistical data for use in future development of airports. The study provides an opportunity to review the facts and correct interpretations of airport policies. Survey results are contained in a report by the Aviation Capacity Committee. (See attached Appendix).



Project Recommendations

For the purposes of this report, the recommendations are divided into seven major categories: (1) Pima Association of Governments (PAG) Regional Aviation System Plan (RASP); (2) Maricopa Association of Governments (MAG) RASP; (3) Grand Canyon National Park Airport; (4) Military Concerns; (5) Outlying Airport System Plan; (6) Mobile Aircraft Rescue Fire Fighting (ARFF) training unit; and (7) General. All seven components are integral to the development of an efficient and effective aviation system in Arizona.



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Pima Association of Governments Regional Aviation System Plan

As part of the review process, the Airport Capacity Committee evaluated The Pima Association of Governments' (PAG) Regional Aviation System Plan (RASP) for the Tucson Region's airport capacity issues. Eight of the PAG System Airports were found to need additional capacity, either now or within the planning horizon of 2030. Capacity enhancing projects should be undertaken at Tucson International Airport, Ryan Airfield, Marana Northwest Regional, Pinal Airpark, Ajo Municipal, Benson Municipal, La Cholla Airpark and Sells Airport. The following projects are recommended: � Tucson International Airport: Construct high speed taxiway exits, construct new runway 11R/29L, re-designate existing Runway 11R/24L as a taxiway, install runway seal coating, add adjacent parking, construct additional general aviation aircraft storage, construct fuel storage facility; Ryan Airfield: Construct parallel Taxiway C, construct high speed exits on Runway 6L/24R, construct high speed exits on Runway 6R/24L, construct additional aircraft storage, upgrade and lengthen Runway 6R/24L, install Runway 6L/24R pavement preservation; Marana Northwest Regional: Construct high speed taxiway exits, construct a parallel Runway 12R/30L, construct full parallel Taxiway D, construct forty T-hangar positions, construct 3,500 square yards of auto parking, install pavement preservation, upgrade the structural runway; Pinal Airpark: Construct additional aircraft storage, pavement runway enhancements; Ajo Municipal: Construct 4,800 square feet of T-hangars, construct 225 square yards of auto parking, install pavement preservation; Benson Municipal: Construct 10 T-hangars, expand auto parking area by 1,800 square yards; La Cholla Airpark: Construct additional aircraft storage, overlay Runway 1/19; and Sells Airport: Construct additional aircraft storage, pavement runway enhancements.



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Maricopa Association of Governments RASP

The Airport Capacity Committee reviewed MAG RASP projects as well. The MAG region needs more air transportation capacity because growth in demand will increase substantially from 2005 until 2025. It is expected that commercial service will increase from 40 to 80 million passengers annually, a 100% increase. General aviation is also expected to grow from 2 million operations to 3.3 million operations, a 65% increase. This growth in demand will require the maximization of existing airports and the development of at least one new airport.



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Sixteen of the existing MAG System Airports were found to need additional capacity within the planning horizon of 2025. The following airport projects are recommended: � Williams Gateway Airport: Expand terminal building, develop parallel runway, construct parallel and exit taxiways, extend Runway 12L-30R, install High Intensity Runway Lights (HIRL), install Medium Intensity Taxiway Lights (MITL) and High Intensity Taxiway Lights (HITL), expand aircraft storage, construct Airport Lighting System (ALS); Phoenix Sky Harbor International Airport: Construct new West Terminal, upgrade the Ground Transportation System, continue taxiway improvements from asphalt to concrete, extend South Runway 7R/25L, build new fourth runway, install Medium Intensity Taxiway Lights (MITL) and High Intensity Taxiway Lights (HITL), install Medium Intensity Approach Lighting System (MALS) for precision approach capability, install Medium Intensity Runway Lights (MIRL) and High Intensity Runway Lights (HIRL), construct parallel and exit taxiway, expand vehicular parking, continue environmental mitigation projects; Scottsdale Airport: Install Medium Intensity Approach Lighting System (MALS) for precision approach capability, add more terminal building space, expand aircraft storage; Phoenix-Deer Valley Airport: Install Medium Intensity Taxiway Lights (MITL) and High Intensity Taxiway Lights (HITL), install Medium Intensity Approach Lighting System (MALS) for precision approach capability, install Medium Intensity Runway Lights (MIRL) and High Intensity Runway Lights (HIRL), expand aircraft storage, construct parallel taxiway; Phoenix-Goodyear Airport: Build a new parallel runway, install Medium Intensity Runway Lights (MIRL) and High Intensity Runway Lights (HIRL), construct parallel taxiway, install Medium Intensity Taxiway Lights (MITL) and High Intensity Taxiway Lights (HITL), install Medium Intensity Approach Lighting System (MALS) for precision approach capability, expand aircraft storage; Buckeye Municipal Airport: Widen and extend runway, extend parallel taxiways, install Medium Intensity Taxiway Lights (MITL) and High Intensity Taxiway Lights (HITL), install Medium Intensity Approach Lighting System (MALS) for precision approach capability, install Medium Intensity Runway Lights (MIRL) and High Intensity Runway Lights (HIRL), expand aircraft storage; Sky Ranch Carefree Airport: Install Precision Approach Path Indicator (PAPI) runway lights, widen runway, and expand aircraft storage; Chandler Municipal Airport: Widen and extend runway, install Medium Intensity Taxiway Lights (MITL) and High Intensity Taxiway Lights (HITL), install Medium Intensity Approach Lighting System (MALS) for precision approach capability, install Medium Intensity Runway Lights (MIRL) and High Intensity Runway Lights (HIRL), extend parallel taxiways, expand aircraft storage; Estrella Sailport Airport: Install Visual Approach Path Indicator (VASI) runway lights, Precision Approach Path Indicator (PAPI) runway lights;



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Gila Bend Municipal Airport: Extend parallel taxiways, increase pavement strength, install Medium Intensity Taxiway Lights (MITL), install Precision Approach Path Indicator (PAPI) runway lights, install Runway End Identifier Lights (REIL); Glendale Municipal Airport: Build parallel taxiway on the east side, extend parallel taxiway on the west side, install Medium Intensity Approach Lighting System (MALS) for precision approach capability, install Medium Intensity Runway Lights (MIRL) and High Intensity Runway Lights (HIRL), expand aircraft storage; Mesa Falcon Field Airport: Implement curved precision approaches by installing Medium Intensity Approach Lighting System (MALS), construct exit taxiway, install Medium Intensity Taxiway Lights (MITL) and High Intensity Taxiway Lights (HITL), expand aircraft storage; Wickenburg Municipal Airport: aircraft storage; Develop non-precision approach capability, expand



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Pleasant Valley Airport: Pave runway, install Medium Intensity Taxiway Lights (MITL) and High Intensity Taxiway Lights (HITL), install Medium Intensity Runway Lights (MIRL) and High Intensity Runway Lights (HIRL), construct parallel taxiway, develop non-precision approach capability, expand aircraft storage, install Precision Approach Path Indicator (PAPI) runway lights, install Runway End Identifier Lights (REIL); Stellar Airpark: Expand aircraft storage; and New General Aviation Airport: Acquire land, pave runway, install Medium Intensity Runway Lights (MIRL) and High Intensity Runway Lights (HIRL), construct parallel taxiway, install Medium Intensity Taxiway Lights (MITL) and High Intensity Taxiway Lights (HITL), install Precision Approach Path Indicator (PAPI) runway lights, install Runway End Identifier Lights (REIL), install Medium Intensity Approach Lighting System (MALS) for precision approach capability, construct Fixed Base Operator, install fueling services, construct parking facilities, build access and utilities on the site, construct aircraft storage. Possible locations include Peoria/Pleasant Valley, Wickenburg/Forepaugh, south/southeast search area south of Chandler, or northeast of Scottsdale.



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Grand Canyon National Park Airport

The Airport Capacity Committee reviewed the status of Grand Canyon National Park Airport as well. The Grand Canyon National Park Airport, the front door to Arizona, is an under-funded, under-staffed and developmentally impaired airport. Grand Canyon National Park Airport is the third busiest airport in Arizona behind Phoenix Sky Harbor International Airport and Tucson International Airport. The operating budget for Grand Canyon National Park Airport is appropriated from the State of Arizona's Aviation Fund. When Grand Canyon National Park Airport's operating revenues exceed operating expenses, the excess revenues are deposited into the State of Arizona's Aviation Fund.



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The Airport Capacity Committee compared the Grand Canyon National Park Airport's operating budget and staffing level to 35 airports for fiscal year 2006. Grand Canyon National Park Airport ranks last in both categories - 36th with the lowest operating budget of only $1 million versus $3 million and only 14 versus 22 full-time employees at comparable airports. Although the Grand Canyon National Park Airport currently receives appropriations from the State of Arizona's Aviation Fund, the Airport Capacity Committee recommends that this approach be changed to an enterprise fund. An operating fund receives its budget through the annual appropriations process from the collection of taxes. An enterprise fund, on the other hand, does not receive any revenue from the general fund. An enterprise fund is self-supporting through the collection of user fees and other airport generated revenues. An enterprise fund only pays for costs associated with enterprise fund-related activities.



Military

The military is also an important component of the aviation system. The mission of military airspace in Arizona is to support the training of members of the Army, Navy, Marines and Air Force to meet our country's worldwide combat commitment. The military airspace program was established to designate airspace in the interest of National Defense, security and welfare. In order to ensure the successful completion of the military's objectives, military airspace needs to be protected. Military airspace can be divided into the categories below: 1. Restricted Airspace: This airspace is designated under 14 Code of Federal Regulations under Part 73, where the flight of civil aircraft is not wholly prohibited, but is subject to some restrictions; 2. Military Operating Area (MOA): This airspace is established to segregate certain nonhazardous flight activities from Instrument Flight Rule traffic and to identify to Visual Flight Rule traffic; 3. Air Traffic Controlled Assigned Airspace (ATCAA): This airspace is above FL 180 and is attached to MOA airspace controlled by the FAA to support the military mission; 4. Military Training Routes (MTRs): This airspace is composed of routes used by the Department of Defense for the purpose of conducting low-altitude navigation and tactical training at airspeeds in excess of 250 KIAS below 10,000 ft Mean Sea Level;



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5. Low Altitude Tactical Navigation Area (LATN): This airspace is characterized by random low altitude navigation under Visual Flight Rule conditions when flights are flown at 250 KIAS; and 6. Air Refueling: This airspace is used to conduct air refueling by using tracks and anchors above FL 180 or lower in MOAs/restricted areas for low-level helicopter/C-130s. The table below lists military facilities in Arizona that need to be protected from encroachment.

Military Facility Barry M. Goldwater Range Marine Corps Air Station Yuma Luke Air Force Base Fort Huachuca Location Approximately 50 nautical miles southwest of Luke Approximately 5 square miles just southeast of Yuma Approximately 20 miles west of Phoenix on 4,198 acres In southern Arizona near Sierra Vista Mission A National Range asset that provides the military bases in Arizona, the United States and Allied countries a required air to air, air to ground and realistic live drop range environment To support 80% of the Marine Corps' aviation training To train U.S. and Allied F-16 aircraft pilots and crew chiefs, (and anticipated F-35/Joint Strike Fighter aircraft) To train and test Unmanned Aerial Vehicles for the U.S. Army and other Federal Defense agencies, and to provide instrument approach training for D-M, Tucson Guard and 161 ARW pilots To support the Army's test and training mission of artillery, direct fire and other combat related equipment To train A-10 pilots and support expeditionary, combat and combat support forces, Homeland Security forces and EC-130 aircraft operations To operate as a holding area for Large Force Exercises, intercept training, and a refueling anchor To conduct training To support Davis-Monthan A-10 and U.S. Air Force F-16 training To provide air-to-air training, intercept training, air combat tactic training, and night vision training missions To conduct basic flight maneuver training, air combat tactic training, intercept training, formation training To train basic flight maneuvers, air combat tactics, intercept missions



Yuma Proving Grounds Davis-Monthan Air Force Base Sunny Sells Tombstone Outlaw/Jackal Ruby/Fuzzy Reserve/Morenci



10 restricted airspace areas located between Yuma and Quartzsite along the Colorado river Southeast section of the City of Tucson, North of Tucson International Airport on 10,618 acres. Located 70 nautical miles northeast of Luke Located approximately 40 miles south of Luke between Tucson and Ajo Located 50 miles southeast of Davis-Monthan Air Force Base Located 60 nautical miles northeast of Tucson and 30 miles east of Phoenix Located 30 nautical miles southwest of Tucson Located 75 nautical miles northeast of Tucson



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Outlying Airport System Plan

Another suggestion is to develop an Outlying Airport System Plan for airports who are not in MAG RASP or PAG RASP. It is desirable to make sure that small airports in the outlying communities are represented in an Airport System Plan.



Mobile Aircraft Rescue Fire Fighting Training Unit

The Airport Capacity Committee reviewed information on Aircraft Rescue Fire Fighting (ARFF) training. Training for firefighters is critical because studies show 80% of passengers do survive the initial impact. Most fatalities in an airplane crash are due to smoke inhalation or burns, not the initial trauma of the crash. These fatality numbers can be reduced by a quick, well-trained ARFF response. Although airports such as Phoenix Sky Harbor International Airport and Tucson International Airport participate in regional Federal Aviation Administration (FAA) Part 139 Training with annual live burns, small airports in Arizona cannot afford to send their firefighters for this type of regional FAA training. Since there is a need to make ARFF training affordable for small airports in rural parts of Arizona, the Airport Capacity Committee suggests that the Arizona Department of Transportation explore the possibility of funding a mobile statewide ARFF training unit. This facility would provide important fire safety training for communities who are unable to afford national training.



General

General aviation airports are an untapped resource and are a major part of our integrated transportation system. General aviation provides 70% of the airport system in the United States. Consequently, most manufacturers locate their physical organization within ten miles of an airport. The Airport Capacity Committee recommends the state increase the annual Pavement Maintenance Management Program funding from $3 million to $4 million and increase the scope of projects covered, establish an Adopt-An-Airport program, and create a statewide program for the inspection and maintenance of airports who have automated weather observation systems (AWOS). An Adopt-An-Airport program can be accomplished through a volunteer partnership effort. The volunteers assist airport managers in maintaining and beautifying local Arizona airports. Arizona's airports are valuable community assets, and the time and effort invested in them will result in a positive economic impact for the community and the entire state. AdoptAn-Airport is a prime example of public/private partnership at work. Volunteers are matched with airports in the need of routine repair. An AWOS is also very important to the aviation industry because it collects weather data at airports and disseminates the weather information via radio and/or landline.



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Conclusion

The Airport Capacity Committee recommended the following: � � Fund and implement capacity projects at twenty-five airports in Arizona; Change Grand Canyon National Park Airport's funding approach from the State of Arizona's Aviation Fund to an enterprise fund. Rates and charges should be adjusted appropriately to allow for revenues to cover sufficient staffing levels and a capital improvement program; Protect the military's need for Arizona airspace; Develop an Outlying Airport System Plan for small airports in outlying communities; Explore the possibility of funding a mobile statewide ARFF training unit to provide important fire safety training for communities who are unable to afford national training; Increase the annual Pavement Maintenance Management Program funding from $3 million to $4 million and increase the scope of projects covered; Establish an Adopt-An-Airport program; and Create a statewide program for the inspection and maintenance of airports that have automated weather observation systems (AWOS).



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Year Two Report Governor's Advisory Council On Aviation Finance Committee



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Funding for Airports

Federal

The Arizona Department Of Transportation-Aeronautics Division (ADOT-Aeronautics) made a presentation about federal funding opportunities for airports. A sample list of grants potentially available to airports is contained in attached Appendix. The Airport Improvement Program (AIP-20.106) provides the largest amount of money annually to both primary commercial and general aviation/reliever airports. The AIP program collects fees and taxes from aviation users through a gas tax, airline ticket tax, and excise tax on selected aviation parts and supplies. These monies are deposited into the Aviation Trust Fund and appropriated by Congress for grant distribution to airports for the further development of the nation's airport infrastructure. Funds are distributed by formula each year to specific airports or types of airports, and are broken down into four funding categories (apportionments, small airport fund, discretionary fund and set asides). Projects funded under the AIP program must meet eligibility and priority ranking requirements. Portions of the collected funds are used to pay for administrative needs of the FAA and the operation of the air traffic control system. Over the past several years, Congress has allocated an increasing portion of the funds to this operating expense, resulting in fewer dollars available for AIP projects. The ACA believes AIP funding is a critical element in Arizona's aviation future and every effort should be made to stem the erosion of AIP funding by FAA operating expenses. The federal legislation authorizing the FAA and AIP funding expires in 2007. Decreases to the authorized AIP grant funding levels could have a devastating effect upon all public use aviation facilities in Arizona. The ACA urges Arizona's Congressional delegation, the United States Department of Transportation, the Federal Aviation Administration, the Arizona Department of Transportation, and the Arizona Department of TransportationAeronautics Division to do all they can to protect the integrity of the Aviation Trust Fund and its AIP funding for airports. In recent years, several new sources of federal funding for airport projects have been established. These include the development of the Passenger Facility Charge (PFC) Program, which allows commercial service airports that have applied and been approved by the FAA to collect up to $4.50 in additional fees from passengers. These funds are available to the specific airport collecting the fees, and are administered in a manner similar to the standards used to define AIP project eligibility. Upon implementation of a PFC at an airport, the airport's share of its apportionments under the AIP program will be reduced by 50% to 75%, dependent upon the PFC charge approved by the FAA.



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Homeland Security and Firefighter Association grants, along with TSA reimbursement funds, are now also available to provide small amounts of money for specific, securityrelated eligible projects.



State

The State of Arizona also has a program for collecting aviation fuel taxes, flight property taxes, in-lieu-of taxes, and aircraft registration fees. Additional income for the State Aviation Fund comes from the operation of Grand Canyon National Park Airport, interest from the airport loan program, and interest on the fund balance. These dollars are available to both commercial and publicly owned and operated general aviation airports in the State for airport improvement projects similar to those eligible for federal AIP funding. In addition, the State has implemented an airport pavement maintenance service program that addresses airfield pavement maintenance for eligible and participating airports. This is an important source of funding for critical pavement preservation at many of the State's airports. Funds are administered by the ADOT-Aeronautics Division and allocated based on a priority ranking system. In addition, these funds are intended to supplement the federal allocations. The State funds are particularly crucial to the smaller non-commercial publicly owned and operated airports in the State. Historically, there has not been sufficient funding available to meet the growing demand among the State's airports for necessary infrastructure improvements. The insufficient funding problem was compounded by the State Legislature's diversion of 50% of the Flight Property Tax revenue from the State Aviation Fund and into the General Fund in 1997. The argument in favor of this diversion was to provide funding to the State for technology enhancements in preparation for Y2K. This diversion was precipitated by what appeared to be a large balance in the Aviation Fund. Funds were diverted without consideration of the State's obligations. The diversion continued beyond 2000. The aviation community worked together through the Arizona Airports Association (AzAA) for several years to encourage an end to the diversion of flight property tax revenue from the State Aviation Fund. The Governor and Legislature ended the diversion and reinstated the full flight property tax revenue in 2003. The format of existing statutory language easily gives rise to diversions from the Aviation Fund. The aviation community remains concerned that this situation could reoccur in the future. (See ADOTAeronautics Director's June 28, 2006 Presentation to ACA in attached Appendix). The ACA strongly recommends the Aviation Fund be legislatively or constitutionally protected.



Funding Recommendations

The aviation community continues to be concerned that insufficient funds are available to maintain and improve the State's network of airports. Critical projects that are underfunded due to limitations of available dollars will ultimately become a financial burden to airports, their communities and their tenants. If adequate funding is not provided to ensure the State's aviation system keeps up with the rapid growth of Arizona's 33



population and aviation community, it will have a significant adverse effect on the economic prosperity of the State. The ACA has worked closely with the State's aviation community to develop specific recommendations to the Governor to maximize the effectiveness of the limited available funding. To effect that maximization, the ACA recognizes and recommends: � AIP funding is a critical element in Arizona's aviation future and every effort should be made to stem the erosion of AIP funding by FAA operating expenses. The ACA urges Arizona's Congressional delegation, the United States Department of Transportation, the Federal Aviation Administration, the Arizona Department of Transportation, and the Arizona Department of Transportation Aeronautics Division to do all they can to protect the integrity of the Aviation Trust Fund and its AIP funding for airports; Arizona should strengthen its commitment to the State Aviation System through modification in legislation to constitutionally or statutorily protect the State Aviation Fund and eliminate the potential for future diversion of aviation funding sources from the State's Aviation Fund to non-aviation purposes; All revenue collected from the aviation sector be dedicated for aviation purposes; Request the Legislature appropriate to the Aviation Fund the full amount of the anticipated Fund revenues each year and re-appropriate to the Fund any unspent funds from the previous year; Development of an enhanced Joint Planning Conference process by the ADOTAeronautics Division, the FAA and airports to maximize the use of available federal and state grant funds toward the airport's improvement priorities. Enhancing communication and synchronizing the timing of the FAA and ADOT planning processes, along with greater input from airports on their most critical priorities, will ensure the most realistic and achievable ACIP to fund aviation infrastructure priorities; ADOT-Aeronautics should work with the State Financial Division to establish an accounting system, similar to the State Highway Fund, wherein obligated and encumbered funds are "deducted" from the available balance in the Fund. This system would show the true status of the Aviation Fund so that the Legislative body can see the actual remaining fund balance after encumbrances and obligations are removed, not the fund balance as a whole; ADOT-Aeronautics Division should continue to issue design-only grants for airports that will help speed up the process for getting projects ready to go basedon-bids. This would help increase the amount of federal dollars coming into the state as the FAA's performance is based on granting dollars based-on-bids;



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ADOT-Aeronautics Division should look at ways to increase appropriations from the State Aviation Fund for use in grant and loan funding programs for airports; Amend State Aviation Fund statutory language limiting the amount of grant funds for an airport from ten percent of the total aviation fund to ten percent of the fund forecast annual revenue; ADOT-Aeronautics Division should review administrative directives and develop criteria with stakeholders to address the allocation of funds and the current requirements for an airport's matching funds; and Grand Canyon National Park Airport should be operated as an enterprise fund of the State of Arizona. It is the gateway airport to one of Arizona's, and indeed the world's, most unique treasures. Financial management as an enterprise fund would permit the airport to be managed and operated using exclusively airportgenerated funds. Airport rates and charges would be negotiated with tenants at levels that permit much needed capital improvements and long range set asides to showcase the airport and enhance its economic contribution to the State.



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Conclusion

In order for operators of the State's aviation system to meet increasing demands for aviation growth pursuant to the Governor's Growth Initiative, it is imperative for airports to grow compatibly with the surrounding communities, prepare capital improvement programs, and fund additional development. The information and recommendations included in this report encourage on-going discussion and enactment of legislation and administrative solutions by the appropriate parties to help them effectively manage these aviation growth challenges.



Acknowledgements

The Governor's Advisory Council on Aviation wishes to express our appreciation to the Governor for the privilege of providing input and recommendations to the Governor, the President of the Senate, the Speaker of the House and the State Transportation Board. We appreciate the opportunity to have worked with aviation representatives and stakeholders over the two-year time frame to develop consensus findings and recommendations to improve aviation in Arizona. A special note of appreciation goes to the members of the committees who gave a significant amount of their time to research, discuss, and write the chapters included in this report. Land Use Planning Stacy Howard Robert Littlefield Capacity David Kreitor Barbara Harper Funding Bonnie Allin Stacy Howard Mike Covalt



36



Governor's Advisory Council on Aviation



Final Report January 31, 2007



Volume II

Appendices



Executive Order 2004-22



Volume II Appendix A Title



Governor's Advisory Council on Aviation



Final Report January 31, 2007



GOVERNOR'S ADVISORY COUNCIL ON AVIATION

Governor's Advisory Council on Aviation Meeting

January 31, 2004

10:00 a.m.

Location: Executive Tower, State Capitol Second Floor Conference Room 1700 West Washington Phoenix, Arizona



Agenda

I. II. Opening Comments Bonnie Allin, Chair, Governor's Advisory Council on Aviation Introductions of Council Members Michael Covalt Barbara Harper Stacy Howard C.A. Howlett David Kreitor Robert Littlefield Ronnie Lopez Victor Mendez Overview and discussion of the Executive Order 2004-22 A. Ex-Officio memberships B. Aeronautics Staff C. Mechanism of communications with transportation entities D. State Transportation Board and future aviation need strategy E. "Consensus" findings for: 1. Airspace Utilization/Airport Capacity 2. Land Use Compatibility 3. Federal Funding in Arizona 4. Evaluating Aviation System Needs 5. Aviation Needs Assessment/Funding Strategies F. Council Schedules and reporting Discussion on Possible Subcommittee Structure Call to the Public * Adjourn



III.



IV. V. VI.



GOVERNOR'S ADVISORY COUNCIL ON AVIATION

* There will be a maximum of three minutes per person to speak. The total time for this agenda item

will be limited, based on available time at the end of the meeting. Persons with a disability may request a reasonable accommodation, such as a sign language interpreter, by calling 602-712-8243. Requests should be made as soon as possible to allow time to arrange for the accommodation.



Governor's Advisory Council on Aviation Meeting January 31, 2005 10:00 a.m. Meeting Called to Order by Chairperson Bonnie Allin I. Opening Comments Welcoming statement by Bonnie Allin. Pleased to have everyone here for the first meeting to establish a consensus report on the issues applying to the Governor's Executive Order. Pleased that the council members and interested public were able to attend. II. Introduction of Council Members Council Members: Bonnie Allin, President/CEO of Tucson Airport Authority, appointed Chairperson Victor Mendez, Director of Arizona Department of Transportation Barbara Harper from Tucson, retired airline pilot and serving on the Tucson Airport Authority Operations Committee. Dave Krietor, Aviation Director for City of Phoenix, which includes Sky Harbor Airport, Phoenix Goodyear Airport, and Phoenix Deer Valley Airport. Ronnie Lopez, Chairman of Phoenix International Consultants C.A. Howlett, Senior Vice-President of Public Affairs for America West Airlines Stacy Howard, Regional Representative for Aircraft Owners and Pilots Association; and President of the Aviation Safety Advisory Council of Arizona. Bob Littlefield, Scottsdale City Councilman, Chairman of Scottsdale City Council Aviation Subcommittee, Scottsdale's representative on Maricopa County Association of Governments Regional Airspace Planning Policy Committee, also a fulltime pilot. Mike Covalt, Airport Manager, City of Flagstaff, unable to attend, due to being out of state. (attempted to attend via conference call, but telephone equipment was not provided in the meeting room). ADOT Aeronautics Staff Barclay Dick, ADOT Aeronautics Division Director, unable to attend due to Illness Kim Stevens, ADOT Aeronautics Division, Aviation Services Program Administrator filling in for Barclay Dick Mike Klein, ADOT Aeronautics Division, Airport Development Program Administrator unable to attend due to Illness Page 1 of 6



The contact list will be updated to include email addresses of Council Members and Aeronautics staff. The task is the Governor's Executive Order 2004-22, which established the council and the five primary tasks that the council will be reviewing. III. Overview and discussion of the Executive Order 2004-22 A. Ex-Officio Memberships Kim Stevens presented an overview of the Executive Order and presented the groundwork for the Council. The first item would be the Ex-Officio memberships, the Executive Order allows for these memberships in 1.c. So far the Aeronautics Division has received only one request from Yuma Marine Corps to have a representative on the Council, but no name has yet been received. Interested parties that would like to serve as Ex-Officio members are to contact the Aeronautics Division, Barclay Dick, Director (602-294-9144) or Gail Howard, in the Governor's Office (602-542-1727). B. Aeronautics Staff The Aeronautics Division's role will be to serve as staff to this council. Aeronautics will provide minutes, information, and research. The Division will arrange for meeting facilities, provide minutes, information, research and provide for presentations by various members of the aviation industry as appropriate. The City of Phoenix and Tucson Airport Authority also volunteered staff members to assist and to be actively engaged in subcommittees and research. C. Mechanism of communications with transportation entities The Council's activities will be communicated throughout the State to interested parties by providing the information via email and the Council's website Any additional stakeholders should provide their contact information to Barclay Dick or Kim Stevens. Staff will develop and maintain a distribution list for all stakeholders. D. State Transportation Board (STB) and future Aviation need strategy The STB serves as an advisory to ADOT and has the authority to approve any grants and any studies conducted by the Aeronautics Division and funded by the Aviation Fund. Any studies undertaken by this Council using the Aviation Fund must receive the approval of the STB. The STB was established under Statute, Title 28, the STB has clearly delineated authority. The STB has authority over ADOT's Capital Improvement Program, approving the program and allocations for projects in the various grants. If council would like more information about the STB, staff will arrange for the current chair, Rusty Gant, to discuss the role of the STB.



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E. Consensus Findings: Three areas in the Executive Order were highlighted - paragraphs 7, 8 and 9: WHEREAS, there is a great need to increase the communication and coordination between state and local entities with federal agencies that regulate airspace and other aspects of aviation in our state; and WHEREAS, there is a distinct need to improve coordination and the compatibility between community land use planning and airport development and utilization; and WHEREAS, there is a clear need to identify funding sources and funding strategies for enhancing aviation throughout the state. The five areas that are identified as areas that shall be studied and issue consensus finding and recommendations are: 1. Airspace utilization and airport capacity 2. Land use compatibility 3. Federal funding for aviation in Arizona 4. Criteria for evaluating aviation facility and system needs 5. Future aviation needs assessments and funding strategies Discussion of the five items for review, identified a breakdown to individual items and the combining of others. 1a. Land Use Compatibility b. Airport Capacity 2. Airspace Utilization 3. Funding Strategies for aviation in Arizona (Identified as a research item for Aeronautics Staff) 4. Criteria for evaluation aviation facility and system needs (future aviation needs assessments) Federal Funding for aviation in Arizona (Identified as a research item for Aeronautics Staff) � This would be the basis of information to begin item number 4 A request was made by the Chair to break down into subcommittees to start working on some of the issues. It was suggested to begin with Airport Capacity Subcommittee and a Land Use Subcommittee. When those two subcommittees have done their part, they will transition their information into what they mean for Airspace Utilization. It was suggested that this would make the workload more manageable for the smaller subcommittees.



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1 Sequence of Priority for Subcommittees: Land Use Subcommittee Bob Littlefield Stacy Howard* Airport Capacity Subcommittee Dave Krietor* Ronnie Lopez Barbara Harper* C.A. Howlett



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Victor Mendez is flexible for either subcommittee Mike Covalt will be contacted for which subcommittee he would like to be on. * = Subcommittee Chair Stacy Howard volunteered as a Subcommittee Chair for the Land Use Subcommittee. Airport Capacity Subcommittee will have two Co-Chairs, Dave Krietor representing large capacity airports and Barbara Harper representing GA interests. 2 Sequence of Priority After much discussion it was determined that the Airspace Utilization will involve all members of the Council. 3 Sequence of Priority Criteria for evaluation aviation facility and system needs will involve all members of the Council Follow-Up The Future aviation needs assessments and funding strategies will involve the committee as a whole. A proposed work plan was drafted for Council's review. The work plan will be adjusted to follow the priorities determined during this meeting. Each subcommittee should look at overall issues of the State and develop their own mission statement so that they would have a guide the work needed. Groups identified for possible presenters or interested parties include: (Provide contact names to Aeronautics Division � Barclay Dick or Kim Stevens) Maricopa County Association of Governments (MAG) Pima County Association of Governments (PAG) Arizona Airports Association Arizona Flight Training Group Arizona Pilots Association FAA Western Region League of Cities and Towns

rd nd



Page 4 of 6



Review of Priorities per Executive Order 1. Land Use (Subcommittee) 2. Airport Capacity (Subcommittee) 3. Airspace Utilization (Committee of the Whole) � request FAA assistance 4. Criteria for evaluation aviation facility and system needs (Committee of the Whole) 5. Future aviation needs assessments and funding strategies (Committee of the Whole) Funding Issues - ADOT research (Committee of the Whole)) F. Council Schedules and reporting The last item that needs pointing out is that the Council shall issue a preliminary report twelve months from the Council's first session (01/31/05) and a final report twenty-four months from the Council's first session with the appropriate distribution. The Aeronautics Division staff will be available to assist on each of the subcommittees on the various tasks and will provide limited resources if needed. Staff will participate and assist in any ways deemed necessary. It is important for outreach that the meetings be held throughout the state. Council meetings will be held on Wednesday's quarterly. The Chairperson will work with staff to identify dates and locations of the quarterly meetings. The subcommittee chair will work with the subcommittee members to identify meeting dates and times. IV. Possible Subcommittee Structure Subcommittee meetings to be organized the same as the Council meeting. Make sure subcommittees work with staff for outreach meetings in other areas. There are various FAA and military interests with complicated issues. It would be helpful to reach out to these interests for their possible needs. One of the Governor's highest priorities is keeping Luke AFB open and this would apply for land use, airspace, etc. Local FAA are interested in the activities of this Council. FAA's participation will certainly be sought. V. Call to Public: Scott Gray � President, Arizona Airport Association (sgray@ci.scottsdale.az.us). Would be happy to assist. Also, next Council Meeting could coincide with the AzAA Conference on Wednesday April 27, 2005. And AzAA would be happy to host this meeting. One of the organizations that was not mentioned was the Arizona Business Aviation Association. Scott felt that this organization would show an interest and will provide a name and contact number. Colonel Patrick McCarville � Deputy Chief of Staff for Aviation & Safety, Arizona Army National Guard (Patrick.mccarville@az.ngb.army.mil). Would like to identify this organization as a stakeholder. Currently, have 61 rotary wing aircraft on the books and expected to grow to 84 over the next few years. Most of the resources are deployed or about ready to deploy. Eventually, will have all those resources on the ground in Arizona. For an extensive user of the Page 5 of 6



airspace, he would be willing to offer their assistance as well. A project officer will be representing the office � will provide a name and number. Harry Hengl � President of Yuma County Airport Authority (hhengl@westernfinancialaz.com). They are in the process of hiring a new Administrator of the Airport. The process should be completed within the next couple of weeks. A name and number will be provided for an Ex-Officio member. Would like to invite the Council to Yuma and will provide a facility at the Airport for the meeting. Scott Ries � Investor for developing Phoenix Regional Airport (Scott@PhoenixRegionalAirport.com), involves about a 2,000 acre master plan, and a 5,000 foot runway interested in Airport Capacity. Would like to volunteer in the Ex-Officio capacity regarding private property rights as it pertains to public use airports. Interested in the impact of point to point flying, small airport transportation system funded by NASA. Would like to be involved in any capacity, supports all of the issues. Bill Gillies � Airspace Manager, Luke Air Force Base (william.gillies@luke.af.mil) [Air Space] � Would like to thank Colonel McCarville for stressing the need that the military be involved. They have the special use airspace, and are service providers in the air traffic system. They would definitely like to be involved in any land use studies and would assist in getting legislators to address the needs to protect the airports. Will provide a name and number of a contact. Rusty Mitchell, Director, LAFB Community Initiatives Team (rusty.Mitchell@luke.af.mil) [Land Use]. John Mills, LtCol USMC (Ret), Airfield Operations, Yuma Marine Corps Air Station Representative (john.e.mills@usmc.mil) � Would like to offer any services that they can to assist in the studies. Warren Meehan, FAA Air Traffic Controller Manager for Phoenix and State of Arizona � Covers most of the State except Grand Canyon and Yuma. Responsibility is to assignment of work to the men and women providing air traffic services in Federal FAA powers as well as the federal contract tower program. Would be available for any questions and any expertise that may be needed. VI. Adjourn: David Krietor moved to adjourn meeting at 11:30 a.m., and the motion was accepted by the Chair.



Page 6 of 6



Volume II Appendix B Title



Governor's Advisory Council on Aviation



Final Report January 31, 2007



Maricopa Association of Governments RASP Update and Capacity

Presentation to Governor's Advisory Council on Aviation Airport Capacity Subcommittee April 4, 2005



Objective of Presentation

� Provide a status report on capacity in the region � Identify options for addressing any capacity shortages



MAG Member Agencies



MAG Planning Activities



Why is MAG Involved in Aviation Planning? � FAA Order says that MPO should sponsor regional system plans � We need consensus from local governments



MAG RASP Overview

� Objective � meet long term air transportation needs while protecting Luke � Perspective � strategic, longterm, major projects



Central Question

Do we need more air transportation capacity in the region?



Growth in Demand 2005-2025

� Commercial Service � 40 � 80 million pax � 600,000 ops � 900,000 ops � General Aviation � 4,000 � 7,600 based aircraft � 2.0 million to 3.3 million ops



RASP Airports

Wck nbu g ie r Arp rt io



C refree a



Peasan l t V lley a Lk A B ue F A xiliary 1 u Scottsd le a M nicipal u



L k Ar F rce B se ue i o a



M sa-F lcon e a Feld M nicipal i u



B ck y u ee M n cip l ui a



P oen x hi Sky H r or ab I tern tion l n a a Wlliam i s G tew y Arport aai C an ler hd M n cip l ui a



C m er ial Ser ice omc v Mlitar i y G ner l A iation R liever e av e G ner l A iation e av E isting R nw y x ua Planned R nw y ua Gla B n i ed M n cip l ui a E trella s Sailp rt o



Answer to Central Question

Do we need more air transportation capacity in the region? YES



MAG RASP Alternatives for Meeting Needs

� Status Quo � Improved Technology � Maximize Existing Airports � Build New Airports



Status Quo

� No new construction except for programmed projects � Programmed projects � Wickenburg runway extension � Buckeye runway extension � Sky Harbor West Area Terminal � Sky Harbor people mover � Sky Harbor taxiway improvements



New Technology � Improved approaches to afford additional operating capacity � Most expected improvement �Phoenix Sky Harbor � Williams Gateway � Scottsdale



Maximize Existing Airports

� New runways � Phoenix Sky Harbor � Phoenix Deer Valley � Phoenix Goodyear � Williams Gateway � Pave existing runways �Pleasant Valley � Memorial



Maximize Existing Airports (continued)

� Additional taxiways � Pleasant Valley � Memorial � More terminal space � Phoenix Sky Harbor � Williams Gateway Airport � More precision approaches



New Airport Development

� General Aviation: � Peoria/Pleasant Valley � Wickenburg/Forepaugh � New � south/southeast search area (south of Chandler) � New � northeast search area (northeast of Scottsdale)



New Airport Development

� Commercial Aviation � Expand Williams Gateway � New � north search area (studied by City of Phoenix) � New � south search area (studied by ADOT)



MAG RASP Alternatives Evaluation Criteria

� � � � � � � � Environment Cost Delay impacts User convenience Airspace compatibility Impact on Luke AFB Ease of implementation Title VI impacts



Selected Scenario

� � � � � � Projects currently programmed New terminals Airspace tech enhancements New runways Runway extensions Additional instrument navigation aids � New general aviation airport studies



Selected Scenario (cont.)

� Runway extensions: Buckeye, Chandler Phoenix-Sky Harbor � New terminals: Sky Harbor, Williams Gateway � Runway restoration: Memorial � People mover: Sky Harbor � Ground access improvements as needed



Selected Scenario (cont.)

� New runways: Phoenix-Deer Valley, Phoenix-Goodyear, Phoenix-Sky Harbor � Curved precision approaches: Chandler, Mesa Falcon Field, Phoenix-Deer Valley, PhoenixGoodyear, Scottsdale, Williams Gateway � New general aviation airport studies



Not Building Does Not Stop Growth



Foreclosing Options has Consequences



Where Do We Go From Here?

� Recommend future scenario for airspace analysis � Have FAA Conduct airspace analysis in light of future scenario



For More Information

Contact: Harry P. Wolfe hwolfe@mag.maricopa.gov (602) 254-6300 www.mag.maricopa.gov



Special Presentation on PAG Region



Aviation Capacity Issues

for the



Airport Capacity Sub-Committee

of the



Governor's Council on Aviation

April 4, 2005



PAG RASP Airports



Capacity Performance Measures

Current Compliance Le v e l I Le v e l II Syste m

Benc hmark s



Target Compliance Le v e l I Le v e l II Syste m

100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 75% 75% 100% 100% 100% 100% 100% 100% 88% 88%



� Under 60% Capacity Current � Under 60% Capacity 2010 � Under 60% Capacity 2030 � Under 80% Capacity Current � Under 80% Capacity 2010 � Under 80% Capacity 2030 � Hangar Storage � Auto Parking



75% 75% 50% 100% 75% 75% 50% 50%



100% 100% 100% 100% 100% 100% 25% 75%



88% 88% 75% 100% 88% 88% 38% 63%



Annual Operational Capacity (ASV)

Demand 2010 309,214 197,200 99,540 % 2000 66.04% 49.14% 31.00% % 2010 81.37% 55.55% 43.28% % P l a nn i ng 2030 Re quire d 91. 59% 2000 68. 57% 2010-2030 58. 39% Pos t 2030



Ai rport Tuc s on International Ry an Field Marana Northwest Regional



2000 250,943 174,461 71,300



2030 348, 028 243, 440 134, 300



ASV 380,000 355,000 230,000



Aircraft Storage Objectives

Le v e l Le v e l I Airport

Tuc s on International Ry an Field Marana Northwest Regional Pinal Airpark 266 179 152 3 8 0 33 0 240 206 176 44 4 8 50 1 240 218 189 44 4 13 54 2 240 243 218 44 6 23 62 2



Curre nt Obje ctiv e Storage Storage 2005 2010 2020 2030

240 269 255 44 8 33 70 3



Le v e l II Ajo Municipal

Bens on Municipal La Cholla Airpark Sells



Auto Parking Objectives

Le v e l Le v e l I Airport

Tuc s on International Ry an Field Marana Northwest Regional Pinal Airpark



Curre nt Auto Parking

427 236 90 100 20 10 10 5



Obje ctiv e Auto Parking 2005 2010 2020 2030

320 274 235 58 5 11 75 2 320 290 252 58 6 19 81 2 320 324 290 58 9 34 93 3 320 358 340 58 11 49 105 4



Le v e l II Ajo Municipal

Bens on Municipal La Cholla Airpark Sells



Actions Needed to Meet Capacity Objectives

� PCI Rating Improvements--Pinal Airpark, Sells � Capacity Related Planning--Ryan Field and Tucson International � Operational Capacity Enhancing Projects--Tucson International � Additional Covered Storage for Aircraft--Ryan, Marana, Pinal, Benson, La Cholla, Sells � Additional Auto Parking--Ryan, Marana, Benson, La Cholla



Continuous Planning

� � � � � Surveillance Reappraisal Service & Coordination Special Studies Updates



Reappraisal

� ARC/Critical Aircraft � Demand/Capacity Ratios



Importance Weighting



Priorities



Implementation Priority



Capacity

25 %

L M 44.4 12.5 33.3 44.4 H 11.1 75.0 44.4 33.3



Plan for Airports to Operate Under 60% Demand/capacity Provide Facilities to Keep Airports Under 80% Demand/Capacity Provide Hangars/covered Storage to Meet Facility Objectives Provide Auto Parking to Meet Facility Objectives



*



44.4 12.5 22.2 22.2



* = Benchmarks given highest priority task force



TIA Capacity Issues

Background � TIA Master Plan Update, 2004 � Capacity Needs in the National System MITRE, 2003



Demand/Capacity

Airfield ASV 350,000

Master Plan '02 Ops 272,690; 77.9% '04 Ops 253,616; 72.5% Additional Runway Capacity Needed by 2016 Mitre Study Additional Runway Capacity Needed in 2013



Demand/Capacity

Other Facilities Terminal - Security Screening, concessions Landside - adjacent parking Cargo - n/a GA Facilities - aircraft storage Support Facilities - fuel storage



Questions and Answers



Volume II Appendix C Title



Governor's Advisory Council on Aviation



Final Report January 31, 2007



Governor's Advisory Council on Aviation Land Use Subcommittee Wednesday, April 13, 2005, at 2:00 p.m.

ADOT - Aeronautics Division Office

255 E. Osborn Rd., Phoenix, AZ I. Call the meeting to order � Stacy Invite everyone to have drinks and snacks Advise that restrooms are out the front door of the office and to the right, the key for the restrooms is at the receptionists desk Introductions � Stacy Explanation of the intent of the Sub Committee � Stacy After commenting on the committee's intent, you can turn the meeting over to Barclay for the introduction of the speakers Introduction of speakers - Barclay IV. Discussion of the Maricopa Association of Government's airport land use issues Harry Wolfe Senior Project Manager Discussion of Buckeye Airport's land use issues Jason Hardison Airport Manager Discussion of the Tucson Airport Authority's land use issues Jill Merrick Planning Director Committee Discussion and Questions - Stacy Adjournment - Stacy



II. III.



V.



VI.



VII. VIII.



The Invisible City The

Community Development Department



Many of the Communities that are listed in this presentation have not been approved and are subject to change. Please contact the Community Development Department should you have any questions at (623) 386-8299.



� Town of Buckeye

� History � Future



Overview



� Airport

� � � � � � � History Future Land Uses Issues and their effects Ways to protect an airport Land Use Issues facing our Airport Actions we have taken What we believe the state could do to facilitate compatible land uses in the vicinity of airports



The Town History The

� � � Incorporated in 1926 Then it was 440 Acres Now it is

� 600+ Square Mile Planning Area � 220+ Square Miles Incorporated



� Mostly farm land or desert



The Town's Future The



Town Limits Map



Zoning Map



Population Growth

B u c k e y e ' s P o p u l a t io n G r o w t h

350,000 345,000 300,000 265,000 250,000



200,000 P o p u l a ti o n 150,000 100,000 100,000 65,622 49,314 50,000 14,500 0 C u rre n t 2004 2005 2006 Ye a r 2007 2010 2020 2025 17,553 33,060



Permit Activity Permit

Year 2000 2001 2002 2003 2004 2005 Estimated Building Permits Issued / Estimated 77 47 123 1019 3048 5000



Master Planned Master Communities



Westwind Westwind

� Total Acres:

� 807



� Schools:

� 3,000



� 2 Elementary Schools



� Total Dwelling Units: � Commercial/ Employment:

� 39 Acres



ro P



ed os p



� Total Acres:

� 1 ,241



SilverRock SilverRock



� Schools:

� 3 Elementary Schools



� Total Dwelling Units:

� 5 ,397



� Commercial/ Employment:

� 82.5 Acres � 10,123,344 Sq. Ft.



ro P



ed os p



� Total Acres:

� 2,327



Cipriani Cipriani



� Schools:

� 5 Elementary � 1 High School



� Total Dwelling Units:

� 8,842



� Commercial/ Employment:

� 187 Acres



ro P



ed os p



Tartesso Tartesso

� Total Acres:

� 3,186 � �



� Schools:



4 Elementary 1 High School



� Total Dwelling Units:

� 11,347



� Commercial/ Employment:

� 57.3 Acres



pp A



ed rov



Tartesso Amendment #1 Tartesso

� Total Acres:

� 5,780



� Total Dwelling Units:

� 23,270



� Commercial/ Employment:

� 109.9 Acres � �



� Schools:



4 Elementary 1 High School



pp A



ed rov



Tartesso West Tartesso

� Total Acres:

� 5,124



� Total Dwelling Units:

� 19,667



� Commercial/ Employment:

� 189 Acres



� Schools:



� 10 Elementary � 1 High School



pp A



ed rov



Douglas Ranch Douglas

� Total Acres:

� 35,250



� Schools:

� 27 Elementary � 6 High Schools



� Total Dwelling Units:

� 84,034



� Commercial/ Employment:

� Acres 2,472 � Sq. Ft. 24,031,000



pp A



ed rov



Festival Ranch Festival

� Total Acres: 10,105 � Schools:

� No Schools



� Total Dwelling Units:

� 24,176



� Commercial/ Employment:

� 7,187,410 sq. ft.



pp A



ed rov



Spurlock Ranch Spurlock

� Total Acres:

� 2 ,840



� Schools:

� 4 Elementary � 1 Middle � 1 High School



� Total Dwelling Units:

� 7 ,329



� Commercial/ Employment:

� Acres 270



pp A



ed rov



Trillium Trillium

� Total Acres:

� 3,042 � �



� Schools:



4 Elementary 1 High School



� Total Dwelling Units:

� 8,762



� Commercial/ Employment:

� 108 Acres



pp A



ed rov



Sun Valley Sun

� Total Acres:

� 16,266



� Total Dwelling Units:

� 41,370



� Commercial/ Employment:

� 413 Acres



� Schools:



� 26 Elementary � 4 High Schools



pp A



ed rov



Sun Valley Villages I &II Sun

� Total Acres:

� 5 ,770



� Schools:

� 11 Elementary � 2 High Schools



� Total Dwelling Units:

� 19,036



� Commercial/ Employment:

� 669 Acres



ro P



ed os p



Sun Valley Village 1, Unit 1 Sun

� Total Acres:

� 869



� Schools:



� 2 Elementary Schools



� Total Dwelling Units:

� 2,301



� Commercial/ Employment:

� 79.6 Acres



ro P



ed os p



Sun Valley South Sun

� Total Acres:

� 11,193



� Schools:



� Not Determined � 29,218



� Total Dwelling Units: � Commercial/ Employment:

� 1,265 Acres



pp A



ed rov



Elianto Elianto

� Total Acres:

� 3,751



� Schools:

� � 4 Elementary 1 High School



� Total Dwelling Units:

� 12,502



� Commercial/ Employment:

� 142.7 Acres



e Am



pp ents pro A ndm



edsed ov po r



� Total Acres:

� 8,800



Verrado Verrado



� Total Dwelling Units:

� 14,080



� Commercial/ Employment

� 4,028,750 sq. ft.



� Resort

� 1,000 Rooms Maximum



pp A



ed rov



Westpark Westpark

� Total Acres:

� 1,060



� Schools:

� 3 Elementary



� Total Dwelling Units:

� 3,895



� Commercial/ Employment:

� 165 Acres



pp A



ed rov



� Total Acres:

� 2 ,016



Sundance Sundance



� Schools:

� 3 Elementary Schools



� Total Dwelling Units:

� 6 ,862



� Commercial/ Employment:

� 221.7 Acres



pp A



ed rov



Summary Totals Summary

Total Acres: 102,288 Total Dwelling Units: 270,698 Total Commercial/Employment: 6,779 Acres and 45,370,504 Square Feet � 135 + Schools � Buildout Time Ranges up to 50 Years � � �



Buckeye Municipal Airport Buckeye



Airport History Airport

� Built during WWII by Luke AFB � 1960 Quit Claimed to the Town of Buckeye � Mid 1980's the Town quit using the old runway and built a new runway 4300ft long by 75 ft wide � In 2003/04 the Town extended the runway to 5500ft



Current State of Airport Current

� Surrounded mostly by farmland � The area around the airport and along Palo Verde Road is zoned for commercial and industrial use and is planned to be one of the employment corridors for Buckeye � Approximately 40,000 takeoffs and landings � Mostly used for training � We have experienced an increase of jet activity in the last year � We do have a Jet A fuel provider on the airport now and expect a further increase in traffic



Planned Growth

� Currently have a developer interested in building a large 30,000 sq. ft. + hanger/office/restaurant building � Also have developer interested in building approximately 20-30 more hangers � Widening, strengthening, and lengthening the runway � Build infrastructure for the airport � taxiways, utilities, etc. � 3 Businesses want to relocate to the airport � including a flight training business



� As you can see we are experiencing a growth in the town and this is causing a big interest in the airport � As the town grows so will the airport � the town knows the airport and its surrounding area have a lot of potential and the town wants to protect it from encroachment problems in the future



Land use issues and their effects

� Anyone living close to an airport experiences some effect of the airport, and we are trying take a proactive approach to make those experiences positive � Aircraft noise and land use compatibility are some of the more challenging and emotional issues in airport management



Ways to Protect an Airport

� Zoning and Land use plans� provide buffer between airport and residential areas (ex. Industrial, commercial, and retail), height ordinance

� Require avigation easements/non suit covenants and fair disclosure notices as part of all Codes, Covenants and Restrictions(CC&R's) for all new residential developments within the Airport Influence Area or Traffic Pattern Airspace � Require noise attenuation building standards in all residential construction to reduce noise transmission levels when within a certain noise contour � Require signage at intersections etc. when within the TPA



� Record Public Airport Disclosure Map per ARS Section 28-8486 �

new and resale purchasers will be made aware they are in the Traffic Pattern Airspace



Ways to Protect an Airport Cont.

� Complete Part 150 and Land Use Compatibility Study (produces 2 things)

� Noise Exposure Maps � Noise Compatibility Plans

� Land acquisition or easements � Takeoff-landing procedures / flight tracks to abate noise over sensitive areas � Implement preferential runway use system � Construction of barriers, acoustical shielding, including sound proofing � Restrictions on the use of the airport by type or class of aircraft

� � � � Denial of airport use to a/c that don't meet federal noise standards Capacity limitations Complete or partial curfews Differential landing fees based on noise levels day or night



History/overview of our land use issues

� Currently have 3 subdivisions located relatively near the airport � We didn't really have in place any adopted zoning ordinance protecting the airport other than it was in our planned area which is zoned general commerce



Steps the Town is Taking to Protect the Airport

� For the developments to get annexed in to the town � the developers agreed to the protective packet put together by our consultant which is planned to be adopted by the town soon

� This includes:

� No residential houses within 4000ft of any existing or proposed runway � Require avigation easements/non suit covenants and fair disclosure notices /Public Airport Disclosure within the planned Public Airport Disclosure Map area � initial and future home buyers � Require signage at intersections etc. when within the TPA



� Finalizing the paperwork to adopt our protective packet � Working on completing a Part 150 study, height ordinance



What we believe the state could do to facilitate compatible land uses in the vicinity of airports

� Make requirements for airport sponsors to protect the airport � take the choice out of the local governments hands- political influences and changing environments � Funding for protection of airports � avigation easements, etc.



Thank you



Governor's Advisory Council on Aviation

Land Use Subcommittee 4/13/05



Land Use Compatibility

Tucson Airport Authority



Compatibility Issues

� Safety

� Safety of Aircraft

� FAR Part 77



� Safety on the Ground



� Nuisance

� Noise

� Overflights � Surface



� � � � �



Land Acquisition Land Use Zoning Height Restrictions (AHD) Avigation Easements Public Disclosure



Mechanisms to Promote Compatibility



Land Use Zoning

� Overlay Zones (AEZ) � CC & R' s



TAA's Avigation Easement Policy



Coordination & Education

� Comprehensive / General Plans � Neighborhood Plans � Rezoning Review

� Internal Off Airport Land Use Policy



� Development Plan Review



Successful Efforts

� Land Acquisition � Adoption of Local Ordinances (AEZ)

� Compatible Use Zone � Prohibited Use Zone � Airport Hazard District



� Agency Coordination � Avigation Easements � CC & R' s



Recommendations

� � � � Aggressive Land Acquisition Overlay Zones Agency Coordination Education



Questions



Volume II Appendix D Title



Governor's Advisory Council on Aviation



Final Report January 31, 2007



Governor's Advisory Council on Aviation

Wednesday, April 27, 2005

1:30 P.M.



Location: American A & B Conference Rooms Little America Hotel & Resort 2515 E. Butler Avenue Flagstaff, Arizona



I. II. III. IV. V. VI. VII.



Opening Comments Bonnie Allin, Chairperson Welcome New Council Member and Council Introduction Bonnie Allin Review and approval of the January 31, 2005 meeting minutes Bonnie Allin Report of the Airport Capacity Subcommittee Barbara Harper and David Krietor, Co-Chairpersons Report of the Land Use Subcommittee Robert Littlefield, Member Availability of Federal Funding Tammy Martelle, ADOT-Aeronautics Call to the Public Bonnie Allin



VIII. Adjournment Bonnie Allin



GOVERNOR'S ADVISORY COUNCIL ON AVIATION

Location: Little America Hotel & Resort, Flagstaff, AZ Date: April 27, 2005 Time: 1:30 p.m.



Members Present: David Krietor, Mike Covalt, Robert Littlefield, Victor Mendez, Barbara Harper, Bonnie Allin, John Mills. Absent: Stacy Howard, C.A. Howlett, Ronnie Lopez Also present: Barclay Dick, Kim Stevens, Tammy Martelle I. Opening Comments: Bonnie Allin, Tucson Airport Authority, opened the meeting by welcoming everyone. II. Introduction of Council and New Council Member: Mike Covalt, Airport Manager, Flagstaff Airport David Krietor, City of Phoenix Aviation Department Bob Littlefield, Scottsdale City Council, Chairman of Scottsdale City Council Aviation Subcommittee; Victor Mendez, Director of Arizona Department of Transportation Barbara Harper, Tucson Airport Authority Operations Committee, and retired airline pilot John Mills, Air Operations Department at Marine Corps Air Station in Yuma Bonnie Allin: President/CEO, Tucson Airport Authority III. Review and Approval of January 31, 2005 Minutes Council reviewed the minutes from the 1/31/05 meeting. Victor Mendez moved to approve the minutes, seconded by Barbara Harper. None opposed. Minutes approved.



Page 1 of 5



IV. Airport Capacity Subcommittee Review � Barbara Harper The subcommittee defined airport capacity as the ability of an airport to handle a given volume of traffic demand within a specified time period. Richard Corbett, Pima Association of Governments (PAG) gave a presentation regarding Pima County and its expectations. PAG is in a continuous planning mode with the counties airports. PAG has the master plan from Tucson International and is in the midst of getting master plans from various airports in southeast Arizona to incorporate into the counties air transportation plan. David Krietor, Co-Chair � The capacity subcommittee plans to address Pima and Maricopa Counties first to develop a basic knowledge and then to follow up with either one or a series of meetings to look at capacity issues in the state and how they relate to the military. MAG is currently in the process of doing a new RASP for Maricopa County. For Maricopa County, between 2005 and 2025 passenger activity is projected to increase from 40 million to over 80 million passengers. For Maricopa County, MAG forecasts an increase in general aviation based aircraft from 4,000 to 7,600 with operations increasing from 2 million to over 3 million. For commercial aviation, operations are projected to increase from 600,000 to over 1 million. The RASP process looks at maintaining the status quo, using improved technology, maximizing the existing airports and/or building new airports. Barbara Howard requested information from other airport representatives in Arizona. V. Report of the Land Use Subcommittee � Bob Littlefield Land use can be defined by three issues; noise and the impact on people, safety concerns and over flights. The initial goals are to define the scope of the problem and outline the scope of work to undertake. This would determine the recommendations the Council would make for new Legislation to help solve land use issues and potential funding. One item identified by general agreement was that the FAA definition of noise is inadequate to deal with the issue of noise, as residents around airports perceive it. Mr. Hardison of Buckeye gave a presentation talking about the explosive growth in Buckeye, which is poised to grow even larger by 2010. They are concerned about dealing with persons who are not airport friendly. Jill Merrick gave a presentation about how Tucson International Airport is dealing with noise and its ability to work with local governments to discuss the noise issues and the development of housing in the area. Other groups to be included in the process as the committee moves ahead are, land use planners and real estate persons. The need for outreach to the League of Cities and Towns was discussed.



Page 2 of 5



VI. Availability of Federal Funding � Tammy Martelle Information was provided for possible additional federal funding. All information was included in a packet provided to Council. She started with research through the Catalog of Federal Domestic Assistance. This document contains financial and non-financial assistance programs administered by departments and establishments of the federal government including all federal grants available. The information was divided into three categories: air transportation, miscellaneous and other possible grant funding. The tables identify the number, title, federal agency and objective of each grant. Behind each table is the actual grant information with the applicable grant highlighted for the Council's convenience. Information was requested from the NASAO contact for each State. The information indicated the majority of funding comes from the AIP program. However, other funding sources were mentioned, such as: The Department of Homeland Security, NASA, Department of Defense, Department of Health Services, the Department of Agriculture, Department of Commerce, Economic Development Agency, and the FAA/Facilities and Equipment projects thru federal appropriation (NAVAIDS). There were four websites visited that were very helpful. They are: 1. www.cfda.gov 2. www.grants.gov 3. www.epa.gov 4. www.fema.gov The President is proposing a $600 million cut in AIP funding for fiscal year 2006. NASAO discussed the projection of this cut meaning a reduction in each state's "apportionment" and "discretionary", as well as a suspension of the Non-Primary Entitlement ($150,000). More trust fund money will be used to fund FAA operation instead of providing for airport improvements. Bonnie Allin requested that this information be made available to all airports upon request. Bonnie Allin reported the proposed cut in the AIP grant funding would mean significant pain to the airports. As we understand the formulas, the proposed reduction in funding would significantly harm small airports, particularly general aviation airports. There is a possibility of 75% to 90% cuts in grant funding for some airport categories including general aviation. Individual airport operators or communities that represent and operate airports need to be proactive with the Congressional delegations.



Page 3 of 5



Victor Mendez reported that in early March, the Arizona's Congressional delegation was contacted by ADOT about the concerns with the AIP cuts. He suggested that everyone contact the Congressional delegation. Dave Krietor reported that the City of Phoenix has contacted all of the members of the Arizona delegation. VII. Call to the Public Bonnie Allin thanked everyone for participating in this meeting. Arv Schultz � President of Arizona Pilots Association (APA) ~ Arizona Pilots Association has a great deal of concern about capacity. Arizona needs more capacity not less. The State Land Department (SLD) recently closed 5 airports located on State Trust Land. There are 56 airports located on State Trust land that have the potential for closure. Some airports are at capacity and others approaching capacity. To reduce the number of airports throughout the state would increase the problem. APA is proposing an Adopt-an-Airport program, which would utilize volunteer sources to help maintain some of the airports. APA will present the plan to the Aeronautics Division Director. APA would then like to get the SLD to take another look at the airport closures that have been made. Discussion regarding the possible reasons for the closures included; high liability coverage, length of required lease, and maintenance costs. Leases ~ Leases longer than 10 years would have to go out for bid, which might result in real estate developers outbidding. Legislation that passed the House but not the Senate would have opened up the possibility of 25-50 year leases on State Land for aviation purposes only. There is a current Statute that provides for recreational and educational purposes for land use and limits the state's liability for activities taking place on that land. The only liability for the state would be in the event there is gross negligence involved. Ray Boucher, Aeronautics Division said the SLD has revised its liability insurance policy requirements for airports on state land. He understands it to be: A $1 million policy that permits personal use of the airstrip (no operation at the airport that could result in an environmental impact); A $2 million policy that permits personal use and occasional use by others, but no commercial activity at the airstrip; A $5 million policy that would allow commercial activity at the airstrip. Page 4 of 5



Ted Anderson, Payson Airport Manager called the Council's attention to fire fighting support requirements at airports. Currently there are problems with support of the larger air tankers that are based throughout the State. The state is currently in the middle of a 15-30 year drought, which makes firefighting capabilities very important. He would like the Council to look into the placement of the airports for possibly providing firefighting support. Discussion continued for concern on the impact of the airport operations. The concern was more for providing areas and airports to adequately provide firefighting services in the future. Moving from a large heavy air tanker capability has been reduced in the state and using smaller aircraft that will have to go to other areas and helicopter operations to support fires. Bonnie Allin suggested that the capacity and land use subcommittees look into the issue of the adequacy of fire fighting. VII. Adjournment Bonnie Allin - thanked everyone for their attendance and providing feedback. She reminded everyone not to hesitate to contact the Council through the ADOT/Aeronautics staff if there are any comments or concerns of the future that they would like the Council to consider. David Krietor moved to adjourn the meeting; Mike Covalt seconded the motion, which passed unanimously.



Page 5 of 5



AIR TRANSPORTATION

Grant #

20.106



Title

Airport Improvement Program Alcohol Open Container Requirements University Transportation Centers Program



Federal Agency

FAA, DOT



Objectives

To assist sponsors, owners or operators of public-use airports in the development of a nationwide system of airports adequate to meet the needs of civil aeronautics To encourage States to enact and enforce an alcohol open container law To provide grants to nonprofit institutions of higher learning for the purpose of establishing and operating university transportation centers that conduct research, education & technology transfer programs concerning regional and national transportation issues To improve service provided to the public by U.S. and foreign air carriers To assure that air transportation is provided to eligible communities by subsidizing air carriers when necessary to provide service The Office of Small & disadvantages Business Utilization supports the efforts of the DOT to increase the participation of minority institutions in Federally funding programs. This program uses the resources of MIs to develop a training and technical assistance program designed to enhance small women-owned and disadvantages business enterprises (S/SO/DBEs) to compete successfully for DOT contracts and on DOT-funded projects. In addition, this program is geared towards attracting more of the nation's young talent into the transportation-related careers through academic courses and practical experience. To support development of the field of transportation statistics and advance research To enforce Federal laws requiring accessibility for persons with disabilities in certain federally funded buildings and facilities throughout the Nation; set guidelines and requirements for accessibility standards prescribed by Federal agencies. Provide technical assistance and training on its design guidelines and standards to organizations, agencies, and individuals; and to conduct research to determine appropriate specifications for accessibility



20.607



20.701



National Highway Traffic Safety Administration, DOT Research & Special Programs Administration, DOT



20.900 20.901 20.907



Transportation-Consumer Affairs Payments for Essential Air Services Minority Institutions (MI)



Office of the Secretary, DOT Office of the Secretary, DOT Office of the Secretary, DOT



20.920 88.001



Transportation Statistics Research Grants Architectural & Transportation Barriers Compliance Board



Bureau of Transportation Statistics, DOT Architectural & Transportation Barriers Compliance Board



MISCELLANEOUS GRANTS

Grant #

11.431



Title

Climate & Atmospheric Research National Guard Military Operations & Maintenance (O&M) Projects



Federal Agency

National Oceanic & Atmospheric Administration, Dept. of Commerce National Guard Bureau, DOD



Objectives

To develop the knowledge required to establish a predictive capability for short and long-term climate fluctuations and trends . . . 6. ARNG Aviation Training Base Operation � provide Federal support for services provided by the States for Air Traffic Control (ATC) Service, Airport Service Agreements, and Aircraft Rescue Fire Fighting (AFF), . . . To provide for the installation of fire protection and prevention equipment in schools, dormitories, detention centers and other BIA facilities To promote "Aviation Knowledge through Education"; create a public awareness of the need to promote the development and enhancement of education in aviation; establish a civil aviation information distribution program within each region and center of the FAA; promote "safety in the skies through aviation education"; create "career awareness" in aviation at the elementary and secondary educational levels; prepare qualified individuals to meet the future need of aviation; stimulate public and private sector initiative in meeting the American and worldwide competitive challenge in science and technology; aid educators by providing aviation information they can readily use in their normal classroom curriculum or in special classroom projects, to improve communication skills, math, science, technology, and computer literacy as it relates to aviation; and help educators identify the learning needs of our society in this rapidly changing technological era To assist recognized colleges and/or universities in the need for facilities and equipment for Airway Science (AWS) curriculum students To encourage and support innovative, advanced, and applied research and development in areas of potential benefit to the long-term growth of civil aviation To conduct long term continuing research in specific areas of aviation related technology. Responsibilities of Centers may include the conduct of research concerning catastrophic



12.401



15.064



Structural Fire Protection � Bureau of Indian Affairs Facilities Aviation Education



Bureau of Indian Affairs, Dept. of the Interior FAA, DOT



20.100



20.107



Airway Science



FAA, DOT



20.108



Aviation Research Grants



FAA, DOT



20.109



Air Transportation Centers of Excellence



FAA, DOT



20.503 20.930 39.002 39.003



Federal Transit Managerial Training Grants Payments for Small Community Air Service Development Disposal of Federal Surplus Real Property Donation of Federal Surplus Personal Property



Federal Transit Administration, DOT Office of the Secretary, DOT General Services Administration General Services Administration



43.001



Aerospace Education Services Program



National Aeronautics and Space Administration



97.069



Aviation Research Grants



Dept. of Homeland Security



failure of aircraft, airspace and airport planning and design, airport capacity enhancement techniques, human performance in the air transportation environment, aviation safety and security, the supply of trained air transportation personnel including pilots and mechanics, and other aviation issues pertinent to developing and maintaining a safe and efficient air transportation system, and the interpretation, publication , and dissemination of the results of such research To provide fellowships for training of managerial, technical, and professional personnel employed in the transit field To help smaller communities enhance their air service and increase access to the national transportation system To dispose of surplus real property by lease, permits, sale, exchange, or donation To donate Federal personal property no longer required for Federal use to public agencies and qualifying nonprofit entities in order to reduce the cost of State and local government NASA's Aerospace Education Services Program (AESP) is a specialized group of educators using NASA's unique assets to support local, state, regional and national mathematics, science, and technology education systemic change efforts through collaboration of internal and external stakeholders in high-impact activities. This well-trained, well-informed and wellequipped workforce uses the NASA Mission and Vision to support increased instruction in mathematics, science, and technology content, enhance pedagogical skills, and address equity issues To encourage and support innovative, advanced, and applied research and development in areas of potential benefit to the long-term growth of civil aviation security



Volume II Appendix E Title



Governor's Advisory Council on Aviation



Final Report January 31, 2007



Land Use Compatibility Land A Look At the State Programs Programs 01/24/2007



Federal Programs - FAA Federal

Reduce



Aircraft Noise- Technology new Aircraft, Procedures and Operations



Institute



Effective



Land Use Measures through acquisition, soundproofing, remedial measures can only affect the first two goals.



FAA



01/24/2007



ADOT Aeronautics ADOT

Land



Use Compatibility Guidelines - 1993 Airports � Economic Impact Studies -



Promoting



2002

State



Aviation Trust Fund: Pt 150, land acquisition



Brochures



01/24/2007



ARIZONA STATE STATUTES

8205 Construction of new Airports ('84/'95/'96) 28- 8485 Airport Influence Area (`97) 28- 8486 Public Airport Disclosure (`00) 28-8483/8484; 28-8482; 28-8481; 28-8480 Statutes pertaining to Military Airports and land use compatibility

28-



01/24/2007



ARS: 28-8485 AIA HIGHLIGHTS

The AIA area size is not restricted in size



to the Airport's Noise Contours A Public Hearing is required Sponsor must prepare and file the AIA with the County Recorder The property notification will indicate "....subject to aircraft noise and over flight."



01/24/2007



ARS: 28 -8486 PUBLIC AIRPORT ARS: 8486 DISCLOSURE HIGHLIGHTS DISCLOSURE

must prepare Disclosure Map Map is recorded with County Recorder, not the individual properties affected Map area restricted to outer dimensions of 60/65 DNL noise contours and traffic pattern airspace Noise contour varies with County Population

01/24/2007



Airport Sponsor - State Real Estate Office



ARS: 28 �8483 & 8484 MILITARY ARS: 8483 AIRPORT DISCLOSURE HIGHLIGHTS AIRPORT

"territory" of a military airport The military may provide the map to the State Real Estate Dept (SRED) The SRED shall work to create a map The military airport shall keep the map up to date The map shall be included in public reports and available upon request

01/24/2007



Property must be located within



ARS 28-8482-Sound Attenuation Sound Standards in Building Codes Standards

to Political Subdivisions (PS) that Include "territory" in the vicinity of a military airport Applies to new development for first occupancy subject to building